The Bicentennial Bridge

by Erin Doane, Senior Curator

If someone asked you where the Bicentennial Bridge in Elmira is, could you tell them? Until a short time ago, I couldn’t have. My recent research into how we celebrated the 200^th birthday of the United States 50 years ago led me to this information. On July 17, 1976, the new bridge spanning the Chemung River at Main Street was dedicated. While it was not officially part of the County’s festivities for the momentous year, the bridge was dubbed the Bicentennial Bridge.

The first Main Street bridge was chartered in 1853. The original bridge was replaced in 1873 after suffering from flood and fire damage in the 1860s. Just under 50 years later, in 1921, it was replaced once again. By the early 1960s, the bridge was again showing signs of age. The sidewalks were repaired in 1963 as they were crumbling in several spots and dangerous holes had developed. Deterioration continued into 1968 when major repairs were recommended by a private engineering firm. Some repairs were made and a 5-ton limit on vehicles was put into place.

Main Street bridge, mid-20^th century

The Flood of 1972 further damaged the 51-year-old bridge. The Army Corps of Engineers discovered weaknesses in the southern span of the bridge at that time and repairs were made to shore it up. The bridge reopened but was limited to two lanes of traffic.

View under the Main Street Bridge following the 1972 flood

Despite the repairs, in December 1974, city officials closed the Main Street Bridge as it was deemed unsafe for public use.  The piers on the south end of the bridge appeared in good condition but an inspection crew found serious damage under the floor of the bridge. The concrete had crumbled away allowing the steel supports to rust.

Early the next year, plans were in place to construct an entirely new bridge. Phase one of the project was the demolition of the existing bridge. On October 14, 1975, Dawn Webb, wife of the Elmira building superintendent, got to press the button that blew up the first of four spans of the bridge. Unfortunately, no announcement had been made that the demolition was going to take place, and the city police received over 30 concerned phone calls. No warning had been given to local residents because officials were worried that people would gather to see the demolition and possibly get injured. That was a reasonable concern. Even without official notice, people came out onto nearby rooftops to watch. Some reported bits of rubble falling near them from the explosion. Fortunately, no one was hurt.

Concept drawing of the new Main Street bridge, May 8, 1975

City officials promised that the new bridge would be open by Thanksgiving 1976. Through tremendous efforts put forth by contractors and workers at all stages of construction, the bridge opened four months early on July 17, 1976. The entire $3.5 million project was completed within 19 months from initial planning and design through the completion of construction. The new bridge was ceremoniously dubbed the Bicentennial Bridge and Mayor John M. Kennedy Jr. called it an “avenue of unity joining the citizens of Elmira.”

The Bicentennial Bridge right after its opening on, July 17, 1976

The first people over the bridge represented modes of transportation from the city’s past. Teenagers Cindy Dixon of Elmira and Pamela Collins of Wellsburg crossed the bridge from the Southside to the Northside astride Pamela’s horse Lady Shamrock. Daniel J. Bednarek of Elmira and his brother Brian crossed from the Northside to the Southside inside a 1940 Nash.

The Nash and Lady Shamrock passing each other on the Bicentennial Bridge, July 17, 1976

The opening of the Bicentennial Bridge was a momentous event in a celebratory year. Local businesses used the bridge in their advertisements as a location that people readily recognized. Central Radio, for example, was “just over the Bicentennial Bridge.” But the name didn’t stick. After 1980, the “Bicentennial Bridge” no longer appeared in the local newspaper. Everyone seemed to have gone back to simply calling it the Main Street bridge. 50 years later, it’s not surprising if you’re not familiar with Elmira’s Bicentennial Bridge.

 

C.H. Wheadon & Son

by Erin Doane, Senior Curator

An April 27, 1893 article in the Elmira Star-Gazette describes the embarrassing business troubles of Henry G. Wheadon, owner of C.H. Wheadon & Son. The shameful news was that Henry had filed not one but two chattel mortgages in the county clerk’s office. It was with “sincere regret and surprise” that Elmirans learned this humiliating news, according to the reporter. As a modern reader, I didn’t understand how taking out a mortgage was newsworthy or brought such public shame. So, I went looking for historical context.

C.H. Wheadon & Son label inside travel trunk, c. 1878

I first became interested in C.H. Wheadon & Son earlier this year when the museum received the donation of a lovely travel trunk from around 1878. Inside the trunk was a label showing that it was originally purchased from C.H. Wheadon & Son at 206 East Water Street in Elmira.

Trunk sold by C.H. Wheadon & Son, closed and open

Charles H. Wheadon, the company’s founder, was born in Hebron, New York in 1812. Charles married Cordelia Short and they had six children together, four of whom survived into adulthood – Frances, Mary, Charles F., and Henry. After years as a successful businessman in Homer, New York, Charles and his family came to Elmira in 1874. Two years later, he opened a new harness shop on Water Street across the street from the Rathbun House.

C.H. Wheadon & Son dvertisement, The Wellsboro Agitator, May 8, 1877

C.H. Wheadon & Son originally manufactured and sold coaches and harnesses. They sold road, track, and farm harnesses, sporting and tack goods, ladies and gentlemen’s riding saddles, trunks, traveling bags, and valises. The business became so successful that it expanded into the storefront next door and occupied 204-206 East Water Street.

C.H. Wheadon & Son advertisement listing all the types of bells available at the store – “All the latest styles. Largest line in the city”
Originally published in the Evening Star, December 1, 1888; reprinted by the Star-Gazette, May 24, 1953

Henry G. Wheadon was the younger of Charles H.’s sons and was the “son” in his father’s company. Henry’s older brother, Charles F., was already in business for himself when Charles H. opened his store on Water Street. He came to Elmira two years before the rest of the family to work for the Richardson Shoe Company. He started his own wholesale produce business before eventually partnering with Robert W. Barton in Barton & Wheadon, wholesale grocers and tea merchants.

Advertising calendar from Barton & Wheadon, 1908

By 1893, Charles H. had gone into retirement and Henry owned and operated C.H. Wheadon & Son. It was under his management that the business foundered. Henry was forced to give his father a chattel mortgage for the sum of $7,700 that covered all goods, wares, and merchandise in the store, including harnesses, leather goods, trunks, satchels, and handbags. He also gave a second chattel mortgage for the sum of $255 to L.M. Baldwin of Montrose, Pennsylvania covering one carriage and one set of coupe harness. A chattel mortgage is a loan secured by moveable personal property rather than real property. This type of mortgage was seen as a sign of poor financial management and was considered an act of desperation. Henry needed the money to pay off creditors in New York and Philadelphia. Many at the time thought it was a character flaw to be so far in debt and Henry certainly would have been looked down upon and pitied for it.  

Henry blamed this great business embarrassment on competition in his trade. C.H. Wheadon & Son sold goods at retail prices but there were jobbers (wholesale dealers) who sold the same things for less. He also lamented his general bad luck in the business. The G.E.S.S. medical company that occupied rooms above C.H. Wheadon & Son reportedly had seven fires in one year. Each time, the store below suffered water damage. The building’s basement had also flooded several times, damaging merchandise. 

Larger, national economic issues were also at play. The Panic of 1893, one of the most severe economic depressions in the U.S. to that time, began in February. The panic was caused by complex, nationwide issues but here’s a very brief, sweeping explanation: Overbuilding and speculation led to financial collapse of major industries including railroads and banks. The stock market crashed, leading to panic and a credit crisis. This all resulted in mass unemployment (up to 20% in some places), farm foreclosures, and more than 15,000 businesses going bankrupt. The failure of C.H. Wheadon & Son was most likely due to Henry’s poor business decisions but by the time he filed the chattel mortgages, the national economy was on the verge of collapse. 

Henry told the reporter that he planned to accept a position as a travelling salesman, something he had done before joining his father’s business. A week later, in early May 1893, the newspaper reported that Henry had left town. I don’t know if he ever came back to Elmira. On August 16, 1903, the Star-Gazette reported that word had been received that Henry G. Wheadon had died in Los Angeles, California at the age of 44. While the report stated that his remains would be taken to Homer, New York for burial with his family, he was actually interred in Evergreen Cemetery in Los Angeles. 

After Henry left town in 1893, his father announced that he would be coming out of retirement to reopen the harness and trunk shop and resume business. This does not appear to have happened. Charles H. Wheadon, one of Elmira’s oldest citizens at nearly 81 years old, passed away on August 24, 1893 after a protracted illness.

Green (Book) Means Go

 By Rachel Dworkin, Archivist

 

For Black motorists in the mid-20^th century, hitting the road could be a dangerous proposition. Travelers frequently had their cars vandalized and could find themselves attacked by whites or arrested arbitrarily by the police. Throughout the Jim Crow south, Blacks were frequently denied service at hotels, restaurants, gas stations, and other public accommodations. It happened in the north too. Since 1873, New York has had laws against discrimination in public accommodations, but that didn’t stop some New York hotel and restaurant owners from refusing to serve Black customers.

Enter The Negro Motorists Green Book. Created by Victor Hugo Green, a Black postal worker from New York City, the book provided Black motorists with a list of places across the nation where they knew they would be given service. The lists included hotels, tourist homes, restaurants, night clubs, gas/service stations, beauty salons, and barber shops. An updated version was published yearly from 1936 to 1966. Travelers were encouraged to write in the names, addresses, and kind of business of friendly places they knew about to keep the lists fresh.

The Negro Motorists Green Book not only helped to protect Black motorists in their travels, it helped to promote Black businesses. Black women benefited especially considering that most tourist homes and beauty salons were women-owned. Getting listed was free, but businesses could pay to have their listing displayed in bold or with a star to denote that they were “recommended.” Esso Standard Oil Company, as a major sponsor of the Green Book, became the gas station of choice for Black motorists. A number of Black Essos station owners were featured in the various articles included in each book. Other articles profiled popular black tourist destinations like Idlewild, Michigan; Oak Bluffs, Massachusetts; and Belmar, New Jersey.

While each addition of The Negro Motorists Green Book devoted pages to accommodations in New York City, accommodations for Black motorists upstate were few and far between. Mrs. J.A. Wilson’s tourist home (bed and breakfast) at 307 East Clinton Street in Elmira was first listed in 1940.  Like many of the businesses listed in the Green Book, Mrs. Wilson’s tourist home was a Black-owned business. Almaria M. Wilson began operating her home as a boarding house in 1925 to supplement her husband John’s income. She continued to operate it until 1942. Outside of her work, Wilson was an active member of the Douglass Memorial A.M.E. Zion Church and the Topaz Reading Circle.

Green Book, 1940. Courtesy of New York Public Library

Later editions of the Green Book featured the Elmira landmark Greet Pastures, located at 670 Dickinson Street. The book listed it as a tourist home, but it was so much more. Opened in 1932 by Beatrice Johnson, her husband Richard, and her brother Edward Hodges, Green Pastures was a restaurant, bar, and night club which happened to offer lodgings, especially to the traveling musicians who played there. Green Pastures was a happening place. As the only Black-owned night club in the Twin Tiers, it was considered an important stop of the Chitlin' Circuit and hosted jazz and blues bands from all over the country. Green Pasture’s kitchen was known for its soul food, especially their fried chicken, ribs, biscuits, and collard greens. In 1972, the original building was demolished and the club moved to a new location at 723 Madison Avenue. It closed in 2011. 

Green Book, 1955. Courtesy of the New York Public Library

 

By the 1960s, the once popular Green Book was becoming obsolete. Even before the passage of the federal Civil Rights Act of 1964, the work of activists was lessoning the impact of racial discrimination in public accommodation. The rise of the interstate system in the late 1950s was driving back-road Black-owned hotels out of business. By 1963, the editors of the Green Book were struggling to justify its existence. The final edition was issued in 1966 under the new name Travelers' Green Book: 1966–67 International Edition: For Vacation Without Aggravation. No longer focused on Black travelers, the last edition featured a white woman on the cover. Green Pastures of Elmira was still listed though.

 

Green Book, 1966. Courtesy of the New York Public Library

Honk If You Love Bumper Stickers

By Rachel Dworkin, Archivist

 

It’s election season and political bumper stickers are out in force. They’re taking over my office too. We were recently donated 20+ bumper stickers for local, state, and federal elections from the 1960s through the 2000s. Kennedy for President! No, vote Bob Dole! Either way, there’s nothing quite like advertising your politics on your vehicle.

 

Bumper sticker from our recent donation

Americans have been using their vehicles to display signs and other advertisements for longer than those vehicles have been cars. Business would hang ads off the back of their wagons. When cars first came along, they didn’t even have bumpers! The first car to have bumpers was the 1927 Ford Model A. During the 1930s and 40s, car owners experimented with hanging wooden, metal, or cardboard signs with wires and twine off of their back bumpers, much as they had with wagons.

The bumper sticker as we know it today developed shortly after World War II thanks to the confluence of several new innovations. In 1935, Ray Stanton Avery invented the first pressure-sensitive self-adhesive labels, a.k.a., stickers. During the early 1940s, Bob and Joseph Switzer, owners of Day-Glo Color Corp. began working on daylight fluorescent pigments for use in signage and high-visibility safety gear. It all came together in 1946 when Forrest P. Gill, a screen printer in Kansas City, Missouri, combined Avery’s stickers with the Switzer brothers’ fluorescent paint to create the first bumper sticker, then called a bumper strip.

The first group to latch on to the new “bumper strips” was the tourism industry. Hotels and tourist sites would print bumper stickers with their logos and stick them to their guests’ cars. While a lot of car owners wouldn’t be cool with that today, it was a great way to make sure that folks all over the country knew their name. These early stickers were primarily printed on paper which tended to wear off pretty quickly. By the 1950s, most bumper sticker manufacturers were printing on vinyl, which was way more durable.

The first political bumper stickers were used by Dwight D. Eisenhower in his 1952 campaign against Adlai Stevenson. Cars throughout the country featuring his iconic “I Like Ike” helped drive him all the way to the White House. From then on, bumper stickers became a mainstay of American political campaigns. While today there are bumper stickers advertising everything from babies on board to religious affiliations, political advertising is the most prominent use of the medium. 

More of our new bumper stickers

 Growing up, my family never used political bumper stickers because my mother was a Federal employee and they are strongly discouraged against advertising their political affiliations. In 1964, authorities at the Elmira Reformatory barred the display of political bumper stickers in the prison parking lot. At the time, William Ciuros Jr., a Reformatory guard, was running for state senate on the Democratic ticket and many of his fellow guards supported him. The New York State Department of Corrections threatened to bring disciplinary action against any employee who parked a vehicle sporting a sticker for Ciuros or anyone else on State property. 

Car in Reformatory parking lot from Elmira Star-Gazette, July 10, 1964

 Whatever your political affiliation and however you choose to display it, your vote counts! Make sure you vote this election!  

Operation Elmira

By Rachel Dworkin, archivist

On D-Day, June 6, 1944, just as the sun was setting, two waves of Douglas C-47s towing Horsa and Waco CG-4A gliders flew east over Utah Beach in Normandy, France. They were headed for Ste-Mére-Eglise, just a few miles in from the coast. Loaded aboard the 176 gliders were 1,190 troops, 59 vehicles, 25 anti-tank guns, and 131 tons of ammunition. It was Operation Elmira and they were flying into trouble.

The first glider combat operation was carried out by the Germans on May 10, 1940 when they used them to land troops inside Fort Eben-Emael, Belgium, allowing them to take what was supposed to be an impenetrable fortress. The United States Army Air Corps began its own glider program in February 1941 in response. In May 1941, army glider pilots began training at Harris Hill in Elmira, New York, on the east coast, and Twenty-Nine Palms, California, on the west. These early trainees were trained on commercial sailplanes, including the Schweizer SGS 2-8, manufactured here in Elmira. After the attack on Pearl Harbor and America’s entry into the war in December 1941, the Air Corps began training its glider pilots in earnest. American forces first used gliders during the Sicily campaign of 1943 and again in Burma in 1944. 

 

Gliders proved a valuable tool during the invasion of Normandy in June 1944. Operation Elmira was the third and final mission flown by the 82^nd Airborne Division on D-Day. The goal of Operation Elmira was to bring in reinforcements and equipment to paratroopers who had parachuted in earlier in the day. The mission consisted 36 Waco CG-4A gliders and 140 Horsa gliders towed by 176 Douglas C-47 airplanes. They left England around 6:30 pm and arrived in France in two waves. The first wave arrived around 9pm while the second arrived two hours later around 11pm. 

Horsa glider being pulled by a tow plane on its way to Normandy, June 6, 1944

 Things went wrong fast. The original plan called for the gliders to land at two different zones, LZ W and LZ O, but troops on the ground were unable to secure LZ W. Ground forces attempted to communicate with the in-coming pilots to warn them to divert all gliders to LZ O, but the message never went through. Instead, the C-47’s and their gliders flew into a barrage of German ground fire as soon as they began their approaches over LZ W. Of the 176 airplanes, 92 were damaged and five are shot down. Eight of the pilots were injured and one was killed. Things were even worse for the gilder pilots.

The gliders came down hard. One pilot, Ben Ward, touched down in a field only to realize that his break line had been shot out and they were headed for a pair of trees at 90 miles per hour. Their Horsa glider slid between the trees, sheering off the sides of the fuselage and killing one of their passengers. All told, most of the gliders were destroyed upon landing. Ten of their pilots were killed on impact with 29 injured and 7 missing in action. Of the 1,190 troops they carried, 157 were killed or injured. 

Horsa glider with rear open for loading

 The glider crews and passengers were still in danger even after they landed, considering many of them had landed behind enemy lines. Glider pilot Clifford Fearn had barely unbuckled his safety harness when his glider was overrun by Germans and they were all taken prisoner. He was freed a few hours later by advancing American troops. Another pilot, Rollin B. Fowler, found himself in a similar situation but managed to free himself with a grenade he had stuffed down his pants.

Despite the initial issues with the landing zones and resulting casualties, Operation Elmira was largely considered a success. Most of their cargo was delivered undamaged, as were the reinforcements. Seeing the first wave arrived in daylight hours helped boost American morale, even as it demoralized the Germans. Gliders continued to be used throughout the war, including on the very next day. Despite how useful they had been in delivering men and supplies, the sun soon set on combat gliders. They were never used again after World War II. Instead, they were replaced in their role by helicopters which had the advantage of being able to fly in and out under their own steam.  

 

***

If you’re interested in learning more about Operation Elmira, the Chemung County Historical Society has a collection of first-person accounts of men who participated as compiled by researcher Adelbert Sahlberg in 1998.

Fly the Friendly Skies? The First African American Stewardess

 By Susan Zehnder, Education Director

Do you remember Mohawk Airlines? The “Route of the Air Chiefs” airline carried passengers all around New York State. 

It was one of the first feeder airlines to take advantage of the 1944 Civil Aeronautics Board’s (CAB) push to increase access to regions previously not served. A decade later, Mohawk Airlines increased another kind of access, by hiring the nation’s first woman of color as a stewardess.

Mohawk airlines was the renamed Robinson Airlines operating out of Ithaca, NY. Inventor Cecil S. Robinson started it as a side business to his aerial surveying company, though it wasn’t always profitable. The CAB push meant the government was willing to subsidize new routes, and Robinson sold operations to Robert Peach, one of his pilots and a Cornell University law student. Peach had learned to fly as a pilot during World War II. By 1948, Mohawk Airlines was certified as a regional carrier and flying routes throughout the region, including in and out of Elmira/Corning. In less than a decade, the company outgrew their Ithaca facilities and moved their headquarters to Utica. The growth in aviation encouraged competition among the airlines, and they actively looked for innovative approaches to appeal to passengers. Social norms were changing. In 1956, the carrier publicly expressed an interest in hiring flight attendants of color, and one year later, Mohawk hired twenty-five-year-old Ruth Carol Taylor.

 

Taylor had lived in upstate New York, graduated from college, and was a practicing nurse. She was born in Massachusetts, the eldest of two daughters of Ruth Irene Powell, a registered nurse, and William Edison Taylor, a barber. The family lived in New York City for a short while, then moved to Trumansburg, so that her father could run a farm. She attended Trumansburg Central High School, and then enrolled at Elmira College.

In 1951, her father died and her mother moved back to New York City. Taylor then transferred to Bellevue School of Nursing in NYC. She graduated and practiced nursing for three years before applying to be a flight attendant. At that time, airlines hired nurses to reassure the flying public, so that was a good fit. However, no airline had hired anyone of color. Taylor, interested in flying, applied to Trans World Airlines (TWA) and was interviewed three times, but was not selected. Determined, she filed a complaint with the New York State Commission on Discrimination. About that same time, Peach, perhaps realizing that things needed to change, instructed his company to look for good candidates. Almost 800 women of color applied and were interviewed to be a Mohawk hostess. The company only hired one, Ruth Carol Taylor. Her first flight was February 11, 1958, and generated so much publicity that TWA quickly hired Margaret Grant and declared her as their first African American flight attendant.

Six months after her first flight, Taylor hit another discriminatory wall and was let go for violating the rule that all stewardesses must be single. She had married her fiancé, Rex Legall. The couple moved to the British West Indies and then to London. They divorced and Taylor moved to Barbados. In Barbados she created the country’s first professional nursing journal. In 1977, she returned to NYC bringing her son and daughter with her.

Ruth Carol Taylor was an activist all her life, fighting for racial equality. She participated in the Civil Rights Movement, co-founded the Institute for InterRacial Harmony, and after her son was mugged, wrote The Little Black Book: Black Male Survival in America or Staying Alive and Well in an Institutionally Racist Society.

 

Being the first of anything isn’t always easy, but seeing Taylor in her uniform certainly encouraged other young women to consider the profession. When interviewed for an article in JET magazine, Taylor shared that she “…didn’t take the job because she thought being a flight attendant would be so great...I knew better than to think it was all that glamourous. But it irked me that people were not allowing people of color to apply…Anything like that sets my teeth to grinding.”

 

An activist to the end, Taylor was 92 when she died in May 2023.

 

Stand up for Safety: Aviator Leon "Windy" Smith

 by Susan Zehnder, Education Director

    “It is mighty easy Mr. Praeger for you to sit in your swivel chair in Washington and tell the flyers when they can fly…”

Windy Smith in the cockpit

When Leon D. Smith sent this message, it ended up getting him fired from his job and blacklisted from the post office air service. It also set off the first ever pilots’ strike.

Born in Millerton, PA, in 1889, Leon D. Smith was the youngest son of Dr. Frank W. Smith and Mary Anne Miller Smith. His father was a dentist who opened a practice in Elmira at 328 East Water Street. Leon Smith had been called “Windy” since he was a child, because he talked a lot. In school, he was known as an athlete and excelled in football. 

His two older brothers went into farming, but Windy was looking for something different. It wasn't until he met and became friends with aviation pioneer Glenn Curtiss in nearby Hammondsport, that he discovered his lifelong passion for flying. In 1913, Smith graduated from the Curtiss Aviation School, and immediately became a flight instructor. He was 24 years old. The country had a growing need for more pilots. Less than one year later, World War I broke out, and the demand for skilled pilots increased even more.

Teaching flying in Alabama

Flying was new and people were looking for what aviation could offer including moving the mail farther and faster. The first mail flights were in 1911, but regular service didn’t begin until May 15, 1918. The first issued airmail stamp cost 24 cents. The early routes used government-operated planes, and pilots logged valuable long-distance flying time and aerial navigation experience. Establishing regular service meant the mail could be more reliable. The first flight of scheduled service consisted of six U.S. Army “Jenny” biplanes, piloted by military officers. President Woodrow Wilson and U.S. Postmaster General Albert S. Burleson were two of the dignitaries that attended to witness their take-off. Each of the six planes carried over a hundred pounds of mail from Washington, D.C., to Belmont Park, New York City. The flight was 218 miles, necessitating a brief stopover in Philadelphia. Of these six planes, one didn’t make it. The pilot became disoriented soon after take-off, and he needed to return to earth. Upon landing, the plane was badly damaged, so his payload of mail was loaded on a truck and driven back to Washington.

After four months, the Aerial Mail Service of the U.S. Post Office Department was established and took over mail delivery. Now, the department had a fleet of purpose-built biplanes staffed by a crew of civilian pilots. In December 1918, 28-year-old Leon D. “Windy” Smith was hired as one of those pilots.

Six months later, on June 22, 1919, the weather turned to heavy fog and the pilots complained to each other. Smith took it farther and wrote directly to Second Assistant Postmaster General Otto Praeger with his objections. He pointed out that only a week earlier, Charles Lamborn, whom he called one of the best flyers in the United States, had lost his life while attempting to deliver the mail.

Praeger immediately fired pilots Smith and E. Hamilton Lee for refusing to fly. This motivated all the pilots to go on strike and for weeks, airmail service stopped completely. When it was over, all pilots, except Smith, were rehired. Praeger held fast to his grudge against Smith.

Praeger had been appointed to his position by Postmaster General Burleson, his one qualification being that he was Burleson’s fishing and hunting buddy. Praeger was ambitious but lacked experience and understanding of the new kind of transportation. Between 1918 and 1926, thirty-five pilots lost their lives in service to the U.S. Postal Service. Being denied his job with the Post Office didn’t stop Smith from flying. 

Posing with his stunt woman

He went back to teaching pilots to fly, and he started “Windy Smith’s Air Circus,” an aerial acrobatics and stunt business. One of those daring stunts was covered in another one of our blogs titled FallingWomen: Elmira’s Lady Parachutists.

Leon D. “Windy” Smith, always known as a safe pilot, died in 1960 at the age of 70. He is buried in Woodlawn Cemetery.