1023 - American Air Mail Society

AIRPOST
JOURNAL
September 2015
The Official Publication of the
American Air Mail Society
Volume 86, No. 9
September’s Featured Article —
Whole No. 1023
The ‘LATI Substitute’ Service of
Pan American Airways, Part 1
Page 361
Zeppelins & Aerophilately
Ask for our Free Price List of Worldwide Flight covers and stamps.
The following is a small sampling – full list on Website!
United States
1914 Pioneer 81 Clayton, NM. Four known to exist! . . . . . $4,000.00
1928 (Dec 17) C11 on 25th Anniversary First Flight airmail cover
signed By Orville Wright. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $700.00
Germany
1930 1930 C38 - C39 Pan Am flight to Lakehurst S.57N . . . . $750.00
Iran
1934 5th South America Flight ,sent to Peru S.265Aa . . . . $4,250.00
Iraq
1933 5th South America Flight, sent to Brazil S.226B . . . . . $1,500.00
Japan / US 1929 ‘Round-the-World Flight
(August 4) Rare Japanese dispatch for Round-the-World flight. Then
franked with $1.90 US #569-71 in Los Angeles August. 26. Backstamped Friedrichshafen Sept 4. Only 16 covers flown, very scarce! E
2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $1,500.00
Kenya / Germany
1934 South America catapult. Tape stains on back . . . . . . . . . $750.00
Latvia / Germany / Guatemala
1934 Europa catapult (K209LA) . . . . . . . . . . . . . . . . . . . . . . . . $2,000.00
Liechtenstein
1932 Europa catapult to Bahamas (K131 LN) . . . . . . . . . . . . . . $900.00
Malta
1933 Chicago flight to Brazil S.238Aaa . . . . . . . . . . . . . . . . . . . $875.00
Mauritania
1934 3rd South America Flight sent to Argentina S.254Ba . $1,850.00
Mexico
Henry Gitner Philatelists, Inc.
PO Box 3077T, Middletown NY 10940
Email: hgitner@hgitner.com — http://www.hgitner.com
SEPTEMBER 2015
PAGE 353
In This Issue of the Airpost Journal
— ARTICLES —
The ‘LATI Substitute’ Service of Pan American Airways, Part 1 ................ 361
John Wilson
The 1910 and 1912 Postal Flights of Bartolomeo Cattaneo .......................... 368
Enrique Lewowicz Weitzman
— COLUMNS and FEATURES —
Canadian Air Mail Notes ............................................................................... 376
President’s Message ...................................................................................... 355
Question Central ............................................................................................ 385
— NEWS —
News of the Shows ........................................................................................ 373
Nominees for AAMS 2016-2017 Officers and Directors.............................. 386
2015 AAMS Election Progress Report.......................................................... 392
— DEPARTMENTS –
APJ Ads ......................................................................................................... 396
Membership Report ....................................................................................... 393
Vickie Canfield Peters
Editor and Advertising
11911 E Connor Road
vcanfieldp@gmail.com
Valleyford WA 99036
Staff Writers and Columnists
Joe Kirker
Alan Warren
Chris Hargreaves
Bob Wilcsek
Lee Downer
Copyright 2015 The American Air Mail Society. The Airpost Journal (ISSN 0739-0939) is published monthly by the American Air Mail Society, 11911 E. Connor Road, Valleyford WA 99036.
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Opinions expressed in features and columns in this publication are solely those of the authors and
do not necessarily represent those of the society. Running an ad does not endorse the advertiser.
PAGE 354
AIRPOST JOURNAL
President’s
Jim Graue
Message
News from FIP: Belated but Important
The June 2015 issue of Canadian Aerophilatelist, edited by Chris
Hargreaves, is excellent. This publication has recently been immensely
improved. It is available both in PDF with full color and hard copy (not
color). It is packed with articles and information of great interest.
This issue included some very interesting information on the
meeting of the FIP Board / Continental Federations / Commissions held
AEROPHILATELY Commission Chairman Ross Wood
reported that two sub-classes were developing in Aerophilately,
the one purely using covers that were flown, and the other one
treating airmail stamps, aerograms, aerographs and their use in
airmail service.
August 11, 2014, in Seoul, Korea. Consider the following:
There is apparently concern somewhere with the “interference” of
Aerophilately with Traditional Philately and Postal Stationery. At every
exhibition there have been reclassifications (transfers) from Aerophilately to Traditional Philately, or vice versa, and somewhere along the way it
has been proposed that this “problem” could be solved in a positive way
by the creation of two sub-classes in Aerophilately.
NO!
This is an example of a solution looking for a problem.
Juries routinely reclass exhibits when such reclassing yields a
better result (higher score) for the exhibit. In fact, such reclassing is done
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at all levels of exhibiting, from local to international. The only “problem”
involved is the extra time required to evaluate the exhibit from two perspectives. It is not at all unusual, however, and virtually all judges see
such reviews as part of their service to the exhibitors.
One might wonder what really motivates the idea that aerophilatelic exhibiting would somehow benefit by dividing it into two subclasses. It was not all that long ago that aerophilately was fighting its
case for recognition as a class of its own. FISA was created with this as a
primary goal, and its success prompted British Air Mail Society (BAMS)
to recently propose that FISA be dissolved since that mission had been
accomplished. That proposal gained no support and was unanimously
(except for the BAMS vote) rejected.
It is difficult to make a case for dividing aerophilately into two
sub-classes.
• Traditional Philately: A study of the purpose, concept, design, production, distribution and usage of a stamp (or set of stamps).
• Aerophilately: A study of the development and operations of the
To the postal historian, a postage stamp is a type of marking.
To the traditional collector, a postage stamp is a fetish.
transport of mail by air, as shown by mail bearing evidence of having
been flown.
Clearly, these are not two sides of the same animal. Yes, stamps
are used for airmail, sometimes even exclusively, but that is a far cry
from seeing stamps as anything more than incidental to aerophilately as
defined. And yes, airmail requires that postage and fees be paid, usually,
but not exclusively, as evidenced by the usage of airmail postage stamps
(or any postage stamps).
In reality, aerophilately is aeropostal history, i.e., postal history
focused on air transport (flight) as the “means” factor in the postal history equation: “routes, rates, means and markings.”
It really is not complicated: If the focus is on the stamp(s), it is
traditional; if the focus is on the transport of mail by air, it is aerophilately.
Some will remember that it was the inclusion of airmail within
the postal history arena that prompted the effort to make aerophilately a
class of its own. Why? In the Postal History world, anything in the 20th
century is “modern” and even much of the 19th century struggles for
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what its advocates see as deserved recognition. In the world of postal
history, age matters. Nothing in 20th century postal history has “classic”
status.
Perhaps this is a way to separate airmail stamps from the Traditional Class because within the ranks of “traditional” collecting, airmail
is considered “modern” and is at a disadvantage competing with “philatelic classics” for major awards and distinctive recognition. The fact is
that the foundation of philately lies in the mid-19th century stamps, not
in the 20th century anything, and that will never change. Get used to
accepting that fact; stop whining about it and looking for a way to avoid
The new SREV Special Regulations for the Evaluation of
Aerophilatelic Exhibits at FIP Exhibitions and Guidelines have been
placed on the FIP Aerophilately Commission website
it. It is what it is.
This is a hobby that allows an individual to select and enjoy
what is found personally as most interesting, attractive, challenging or
exciting. There is complete freedom of choice in subject, scope, depth and
limits. Personal enjoyment drives any hobby. Recognition of achievement by your peers is always nice, but not at the expense of surrendering
freedom of choice and personal enjoyment.
Airmail . . . the most important postal development of the 20th century!
Love it and enjoy it for what it is, the most interesting, fascinating and
challenging facet of our hobby!
Astrophilately Secretary Jaromir Matejka mentioned
that he hoped that in the future more entries of astrophilatelic
exhibits would be accepted at FIP exhibitions. The same applied
to Aerophilately and Maximaphily, as otherwise these classes
In the meantime, unless someone can make a convincing case
otherwise, AAMS will actively oppose the proposal that FIP Aerophilately be divided into two sub-classes. Who comes up with brainstorms like
this ill-conceived proposal, any way?
More from the report on the FIP meeting in Korea . . .
This tidbit immediately prompted a look at the referenced site. “New”
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FIP regulations and guidelines for aerophilately? Really? Never heard
anything about that in the wind, so we better check it out.
The FIP regulations and guidelines were written in 1992. AAMS
published them in the June and July 1993 issues of the Airpost Journal.
Comparing the 1993 publication with that currently on the fipaero.org
site, it is very safe to say that there is no substantive difference at all; only
a word here and there that made no real change anyplace. It is 99 percent
word-for-word unchanged. So, stay the course . . . the game is
unchanged.
Postal History Chairman Kurt Kimmel noted that Postal
History now includes three sub-classes:
• Postal History exhibits comprised of material carried by,
and related to, official, local or private mails. Such exhibits generally emphasize routes, rates, means, markings, usages and
other postal aspects, services, functions and activities related to
the history of the development of postal services.
• Marcophily (Postmarks) exhibits showing classifications
and/or studies of postal markings related to official, local or
private mails on covers, adhesive stamps and other postal
items.
• Historical, Social and Special Studies exhibits examine
postal history in the broader sense, and the interaction of com-
It is surprising to see aerophilately included in this context. The
great successes of Aerophilately 2007 and 2014 belie the implied negative.
Astrophilately – actually a sub-section of FIP Aerophilately in
spite of the fact that there is almost no relationship other than travel
through the air – is seeing a marked decline in active participation. Classical astrophilately is a very difficult area, a challenge mastered by only a
few. New missions into space are routine rather than the incredible and
amazing pioneering achievements they were in the 1960s – 1970s. The
It has taken time to get jurors and exhibitors informed that it is no
longer prohibited to illustrate the postal history exhibits, to
make them more lively, in order to attract more exhibitors.
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AIRPOST JOURNAL
perceived decline in astro mirrors the similar decline seen in aero (as
measured by active AAMS membership) when airmail became an indistinctive routine service in the mid-1970s rather than the premium service
it had been up to that time.
Maximaphily has always been a minor player in the big picture,
but its adherents stay their course. The desired perfect conformity of the
card, stamp and cancel is not easy. A case that it is self-limiting might be
made, but it is not in a death spiral.
Marcophily is where the pages of postmarks and cancels that
appear in so many Traditional exhibits really belong. They contribute
nothing to the Traditional exhibit because they are not the subject. They
are included because it is a tradition, seen as adding an interesting aspect
to Traditional before marcophily evolved. In marcophily they take their
rightful place and can be shown in meaningful context. Continuing to
include pages of postmarks and cancels in Traditional exhibits is another
example of a practice that lost its reason for being but continued anyway:
175 years of tradition unimpeded by progress.
Now that is real news! Where has everyone been on this point?
Special Regulations for the Evaluation
of Postal History Exhibits
Article 4: Criteria for Evaluating Exhibits
The importance of understanding a postal history exhibit can
mean that more text is included or that non-postal history or
non-philatelic material is included as supporting documentation. However, all text must be concise and clear and the inclusion of related non-postal history or non-philatelic material
must improve that understanding of the postal history subject
So much for believing that one is aware of the major trends and changing
views. This really is a major step for postal history exhibitors. It marks a
major departure from the hard-and-fast prohibition of the past.
Aerophilately was an ice-breaker here, beginning in the late
1990s by gaining acceptance of photographs of aircraft as collateral support to clearly show the developments in aviation – the specific aircraft –
that made airmail the most important development in mail transport of
the 20th century. For the 19th century, it was railroads. Senior judges
were very reluctant to accept any photos in a philatelic exhibit, but had
to admit that photos of the airplanes made it much easier to see the
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PAGE 359
advances that were making major reductions in airmail transit time possible.
Aeropostal history – aerophilately – is inseparable from aviation
history. The inclusion of aircraft photos as supporting collateral material
in aerophilately exhibits drew attention to and clarified this fact.
Full details on FIP Postal History are given at:
[http://www.f-i-p.ch/regulation/pdf/PHSREVenglish.pdf]
Here we find the following SREV (Special Regulation):
Key to Abbreviations Used to Designate
Specialities of New Members
AM - Airpost stamps, mint
AU - Airpost stamps, used
AS - Semi-official stamps
SC - SCADTA
JF - Jet Flights
HF - Helicopter Flights
PC - Pioneer Covers
HC - Historical Flight Covers
SF - Supersonic Flights
PA - Pilot Autographs
PB - Paris Balloon posts
EL Etiquettes and Labels
APS - Aeropostal Stationery
FF - Foreign Flights
GF - Governmental Flights
FAM - FAM covers
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GL - Glider Flights
RP - Rocket Posts
NAW - National Air Mail Week
CC - Crash Covers
OF - Transocean Flights
DC - Dedication Covers
Z - Zeppelin covers
CF - Canadian Flight covers
1D - First Flight Covers
PIX - Photos and assoc. materials
ASTRO - Astrophilately
BC - Balloon Covers (not from Paris)
CL Lindberghiana
AE - Amelia Earhart
AL - Aerophilatelic Literature
FFUS - First flights by U.S. airlines
AIRPOST JOURNAL
Cheers for a very progressive move that will make postal history
exhibits far more enticing! Does this also apply to aerophilately?
Absolutely.
While some SREV and Guideline provisions allude specifically
to Historical, Social and Special Studies (Sub-Class 2C) exhibits, the
above SREV Article 4 includes no such restrictive reference and must
therefore be seen as applicable to all Postal History exhibits. The only
Guideline is that “the relevance, balance and importance of non-philatelic material shown in [Sub-Class 2C] exhibits will be evaluated.” It will
almost certainly be applied to all Postal History exhibits, and also to
Aerophilately, which retains its relationship to postal history as its origin. Over time, additional guiding principles will evolve to assist both
exhibitors and judges in narrowing the “gray zone” between the black
and white of what is acceptable and what is not. The exhibitors who take
the lead will do much to set the tone.
While the bar has been removed, great care and discretion should
be used in the selection and application of collateral (non-philatelic)
items. They must be directly applicable to and supporting, but not
French service to Brazil via Dakar 1936. Surface Fr. 1.50, Air fee
Fr. 8.50 = Fr. 10
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PAGE 361
German mail carried by French service via Dakar. Surface 25Rpf.
+ 15Rpf. second step + reg. 30 Rpf. + 6 x air fee of 150 Rpf. per 5 grams=
9.70 Rm.
dominating, the philatelic item(s) displayed.
The ‘LATI Substitute’ Service of Pan American Airways
Part 1: Updating the Information
What We Now Know
John Wilson
One of the most significant tasks undertaken by Pan American
Airways Boeing 314 Clippers during World War 2 was the maintenance
of civil airmail carriage between the United States and Europe. The Clipper flying boats flew continuous schedules across and around the
Atlantic for the duration of the war. Klaas [1] describes their achievements as follows:
Combined, the Pan Am-owned 314s compiled more than 12,500,000 air
miles on some 5000 ocean flights that averaged 3,340 miles per flight . . . For
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AIRPOST JOURNAL
German service to Brazil via Bathurst. Surface 25 Rpf. + registration 30 Rpf. + 2 x air fee of 125 Rpf. per five grams = 305 Rpf.
such a very small fleet, it was, to say the least, the most incredible and outstanding commercial air record established in the 20th century.
An important part of the wartime services was the provision of a
“LATI substitute” service to carry mail between South America and
Europe. This interleaved flight pattern was noted and first explained in
articles written in 2008 [2] and 2010 [3], supported by explanation of the
“San Juan Agreement” in 2009 [4]. Thanks to the facilities offered by the
internet and a great deal more research, particularly in the Pan American
archive held in the Richter Library at the University of Miami, it is an
opportune time to bring the subject up to date. It makes a fascinating and
complex story and many collectors are still bemused by how this service
operated. The original intention was to publish the story in book form,
but it was decided that presenting it in a series of articles would make
the subject more easily understood.
Setting the scene
During the 1930s, carriage of mail by air across and between continents was developing rapidly. Many European nations established
their own government-supported airlines and opened up air routes from
the home countries to various spheres of influence or colonial possessions overseas in addition to pan-European routes. Belgium operated to
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German service Switzerland to Argentina via Bathurst. Surface
30 c. + air fee 2 Rappen = 2.30 Rappen
German service Italy to Argentina via Frankfurt - Bathurst. Surface L. 1.25 + air fee L. 11.75 = L. 13
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German service Russia to Chile via Bathurst. Rate paid 85
Kopeks? Dispatch Leningrad May 20, 1935, transit Berlin May 23. Arrive
Santiago June 1, 1935.
the Congo, France to her African and Far Eastern colonies, the Dutch
served Far Eastern colonies and Italy served its North African areas of
influence. Britain at this time dominated international air travel because
of her empire. The routes opened by Imperial Airways were to the east
all the way to Australia, to the south through the Middle East to West
Africa and via East Africa to South Africa. For Germany it was a different story.
Germany and France were both developing a route the British
largely ignored: that between Europe and South America. Germany, in
particular, had a strong commercial presence in South America and
wanted to serve their growing business interests by a fast air route. The
main barrier to progress in this direction was the South Atlantic, over
distances too great for early aircraft to cross safely. How the German
Lufthansa and French Air France solved the pre-war distance problem
was previously covered in detail by excellent authors [5], [6], [7], [8]
(these references are neither exclusive nor exhaustive), but suffice to say
that by 1938-39 airmails between Europe and South America were being
carried by a German service via Bathurst, British Gambia interleaved with a French service via Dakar, Senegal that gave swift
and regular transit in both directions. The service was used by
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German service UK to Argentina via Bathurst. Inclusive airmail
rate of 4/.
many countries in Europe, as seen by the accompanying illustrations.
Crossing the North Atlantic was equally difficult in this
period, and mail from Europe to North America was still being
carried by sea, albeit on fast ships. Although there were well
developed air routes from New York to South America, the sea
crossing from Europe to New York made an all-air route via
North America impracticable, and the British Post Office listed
their only air mail route to South America as being via the German/French services with an inclusive rate of 3/6d per half
ounce to Brazil or 4/ per half ounce for other nations in South
America serviced by these lines. Compared to the recently
introduced “All-Up” rate of 1½d. on Empire routes to and from Britain to
as far away as New Zealand and South Africa, the rate to South
America was expensive but necessary if one needed all-air carriage.
This was the status of airmail service between Europe and
South America in 1938 and the early part of 1939. Germany was
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AIRPOST JOURNAL
building a close network of contacts and an increasing sphere of influence, particularly in Argentina, although there was a strong German
presence in South American aviation in general, a fact that was
beginning to alarm the United States as Europe headed for war.
This is eloquently expressed by Bender and Altschul [9] as follows:
A consideration that weighed strongly in War Department planning for an airport development program was the likelihood of support
from local elements in the Latin-American population for an Africabased invasion spearheaded by the Luftwaffe. More than four million residents
(of South American countries) were German and Italian settlers and their offspring, an incalculable number sympathetic to Nazi and Fascist ideology. In
1938, a Fascist-inspired political party made an unsuccessful attempt to overthrow the Government of Brazil.
The most dangerous aspect of Axis influence as far as the War Department was concerned was the penetration of the Latin American air lanes . . .
about 10,000 miles, or one-fifth of the continent’s routes, were operated by
Lufthansa and its proxy carriers . . . another 7,600 miles by airlines like SCADTA and LAB, in Bolivia, that were managed by Germans.
Bender and Altschul go on to say:
Beyond their transport functions, the German airlines were vehicles of
propaganda and trade; technical assistance was bartered for raw materials without depleting monetary reserves. Even more worrisome to the U.S. military were
Condor’s capable photographic survey department, pilot-training program,
extensive radio facilities and aircraft repair shops.
American concerns over German influence in South America
had existed for some time. The American military attaché in Colombia:
reported to the War Department on the operations of the SCADTA air
line. This had been formed in 1919 by Captain Peter Paul von Bauer, a German
aviator in the First World War. Its equipment was German. So was its entire
personnel, who, adopting Colombian citizenship . . . nevertheless retained their
German citizenship under the laws of their native land. By 1924 Major H. H.
Arnold . . ..considered SCADTA’s operations ‘far too close to the Panama Canal
to be ignored’…” [10].
Major H. H. Arnold became General “Hap” Arnold, a man who
figured prominently in wartime aviation in the South Atlantic.
So we arrive at August 1939 with Germany, having annexed
Austria (with, it has to be said, the apparent approval of the Austrian
Looking for something? Check out the classified ads!
SEPTEMBER 2015
PAGE 367
people) and occupied Prague (definitely without the approval of the
Czech population), preparing to invade Poland and plunge Europe into
war.
References
[1] Klaas, M.D. Last of the Flying Clippers. (Schiffer Publishing,
Atglen PA, 1997. ISBN 0-7643-0562-X).
[2] Wilson J. “The LATI Substitute Service of Pan American Airways.” (Air Mail News, November 2008).
[3] Wilson J. “The LATI Substitute Service of Pan American Airways” (Airpost Journal, October 2010).
[4] Wilson J. “The San Juan Agreement: Its effects on Pan American airmail routes across the South Atlantic” (Airpost Journal, March
2009).
[5] Graue, James W. and Duggan, John, “Deutsche Lufthansa,
South Atlantic Airmail Service 1934-1939,” (Zeppelin Study Group, Ickenham, 2000).
[6] Graue, James W. and Duggan, John, Commercial Zeppelin
Flights to South America, (JL Diversified, Valleyford, Washington, 1995).
[7] Aitink, Hans E. and Hovenkamp, Egbert. Bridging the Continents in Wartime, (Enschede, The Netherlands, 2005).
[8] Kriebel, William V., A History of the Development of Air Mail
Service in Brazil, (American Air Mail Society, Mineola, NY, 1996).
[9] Bender, M. and Altschul, S., The Chosen Instrument, (Simon &
Schuster, New York, 1982).
PAGE 368
Figure 1
AIRPOST JOURNAL
Figure 2
[10] Morris L. and Smith K., Ceiling Unlimited, (Macmillan, New
York, 1953).
The 1910 and 1912 Postal Flights of
Bartolomeo Cattaneo
SEPTEMBER 2015
Figure 3
PAGE 369
There are two postcards that do not bear the Cattaneo’s special
cachet. One depicts the city of Colonia with the required two-cent
postage, bearing a handwritten note, “Air mail – Cattaneo.” It was
mailed just prior to the flight, so it bears an “F/5” (Agencia Ultima
Hora/ Colonia) cancel. It is the only mail item known bearing no cachet.
Figure 4
Enrique Lewowicz Weitzman
Bartolomeo Cattaneo was born in Grosotto, Italy in 1883. He got
his first pilot’s license in France in 1910 and received the second license
issued in Italy that same year. In November 1910, he went to South
America and made a number of flights near Buenos Aires. On December
16, 1910 he flew across the Río de la Plata from Buenos Aires, Argentina,
to Colonia, Uruguay, in a Bleriot Gnome plane, arriving near Real of San
Carlos in Colonia. The 35-mile crossing took about 35 minutes.
December 18, 1910: Attempted Flight Colonia – Buenos Aires
Cattaneo planned to transport mail on his return to Buenos Aires
and requested permission from the General Director of Postal and Telegraphic Services of Uruguay, F. García y Santos, and the General Director of Postal and Telegraphic Services of Argentina, Rafael Castillo. By
telegram, they authorized “the transport of standard mail and duty
franked printed material.” The December 18, 1910 flight was the first official international aeropostal flight in a heavier-than-air craft.
Many people sent covers and postcards to Buenos Aires and
Montevideo. The postage for this mail was five cents for letters and two
cents for postcards. Cattaneo applied a special black two-line cachet,
“Por Aereoplano / Cattaneo” (by Cattaneo’s airplane) to most of this
mail. The mail from this attempted flight bears the first worldwide
cachet used for international air transport of mail. There is one small
cover (envelope) known addressed to Montevideo (Figure 1). Some
pieces (Figure 2) were signed by Cattaneo on the picture side of the card.
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AIRPOST JOURNAL
Figure 5
Figure 3 is the reverse of the card and Figure 4 is the front with an
enlargement of the “F/5” cancel.
The other postcard with the required two-cent postage has a
handwritten note: “To Mr. Bartolome Cattaneo in his airplane. Real San
Carlos.” It was sent by land from the city of Colonia to the Real of San
Carlos, Cattaneo’s departure point for Buenos Aires. On the back, the
sender wrote: “We salute the brave and fearless aviator with great admiration for his ability.” Cattaneo kept this postcard with his belongings on
the plane and didn’t put it into the mail.
He also kept a two-cent postal stationery card with both his
cachet and signature. This card was given to Second Lieutenant Eduardo
Montauti to thank him for accompanying Cattaneo on his October 8,
1912 flight from Hipódromo de Maroñas to Piedras Blancas. This made
Montauti the first Uruguayan citizen to travel by airplane.
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September 3, 1912: Salto – Montevideo flight
In 1912, Cattaneo planned another flight connecting Uruguayan
cities between Salto to Montevideo. This was the first Uruguayan official
aeropostal flight inside the country, undertaken on August 25 in commemoration of the Declaration of Independence. The General Director of
Postal and Telegraphic Services of Uruguay authorized the transport of
standard mail and postcards.
Covers and postal stationery cards were dispatched to Montevideo and other Uruguayan cities. Postage for this mail was five cents for
News of the Shows
standard mail and two cents for postcards and postal stationery cards. A
special cachet “Correo Aéreo/ Salto – Montevideo/ 25 de agosto de
1912/ (three black points)” was applied to the mail.
Mail was accepted from August 23 to August 25, so many covers
also had a circular cachet showing the reception date. Some covers were
addressed to other cities in Uruguay, for example Figure 5, sent to Maldonado and showing the rare cachet with a line under the date.
The flight was postponed until September 3 and many people
took the opportunity to send mail up to that time. The last mail known
was received on September 2. One of these (Figure 6) was the first
Uruguayan postal stationery card to circulate by air. It is the only postal
stationery card known from this flight. It was sent by A. Lerena to J.
Rampón in Montevideo. Mr. Lerena certified on the back that it was carried in the “First Postal Flight from Salto to Montevideo.” It bears the
required postage.
Cattaneo left Salto on September 3 at 6:25 a.m. landing in
Paysandu an hour later. He continued to Mercedes, arriving there at 9:05
Figure 6
Figure 7
After several take-off attempts on December 18, 19 and 20, with
the mail sacks on board, the flight was canceled because of bad weather.
The mail was transported on land to Montevideo and by ship to Buenos
Aires.
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AIRPOST JOURNAL
SHARE AEROPHILATELY . . .
Write about it in our APJ!
SEPTEMBER 2015
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Canadian Air Mail Notes
inside Uruguay to Montevideo.
Chris Hargreaves, AHF
a.m. The flight resumed on September 6, arriving in San Jose at 6:30 a. m.
On the San Jose stopover, a man doing business there sent two
postal stationery cards to his boss in Montevideo. He wrote: “I inform
you that I will be there next week and I take the opportunity of the Cattaneo’s flight to send you greetings.” This card was discovered three years
ago and is one of the greatest finds of Uruguayan aerophilately in recent
years. Figure 7 shows one of the only two postal stationery cards known
picked up in San Jose.
Due to inclement weather, the plane was grounded until Sep-
Figure 1
Postmarked VANCOUVER 6 PM MAR 1 1939; backstamped
MONTREAL 2 PM MAR 2 1939
tember 8, leaving San José at 4:40 p.m. and arriving in Montevideo at 5:35
p.m. at Hipódromo de Maroñas (Maroñas Racecourse). Cattaneo received a
huge welcome and the correspondence was delivered to the postal
authorities.
This special flight marked the first time mail was sent from cities
PAGE 376
AIRPOST JOURNAL
Figure 2
Loading a Lockheed 14-H Super Electra
Figure 3
Passengers aboard a TCA Lockheed 14-H Super Electra flight. [1]
Rocky Mountain Stamp Show 2015
May 15 - 17, 2015
John Paré
SEPTEMBER 2015
Denver, Colorado
Single Frame Vermeil
The Development of Air Mail Service Between
PAGE 377
Bermuda and the U.S., 1925-1939
NOJEX 2015
Gold
Brian Gruzd
Israel First Airmail Issue - 1950
Also: Society of Israel Philatelists Best Post-1948 Exhibit Award
I was surprised and honoured to be elected to the Aerophilatelic
Hall of Fame and want to thank those who nominated and elected me. In
Figure 4
Figure 5
Secaucus, New Jersey
George W. Struble
PAGE 378
Also: American Helvetia Philatelic Society
Felix Ganz Memorial Grand Award
May 29-31, 2015
Grand Award
SCADTA Mail from and to Switzerland
AIRPOST JOURNAL
SEPTEMBER 2015
PAGE 379
recognition of this honour, I have changed my byline for this column,
but just for this issue.
I was also delighted to receive the L. B. Gatchell Award for the
best article in the Airpost Journal during 2014. The article was on “Canada’s First Airmail Service – Victoria to Seattle” and I want thank again all
those who had previously published research and information on the
Figure 6
Handwritten endorsement: First Official Flight via T.C.A. Moncton, N.B. To Ottawa, Ont.
Victoria - Seattle air mail.
the late 1930s. -The Boeing 247D had a cruising speed of 171 m.p.h., the
Douglas DC-2 was faster at 191 m.p.h., but the Electra could cruise at 203
m.p.h.
However, various design features which worked well where the
aircraft was designed and built in California gave considerable trouble
when the aircraft flew during Canadian winters. A particular problem
were the wings and flaps, which were prone to icing up.
Figure 7
Canceled MONCTON 9 AM; backstamped BANGOR 11 AM
Cross Canada Air Mail, 1939 - 1945
***
On March 1, 1939, Trans-Canada Air Lines (TCA) began a transcontinental airmail service which provided afternoon delivery in Ottawa,
Montreal and Toronto of mail collected the previous evening in Vancouver, Edmonton or Calgary and vice versa. The post office offered 40 first
flight cachets for different stages of the route and some 80,000 first flight
covers were carried. One is shown in Figure 1.
TCA initially operated a fleet of 16 Lockheed 14-H Super Electras
(Figure 2). These were a larger version of the original Lockheed 10 Electra shown in the cachet on Figure 1; it could carry 14 passengers rather
than 10 (Figure 3).
One of the reasons for originally choosing the Lockheed Electra
was that it was the fastest of the twin-engine planes entering service in
PAGE 380
AIRPOST JOURNAL
Figure 8
Canceled BANGOR 10.30 AM; backstamped MONCTON 3 PM
SEPTEMBER 2015
PAGE 381
Another problem, which became apparent when TCA began carrying passengers as well as mail, was a very inadequate heating system.
There is a story about a Winnipeg-Montreal flight that left Winnipeg
when the temperature was minus 40 degrees F. When the plane landed
at Kapuskasing to refuel, “the ground crew opened the door, and a passenger called out, ‘What’s the temperature here?’ The crew man
answered, ‘Ten below, sir.’ The passenger yelled back, ‘Leave the bloody
door open and let some heat in’” [2, page 60.]
The Canadian air mail system in early 1939 is shown in the map
in Figures 4 and 5, reproduced from the Post Office Schedule of Rates and
Services published in June 1939.
One change that occurred soon after the Vancouver - Montreal
service was inaugurated was the introduction of so called “direct flights”
between Toronto and Montreal. These flights now went via Ottawa: the
initial flights between Toronto and Montreal in March 1939 were routed
via North Bay.
The proposed extension from Montreal to Moncton began operating on an experimental basis on November 1, 1939, was officially inaugurated on January 1, 1940 (Figure 6), and began carrying passengers in
February 1940. There were no official Canadian Post Office first flight
cachets for this extension or for most of the changes that occurred to air
mail services during the war. [3]
Although covers can be found referring to an inauguration of
service to Halifax at the same time the service to Moncton was started,
there were a number of problems with the airport at Halifax. As a result,
a permanent service to Halifax did not begin until April 1941, at which
time it used the airport in Dartmouth built for the R.C.A.F. [2, pages 107,
126] [4, page 120].
The section of the cross-Canada route between Montreal and
Moncton was unusual, as part of it flew across the United States! This
crossing of the international border seems to have been negotiated without serious problems, since U.S. airlines, in return, were allowed to fly
across southern Ontario to Detroit. [5, page 151]
When the TCA service from Vancouver to Montreal was inaugurated in March 1939, there were only three services connecting the Canadian and American airmail networks: Vancouver to Seattle; Winnipeg to
Figure 10
Fargo; and Montreal to New York. During 1941, several additional connections were established:
PAGE 382
Figure 9
Lockheed 18 Lodestar
AIRPOST JOURNAL
• January 3 - MONCTON, N.B. to BANGOR, MAINE. The service was
performed by Northeast Airlines, and was an extension of the U.S. Air
Mail Route from Boston to Bangor. The extension was considered to be
very important as a defense measure for the transmission of materials
from production centers in the U.S. to the Maritime Provinces of Canada.
Moncton was also a link to Shediac, which was used by trans-Atlantic
flying boats on Pan Am’s northern route in 1939 and was used again
from 1942 to 1945. This was the only new route for which both the Canadian and U.S. post offices provided illustrated cachets (Figures 7 and 8).
SEPTEMBER 2015
PAGE 383
• April 30 - TORONTO to NEW YORK. This was a direct service operated by Trans-Canada Airlines. Passenger service began with two return
trips daily on May 10 and was increased to three trips daily on June 16.
[6, page 215]
• June 12 - LETHBRIDGE, ALBERTA to GREAT FALLS, MONTANA.
Operated by Western Air Express, this connected the U.S. air mail route
from Seattle to New York with both the TCA route across Canada and
the TCA route from Lethbridge to Calgary and Edmonton. The latter
was a very significant strategic link, as it connected with the Northwest
Staging Route from Edmonton to Whitehorse, which in turn connected
with the airway to Fairbanks in Alaska. [4, page 45]
• June 24 - WINDSOR, ONTARIO linked to BUFFALO, NEW YORK
Lockheed 18 Lodestars. The Lodestar was an expanded version of the
Super Electra, could carry 14 passengers and had enhanced performance
(Figure 9).
After it began service to Halifax in April 1941, TCA came under
increasing pressure to extend service to Newfoundland, then a separate
country. The airline resisted repeated representations from the Newfoundland government and from the Royal Canadian Air Force. However, when there were suggestions that the Newfoundland government
would start negotiations with Northeast Airlines, which was already
operating from Boston via Bangor to Moncton, TCA relented. [2, page
146]
TCA service from Moncton to St. John’s, Newfoundland, via
Sydney, Nova Scotia, and Gander, Newfoundland, was inaugurated on
May 1, 1942 (Figure 10). Although this cover flew from Canada to Newfoundland and then to the United States, the basic airmail rate was six
cents within Canada or from Canada to Newfoundland or from Canada
to the U.S.A.
The cover was chosen to illustrate the rates, but I will also point
out that it is addressed to L.B. Gatchell, after whom the annual award for
Question
Central
Figure 11
The basic rate was increased on April 1, 1943, to seven cents for
airmail within Canada, to Newfoundland or to the U.S.A.
and DETROIT, MICHIGAN. Windsor was made a stop on American
Airlines’ U.S. Air Mail Route No. 7. Windsor was linked to Toronto the
previous summer by a TCA service via London that was inaugurated on
August 1. [4, page 256]
• July 15 - TORONTO - BUFFALO, N.Y. This was an American Airlines service over U.S. Air Mail Route No. 56. Buffalo was an American
Airlines hub with flights to Boston, New York and Chicago.
During 1941, the TCA fleet expanded with the addition of 15
PAGE 384
AIRPOST JOURNAL
the best Airpost Journal article is named.
Meanwhile, TCA was keen to extend its route in the west from
Vancouver to Victoria. Victoria was not included in TCA’s original route,
as in 1938 it only had a grass airfield unsuitable for TCA’s Super Electras.
From 1939 to 1941, passengers from TCA’s transcontinental route who
wanted to continue from Vancouver to Victoria had to change to a float
plane operated by Ginger Coote Airways. [2, page 160]
However, in 1936, the Department of National Defence began
planning a very large military airfield at Patricia Bay on Vancouver
Strength in Growth . . .
Recruit new AAMS members
SEPTEMBER 2015
PAGE 385
Island. Construction began in 1939 and in September 1940 Patricia Bay
became the official alternative airfield when Vancouver Airport was
closed due to fog. [7, pages 118, 128]
TCA now applied to extend its route to Victoria, but the application was strongly opposed by the newly formed Canadian Pacific Airlines, which had taken over several smaller airlines including Ginger
Coote Airways. The dispute eventually led to questions in the Canadian
Parliament and was resolved by allowing TCA a limited service between
Vancouver and Victoria; TCA was only permitted to carry passengers
and airmail from its transcontinental service. [2, page 160]
On June 7, 1943, TCA started its first
airmail flight from Victoria, British Columbia,
to St. John’s, Newfoundland (Figure 11). At
3,911 miles in length, this was “the longest air
service in North America!” [2, page 161.]
The major features of the cross-Canada airmail network were now established. The
next major changes occurred after the war, as
DC-3s were added to TCA’s fleet and new
routes to the U.S.A. were inaugurated in 1946.
References
[1] Figures 2 and 3 are from Section 4
of the website http://casmuseum.techno-science.ca/microsites/en/brushstrokes/index.php
[2] National Treasure - The History of Trans Canada Airlines by
Peter Pigott, (Harbour Publishing, 2001).
[3] Information about when cachets were produced can be found
in The Air Mails of Canada and Newfoundland, published by the AAMS. For
more information see:www.americanairmailsociety.org/html/publications.html
[4] History of Canadian Airports by T.M. McGrath, (Lugus Publications, 1992).
[5] Voyageurs of the Air by J.R.K. Main, (Government of Canada,
1967).
[6] 125 Years of Canadian Aeronautics: A Chronology 1840 - 1965 by
G.A. Fuller, J.A. Griffin, and K.M. Molson, (Canadian Aviation Historical
Volunteer! It’s good for everybody.
PAGE 386
AIRPOST JOURNAL
Society, 1983.)
[7] Wings Across the Water: Victoria’s Flying Heritage 1871 - 1971
by Elwood White and Peter L. Smith, (Harbour Publishing, 2005).
I want to acknowledge and thank Dick McIntosh and Neil
Hunter, with whom I have discussed many of these flights and covers.
Commemorative Covers Available?
I just finished the “American Aroundthe-World Flights” article in the July APJ,
which I enjoyed very much.
Coincidentally, the national news ran a
story about the battery-powered plane that is
attempting an around-the-world flight. It had
just landed in Hawaii.
Have any of our members heard if
they are carrying commemorative covers? I
have heard or seen nothing that would indicate they are.
Nominees for AAMS 2016-2017
Officers and Directors
Roger D. Tollerud
President
James W. Graue
Jim was an on-and-off AAMS member until 1989, when he
agreed to be editor of the Airpost Journal, a role he filled through
November 2006. He served as a director (1998-2005) and vice-president
(2006). In November 2008, he was returned to the AAMS Board as director and was elected AAMS president for two terms (2012-2015). An interruption in the “line of succession” has left him as sole candidate for an
This issue of the Airpost Journal should contain a ballot for the
2016-2017 election.
If your copy did not come with a yellow ballot, please
email vcanfieldp@gmail.com or call 509-924-4484
SEPTEMBER 2015
PAGE 387
unprecedented third term as AAMS president.
Jim is a specialist in German airmail:
German North Atlantic Catapult Airmail
Flights 1929-1935, DLH South Atlantic 19341939, Zeppelin South America Flights 19301937, and the Germany Airmail Issue 19341939. His exhibits have won numerous national grand awards, international Gold and Large
Gold awards, Aerophilately 2007 grand award
and Aerophilately 2014 reserve grand award.
He is philatelic and literature chief judge (45+
years).
Awards include APS Luff Award (philatelic research, 2012), AAMS George D. Kingdom Award (best aerophilatelic book of the prior year, 1995 and 2015),
AAMS Walter J. Conrath Award (outstanding service to AAMS, 1997),
AAMS President’s Award (2003), APS Writers Unit 30 Diane Bohret
Award for Airpost Journal (best philatelic periodical, 2005), FISA Gold
and Silver medals, and Distinguished Philatelist, Northwest Federation
of Stamp Clubs (1990).
Jim is a 50+ year and life member of
APS and a 50+ year member of Germany Philatelic Society (GPS president 2011-2014).
AAMS goals: Completion of American
Air Mail Catalogue, 7th Edition, and establishment of future production schedule. Schedule
and plan for next Aerophilately exhibition
(2021?).
Vice President
Samuel J. Pezzillo
I first began to collect airmail covers as an extension of my interest in various German efforts in Atlantic aviation, from Zeppelin flights
to catapult services. Eventually my focus shifted to Atlantic airmail in
general and specifically to the disruptions caused by World War II and
the emergence of the Italian line L.A.T.I. which provided service to South
America after the end of Lufthansa flights there. This field of transAtlantic aviation during World War II was the area I finally selected for
PAGE 388
AIRPOST JOURNAL
exhibiting from the 1980s through the early 2000s. Among my other collecting interests are Cinderellas and labels, especially those that highlight
aspects of flight.
Like many others I view with concern the diminishing and aging
membership in our and other collecting societies. As I view my own evolution as a collector, I see hope as a society we can attract members from
other collecting areas who see some overlapping relationship of their
current interests to those of airmail. Similarly, as youth collecting
becomes less common, we may want to focus on mid-life adults and
those nearing retirement or recently retired as a source for new members
by touting the intellectually stimulating challenge of the study of airmail
history. One approach to accomplishing this in a digital age is to have a
very content rich website. Putting on-line the early issues of the APJ is a
great start, but we also need articles and illustrations themselves that
might peak interest in someone who has stumbled onto the site through
an apparently unrelated search. Material might range from the visually
and verbally stimulating to such things as
“how do I begin, what should I collect” and
items like “what if I want to exhibit.” All material should project a sense of a very open, inviting and welcoming society. It is a sense of hospitality to all that should be evident not only
on the web site but wherever we happen to be
meeting. It is up to us to open the door to
them.
Secretary
William Fort III
Bill Fort is a lifelong stamp collector,
specializing in the stamps of the Americas. He is an avid collector of airmail postal history and has exhibited Pan American Airways airmail
since 1994. He also exhibits 4th Bureau postal history and Mexico revenues. He is currently focused on researching and exhibiting World War
II trans-Pacific airmail. Bill is an APS accredited philatelic judge.
AAMS Objectives:
Continue a strong publications program.
SEPTEMBER 2015
Treasurer
PAGE 389
Stephen Reinhard
The list of Steve Reinhard’s accomplishments in and services to
philately – and to AAMS and aerophilately in particular – is nothing
short of amazing, reflecting a dedication to our
hobby that may well be unmatched.
Looking first at AAMS, after completing a term as president (1988-1989), he took on
the task of treasurer and is now completing his
25th year in that critically important position,
a true and faithful watchdog over the current
and future financial welfare of the society.
Over these years he has received the George
W. Angers Memorial (service to aerophilately),
was elected to the Aerophilatelic Hall of Fame
in 2000 and this year was given Honorary Life
Membership in AAMS. This is a signal honor, rarely given; Steve is the
first recipient in this century.
Add to this all of the following (a partial listing due to space considerations):
• American Philatelic Society: President (2013-present), Board of Vice
Presidents (2010-2013), CANEJ chairman (2007-2013), philatelic judge /
chief judge (1989-present)
• FIP: President, Commission for Aerophilately (2004-2012), international judge (2004-present)
• FIAF: President, Commission for Aerophilately (2004-2007, 20102014)
• FISA: President (2007-2012)
• Council of Philatelists, U.S National Postal Museum (2013-present)
As an exhibitor, his “United States Pioneer Airmail 1910-1916”
earned three international Gold awards and four international Large
Ballots must be returned by
October 20, 2015. Please follow the
mailing instructions found at the
bottom of the ballot.
PAGE 390
AIRPOST JOURNAL
Gold Awards (1990-1996). The list goes on; he
is presently building a collection of Mexican
airmail.
Well known and highly respected
worldwide as an aerophilatelist dedicated to
the hobby as a whole, we are most fortunate to
have him in the service of AAMS.
Resume by Jim Graue
Director
David S. Ball
David S. Ball seeks reelection as AAMS Director at Large. He is a
member of the Royal Philatelic Society of London, the American Philatelic Society, American Society of Polar Philatelists, Society of Israel Philatelists, Space Unit and a Life Member of the American Air Mail Society.
In 2010 Ball published American Astrophilately: The First Fifty
Years. This APS Gold medal-winning reference
was hailed by the curator of the National
Postal Museum, Cheryl Ganz, as the “Best
book on Astrophilately ever written.” He has
written for The Astrophile, Quest and American
Philatelist. His article on military mail
appeared in the March issue of the Airpost
Journal. He penned the July featured article on
around-the-world flights.
He has earned several national gold
medals for his 10-frame exhibit, Americans in
Space. His polar exhibit, Of Ice and Men, and
aerophilately exhibit, Around the World in 26 Days, have also been well
received. Lindbergh Flies the Airmail: 1926-1931, a five-frame exhibit of
Please support the
Airpost Journal advertisers.
They’re supporting the AAMS!
SEPTEMBER 2015
PAGE 391
flown Lindbergh mail debuts at BALPEX this month.
Mr. Ball believes the strength of the society is the American Air
Mail Catalogue. He is currently working to bring a volume on polar
aerophilately to press. “We need to clean out the inventory and return to
a sane schedule of publishing. In the 21st century, AAMS will need to
partner with other societies by reaching out to collectors through the
website and social media.”
Director
David Edward Crotty, Ph.D
David Crotty is a retired research chemist who spent much of his
career working in the electroplating industry. He consults for that industry and is co-authoring a book on one type of electroplating. He also
teaches chemistry at a community college in Northern Kentucky.
He has been a stamp collector since he was introduced to the
hobby by his father. His major philatelic interests include postage meter
stamps, aerophilately and U.S., Canada and Palestine stamps. He has lectured on postage meter stamps and aerophilately at APS Summer Seminar and at local clubs. He has also written numerous articles on both subjects. His philatelic exhibits frequently are awarded gold.
He is the editor for the Meter Stamp Society Quarterly Bulletin and
The Philatelic Communicator, the journal for the APS Writer’s Unit 30.
Many of the CAM maps in the American Air Mail Catalogue Volume One, Seventh Edition, were prepared by him. Further AAMC editions with AM and CAM sections will also contain these maps, drawn
with close association with the section editor. He is in the process of resurrecting the FAM section of the catalog from the previous section editor
with this assistance of that editor’s family.
He is AAMS webmaster and assists the AAMS auctioneer in
Aerophilatelic Writers Needed.
No experience necessary.
(It’s just the job for YOU!)
Write an article today and send it to the editor:
PAGE 392
vcanfieldp@gmail.com
AIRPOST JOURNAL
AAMS Membership Report
preparing website space for the auctions and the monthly auction advertisement in the Airpost Journal. He is also the webmaster for the Meter
Stamp Society website.
He has been vice president and director-at-large for the AAMS
in recent terms and is running for director-at-large for this term.
Director
Steve Tucker
Steve is a retired prosecuting attorney now residing in Southern
Nevada. He is a a lifelong stamp collector with broad collecting interests.
His special affinity for aerophilately is reflected by his in-depth
studies of and exhibit on Pan American's Pacific Clippers. He would
respectfully ask for your vote to allow him the privilege of serving
another term as an AAMS director.
Director
Patrick A. Walters
Patrick A. Walters is a life member o the AAMS and the APS. He
is an accredited APS literature and philatelic judge. He has served the
AAMS as past vice president (two terms) and as a board member (several terms). His philatelic focus is on all things aerophilatelic as well as
exhibiting Postal History, thematics, traditional and postcards on a number of subjects.
Introduce a friend
to the wonderful world of
Aerophilately . . .
give a membership to the
American Air Mail Society!
SEPTEMBER 2015
PAGE 393
American
Air Mail Society
Dedicated to the research, study, documentation and
preservation of aerophilately worldwide through education,
study, research and services.
Organized in 1923, Incorporated in 1944 as a non-profit corporation of
the state of Ohio
IRS 501(c)(3) non-profit organization
APS affiliate #77
PRESIDENT: Jim Graue, 11911 East Connor Road, Valleyford WA 99036
(zepkat@gmail.com)
VICE PRESIDENT: David E. Crotty, Ph.D., PO Box 16115, Ludlow KY
41016-0115 (decrotty@yahoo.com )
SECRETARY: Dr. Robert Dille, 335 Merkle Drive, Norman OK 730696429 (jrobtdille@aol.com)
American Air Mail Society
Membership and Subscriptions
Annual membership dues for new members, which includes a subscription to the Airpost Journal is $30 domestic, $40 Canada, $50 Mexico and
$60 worldwide.
All foreign dues include first-class airmail shipment.
Publication
Monthly Official Publication: Airpost Journal
Editor and Advertising: Vickie Canfield Peters, 11911 E. Connor Road,
Valleyford WA 99036
(vcanfieldp@gmail.com)
Publications Committee
Chairman: Jim Graue, 11911 East Connor Road, Valleyford WA 99036
(zepkat@gmail.com)
Member Services
TREASURER: Stephen Reinhard, P.O. Box 110, Mineola NY 11501
(sreinhard1@optonline.net)
Auction Manager: Don Lussky, 1332 N. Webster St., Naperville IL 60563
DIRECTORS AT LARGE:
Kent Kobersteen
David Ball
Merchandise Sales Manager: J.L. Johnson, Jr., 248 Shore Ave., Eastern
Point, Groton CT 06340 (fam14@tvcconnect.net)
IMMEDIATE PAST PRESIDENT: Mark Banchik, P.O. Box 2125, Great
Neck NY 11022 (mebanchik@aol.com)
Steve Tucker
Pat Walters
ADVISORY EXECUTIVE BOARD (Past Presidents):
Cheryl Ganz
Jonathan L. Johnson, Jr.
Stephen Reinhard
A.D. Jones
Kendall C. Sanford
Allen Klein
Derrick Pillage
Greg Schmidt
Mark Banchik
Samuel J. Pezzillo
Andrew McFarlane
LEGAL COUNSEL:
Robert J. Horn, Jackson Lewis LLP, 10701 Parkridge Blvd., Suite
300, Reston VA 20191 (Robert.Horn@jacksonlewis.com)
Application for Membership
Applicant to provide two references, philatelic preferred.
PAGE 394
AIRPOST JOURNAL
Publications Sales Manager: Greg Schmidt, 1978 Fox Burrow Court,
Neenah WI 54956 (gschmidt7@new.rr.com)
Historian: Len Lukens. 4601 South Pacific Highway, #2, Phoenix OR
97535
Membership Secretary: Judi Washington, 7 First St., Westfield NY 14787
(j.washington65@gmail.com)
Webmaster: David Crotty (webmaster@AmericanAirMailSociety.org)
Convention Coordinator: Ken Sanford, 613 Championship Drive, Oxford
CT 06478-3128 (kaerophil@gmail.com)
SEPTEMBER 2015
Advance Bulletin Service
PAGE 395
APJ ADS
All members, including Life Members, are entitled to two free 25-word
“Wanted and Exchange” or “For
Sale” notices per year in the APJ Ads
section of the Journal.
RATES
TWENTY CENTS PER WORD.
Minimum $5 per insertion.
Remittance must accompany order
and copy. The Airpost Journal, 11911
E. Connor Road, Valleyford WA
99036. Ads can also be emailed to
vcanfieldp@gmail.com.
Ads must be received by first
of the month preceding publication
date.
FOR SALE
GRAND AWARD 16¢ Air Mail Special Delivery (CE1/771/CE2) 160-
AAMS EXCHANGE DEPARTMENT
BUY — SELL — WANT LIST
page exhibit with huge collection of
+1,000 stamp pieces, +900 covers
and +190 collateral items. hryokota@hotmail.com
10/15
***
LOOKING to sell? To trade? Want
to add something special to your collection? Use the APJ classifieds.
AAMS members get two free classifieds a year. Send yours to the editor
at the address above or submit via
email. You never know who’s looking at the ads right now!
***
WANTED and EXCHANGE
AIRMAIL covers from Germany to
South America, dispatch postmarked
August 25 - December 31, 1939.
Send scan and asking price to:
zepkat@gmail.com
10/15
The Airpost Journal is
YOUR magazine.
We welcome letters to the editor, book reviews,
announcements of aerophilatelic events and articles . . .
lots of articles.
We have a byline waiting for you!
PAGE 396
AIRPOST JOURNAL