Lt. Colonel Charles E. "Chuck" Dryden

1913-1973 Deceased 

   Ralph Kiker was born July 14, 1913 in Americus, Georgia. He learned to fly from Andy McILwrath in 1935 and took over the Americus Municipal Airport in 1938 when Andy went to work for TWA.

    He was recruited by the Army Air Corps as a civilian pilot in December 1937. He was sought after for his great aviation skills that he acquired at the Americus Municipal Airport. He then became a flight instructor at the airport in 1939. In 1940, he was chosen as CAA Flight Instructor at Georgia South Western College in Americus. The USAAF recruited Ralph as a flight instructor at the Army Air Corps Base Souther Field. Souther Field was used a training facility for England for both British and American pilots. Kiker continued to work at the Americus Municipal airport during this time.  From 1941 to 1944 He worked for Graham Aviation assigned to Army Air Corps 56th Flight Detachment Group Commander at Souther Field. He instructed hundreds of cadets to fly including R.A.F. cadets. Frank Cardamone remembered Ralph Kiker as one of the greatest pilots ever. During the years of 1945 through 1948, He worked to get the trade school Aircraft Mechanic course (for what is now South Georgia Tech) established while he also laid the groundwork for what is now the current airport. He also acted as an airplane sales broker-selling surplus – PT13’s and Gliders from surplus. He played a major role in working with the airport commission to get the runways paved between 1957 and 1961.  In 1961, The Grand opening was held for the Americus Airport complete with state of the art lighted taxiways and runways that were extended to be able to accommodate larger planes that used radio navigation equipment. The runways were paved and modernized into the pattern you see today which Ralph Kiker, laid the roots for so many of those improvements.

    He also took one of the abandoned air corps buildings and used it as a hangar and gunsmith shop. He was renowned to be an exceptional gunsmith that could fix anything. He always had a gunsmith shop next to the hangar, sometimes using it to dope airplane wings. The Hangar later became the present location of the current airport. In 1945 the hangar from the old Americus Municipal Airport was moved from it’s location on Lee Street to the current location at Souther Field. The airport modified the hangar and renamed it after Ralph in 1986.

    Kiker worked every day of his life at the Americus Municipal Airport except the occasional Christmas day.  Although, it wasn’t really work for him, as he loved every second of flying and being a part of the airport. His wife was quoted in 1990 as saying, ” It was the airport/flying, the dogs/horses, the guns, and then me, that’s just the way it was.“

    Ralph Kiker died of a heart attack on April 27, 1973. He was 59 years old. He was a one of a kind personality and his grandson is quoted as saying, “ Trying to define Ralph’s spirit in aviation is almost impossible to capture on paper.”





Perry M. Smith is a teacher, speaker, TV and radio commentator and best-selling author. Hundred of millions of television viewers world-wide came to know him during the 1991 Persian Gulf War for his more than 100 appearances as a military analyst for the Cable News Network, the McNeil-Lehrer News Hour and NBC news.

A retired major general, Smith served for 30 years in the U. S. Air Force. During his career he had a number of leadership experiences, including command of the F-15 fighter wing at Bitburg, Germany where he provided leadership to 4000 personnel. Later, he served as the top Air Force planner and as the commandant of the National War College. Smith’s total number of flying hours as a pilot (mostly in fighter aircraft: F-84, F-100, F-4 and F-15). is 3400  He flew 180 combat missions in the F-4D aircraft over North Vietnam and Laos during the Vietnam War. He was a member of the following fighter squadrons, 10th, 615th, 612th, 555th and the following fighter wings. 50th, 401st, 432nd and 36th. . Smith is the recipient of two distinguished flying crosses, ten air medals and the bronze star. Other awards include the distinguished service medal, defense distinguished service medal and two legions of merit.

Born  into a military family at West Point in 1934, Smith travelled extensively as an “Army brat”. ON 7 December, 1941, he was on the way to Sunday School in the back on an Army truck. At 7:50 AM that fateful morning, the truck was stopped as it approached the main gate of an Army post near Honolulu. Six year old Perry McCoy Smith Jr. witnessed the attack on Pearl Harbor as the truck raced around Honolulu returning the children to their homes. 
A graduate of the U. S. Military Academy at West Point, he later earned his Ph.D. in International Relations from Columbia University. His dissertation earned the Helen Dwight Reid award from the American Political Science Association. At West Point, he played on the varsity lacrosse team—earning All American honors (second team) his senior year. 

Smith has made presentations on leadership, strategic planning or ethics for Harvard's Kennedy School, The Chautauqua Institution, The Commonwealth Club of San Francisco, Texas Instruments, Intel, the WK Kellogg Foundation, Microsoft, Augusta University, and the Goizueta Business School at Emory University. He has conducted workshops on executive leadership for the governors of three states, and the mayor of Detroit. Smith gives keynote addresses at conventions and conferences. Since 1992, he has been an enrichment lecturer and celebrity speaker on Crystal Cruises.  Smith’s published books include Rules and Tools for Leaders, Assignment Pentagon, and Courage, Compassion, Marine: The Unique Story of Jimmie Dyess. The latter book is a biography of the only person to have earned America's two highest awards for heroism, the Medal of Honor and the Carnegie Medal. In 2015, Smith produced a 60 minute video, Twice a Hero: The Jimmie Dyess Story. 

In 2016, he produced at 55 minute DVD, When Duty Calls: The Life and Legacy of Don Holleder. Holleder, an All American football player at West Point, was killed in combat in 1967. He was the recipient of the Soldiers Medal and the Distinguished Service Cross. Smith was Holleder’ roommate at West Point and served as best man in Holleder’s wedding. With more than 350,000 copies in print, Rules and Tools for Leaders is his most popular book. A practical guide for leaders, this book contains hundreds of rules of thumb and includes 25 checklists on how to hire, fire, plan, deal with the media, give compliments, run meetings, make decisions, provide counseling, check organizational ethics, transition into a new job, manage the electronic workspace, etc. After he was interviewed on the Today Show, this book reached #2 on the amazon.com bestseller list. The 4th edition was published in August, 2013. Army brigadier general Jeff Foley is the co-author of the newest edition. Assignment Pentagon, the only substantive guide on how to operate in the Pentagon, is also in its 4th edition.Smith’s seven-year relationship with CNN ended on June 14, 1998, when he resigned over an issue of integrity (CNN's egregious special accusing the U. S. Air Force of using lethal nerve gas during the Vietnam War). Later he served on contract as a military commentator for NBC TV, CBS TV and CBS radio. In 2016, The General Perry Smith Parkway near the Augusta Regional Airport was completed. Smith received this honor largely because of his fund-raising efforts on behalf of Saint Paul’s Church, the regional Boy Scouts, the Augusta Museum of History, the Augusta Warrior Project, the new Fisher House, the Heritage Academy, the Westminster Schools and Christ Community Health Services. Smith is married to the former Connor Cleckley Dyess, the daughter of Marine Lieutenant Colonel Jimmie Dyess. They were married at St. Paul’s church in Augusta in May 1959. Connor was eight years old when her father was killed in the Marshall Islands in Febraury,1944. The Smith’s have two children, McCoy and Serena, and three grandchildren, Dyess, Porter and Perry IV.  Dyess and Porter are undergraduates at Emory University—Dyess, class of 2018, Porter, class of 2020. Both are varsity athletes—members of Emory’s cross country and track teams.




Lieutenant Colonel John (Jack) Robert Millar, Jr., was born on June 11, 1918, in Marietta, Georgia.  He graduated from Marietta High School in June, 1935, and from the Citadel in 1939, as a 2nd Lieutenant.

He entered United States Army Air Corps in March 1940, where he completed advanced training at Kelly Field, Texas, and received his wings in December, 1940.  He was assigned to Maxwell Field, Alabama, as a flight instructor and was transferred to Cochran Field, Georgia, as an instructor for the United States, and the Royal Air Force cadets.  In March, 1942, he was selected to represent the Southeast Training Command on a secret mission with the Royal Air Force, in England.  On August 17, 1942, he flew with the first B-17 raids over Nazi occupied Europe.  In 1942, General Eisenhower designated him to deliver the plans for the African Second Front Invasion to President Roosevelt and General Marshall at the White House.  Upon completion of this assignment, he was assigned to the Naval Air Station, Chamblee, Georgia, to work with the Navy’s instrument flying program.  In 1943, he was assigned to Randolph Field, Texas, where he wrote the Army Air Corps Instrument Training Manual.  The Air Corps Instrument Instructors School was opened in Bryan, Texas, in 1943, and Captain Millar was assigned as group commander.  In July, 1943, Brigadier General Kenneth Wolfe drafted Captain Millar to join the 58th Very Heavy Bombardment Wing Headquarters Staff in charge of instrument training for all B-29 pilots.  Major Millar requested a combat assignment and was named Squadron Operations Officer of the 793rd Squadron, 468th Group.

During 1942-43, the Bell aircraft B-29 plant was built in Marietta, Georgia, and upon completion, Millar landed the first military plane at what is now Dobbins AFB, Georgia, and flight tested many of the Bell planes.  He was assigned to one of Bell’s first B-29’s that he named the “Georgia Peach.”  The 58th Very Heavy Wing was destined for India and China, and in 1944, Major Millar and his crew flew the “Georgia Peach” to Kharagpur, India.  As planes and crews began arriving from the States, General Wolfe ordered Millar to fly across the Himalaya Mountains to the four China bases and establish instrument landing procedures for the B-29s.  In 1944, Millar and his crew took off from Chengtu, China, in the “Georgia Peach” for the first land based air raid over Japan.  The target was Yawata Iron and Steel Works, the flying time was over 17 hours and was the longest air mission ever flown at that time.  With this first mission over Japan, Millar became the only person to have flown on the first B-17 raids over Europe and first land based raid over Japan.  Millar flew 31 operational missions in the China-Burma-India theater.  The 468th Group history recorded that he set the record for hauling the most gasoline over the hump for storage in China. He rotated back to the states and was assigned to the Air Staff Course, Command and General Staff College.  He was subsequently reassigned to Smoky Hill AB, Salina Kansas, as director of flying training for all B-29 training bases.  He was at Maxwell Field, Alabama, when the first atomic bomb was exploded at Alamogorda on July 16, 1945.  Flying from Maxwell to Salina early in the morning of July 17, 1945, Millar encountered an electrical storm and was personally struck by lightning in the cockpit.  The resulting crash killed ten and three survived.  Major Millar was permanently injured and spent almost two years in hospitals.  He was promoted to Lt Colonel and retired on physical disability in December 1946.

John Millar graduated from Emory Law School in 1950 and received a PhD from Florida State University in 1954. 

Captain Norman Topshe was born in Camden, S.C in May of 1914. He officially soloed July 5, 1936 in Albany, Ga He received his private license on June 14, 1938 and commercial license on April 19, 1939. later he went on to Barnstorm through South, GA and North, FL until late 1939.

In late 1939 he served as Flight Instructor for Hawthorne flying Service in conjunction with the University of S.C. he then went on to accept a position as co-pilot with Delta Air Line where he remained until 1992. he retired after 31 years as a captain at the age of 60. He was then re-hired under a separate contract as a consultant in flight operations. He served as a liaison between the pilots and top management for an additional 17 years. He often rode the jump seat on all types of aircraft as a liaison between the flight crew and top management.

Captain Topshe’s career, both as a Captain and Flight Operation consultant turned out to be a Hallmark. In the early 1940’s he was elected Chairman of the Airline Pilots Union for Delta, then chairman of the Negotiating committee for the pilot’s contract. In mid 1945 he was elected as Chairman-Master Executive Council (MEC). During this time he co-authored and promoted the Pilot’s Mutual Aid Association which today is a multi-million dollar project which protects the pilot during an illness or disability. Later, it became a national project for the nation’s airlines. During the late 1940’s and early 1950’s Captain Topshe was appointed Chairman of the Retirement and Insurance Committee of Delta pilot’s. in the early and mid 1950’s he was also appointed Chairman of the Pilots Grievance Committee and Contract Administrations. Captain Topshe was also Chairman and mentor of most pilot contracts.

During his career he was also a line check airman on the CDC-9 and Boeing 747 performing periodic flight checks for qualified line pilots and initial line checks for new pilots. Captain Topshe served as a member of Delta’s Retirement and Insurance committee during contract negotiations in 1973 when their major retirement program went into effect based on 60% of final 5 years of a average earnings. They were leaders in the industry of this type of retirement program.

Captain Topshe’s last flight for Delta occurred in the summer of 1993 when at the age of 70 he ferried Delta’s only remaining DC-3 from San Juan, PR to Atlanta. The DC-3 was restored to its original condition, licensed and flown on exhibitions throughout the US. His total time with Delta was 51 years covering over 7,000 pilots and logging approximately 33,000 flying hours.

Sgt. Ferros was born in 1943 and graduated from Lanier County High School in Lakeland, GA. In 1997, he retired from the Georgia State Patrol Aviation Division as a Sergeant Pilot with more than 7500 hours of flight time. He is credited with forming the Aviation Division of the Georgia State Patrol, which is now the largest state-sponsored airborne division in the eastern U.S. and is a major contributor to Georgia’s public safety.


After serving in the U.S. Air Force, in 1965 Sgt. Ferros began working with the Georgia Department of Public Safety as a license examiner in Perry, GA. In 1967, he completed his trooper training and was assigned as a Georgia State Patrol (GSP) Trooper in Americus, GA. While on this assignment, he began taking flying lessons under the GI Bill and earned his pilot’s certificate from Mobley Aviation at Fulton County Airport, with training mostly in Enstrom helicopters. He was then assigned to the Governor’s office, lived in the Governor’s residence, and had a helicopter landing site at the Governor’s mansion so he could be on call at all times to support the Governor’s travel plans.


Inspired by the success of the Florida Highway Patrol’s aviation unit, Sgt. Ferros began the process of trying to convince government leaders, including the Governor, to form an aviation division in the Georgia State Patrol. After a significant amount of research, Sgt. Ferros and his colleagues compiled a comprehensive proposal, which was successful in convincing Georgia’s political leaders that a similar aviation unit would enhance public safety. Therefore, in 1974 the GSP Aviation Division was formed with two employees, one of which was Sgt. Ferros as the Chief Pilot.


During the formation of the Aviation Division, Sgt. Ferros acquired surplus military aircraft (T-41 and OH-13) and brought them into airworthy status as well as painted them in Georgia State Patrol colors. He also oversaw construction of the first GSP hangar facility in Albany, GA, which remains a key location today in southwest Georgia. The Aviation Division has grown to 14 pilots and 5 maintenance technicians with capabilities to perform 51 mission profiles in helicopter and fixed wing aircraft to support the public aviation functions of the the GSP.


During the 1980’s, drug eradication was a major initiative assigned to the GSP. Part of that initiative became the responsibility of the Aviation Division. Sgt. Ferros was a key leader in the initiative, which he executed with professionalism. He has also performed many search and rescue missions, such as locating escaped prisoners and two pilots stationed at Moddy AFB, who ejected from their F-4 phantom in south Georgia.


Sgt. Ferros declined several GSP promotions because he wanted to remain an active pilot instead of “flying a desk”, which would have been his assignment had he accepted the position of Aviation Division Commander.






Born in Douglas, Georgia on April 14, 1950 and graduated in 1972 from Northwood University in Michigan with a B.B.A. He returned to Douglas to work in the family business with his father, Elton Brooks, a WWII B17 Tail Gunner. This led Don to develop an intense interest in WWII aviation history. He has always said, “The more I learn about the great courage, sacrifice, and dedication of our veterans, the more I feel obligated to do all that I can to honor them and to keep their memory alive. “

Don earned his private pilot license in 1980 and currently holds single-engine, multi-engine and instrument ratings, plus type ratings in the Douglas DC-3 and Boeing B-17, and has over 4,500 total flight hours. In 1988, Don bought a C-47 (military DC-3), equipped it with skis and became part of the Greenland Expedition Society with Pat Epps. They were in search of the “Lost Squadron”, a flight of six P-38 fighters and two B-17 bombers that made a mass emergency landing on the Greenland Ice Cap in July, 1942. The crews were rescued, but the brand new planes were left behind to be covered in time by 260’ of ice and snow. Don was in charge of logistics for the three large expeditions in 1989, 1990 and 1992 when the P-38 “Glacier Girl” was recovered. 

Don had hoped to rebuild one of the two B-17’s, but learned upon reaching it in 1990 that the B-17s were crushed beyond repair. Don immediately began to search Air Force crash records for another B-17, and found a good one that landed while low on fuel, on a frozen lake in Labrador. Although the crew was rescued, the plane went through the ice in the spring in 1947. A 14 year quest of locating, gaining rights to and retrieving the bomber from the bottom of Dyke Lake ended with the B-17 being trucked to Douglas, Ga. 

Some of Don’s other efforts toward helping to preserve our military aviation heritage include:

In 1994 he refinished his C-47 in its wartime colors and flew it to Normandy for the 50th Anniversary of D-Day so 26 D-Day Veteran Paratroopers could jump again over Ste. Mere Eglise in honor of their fallen comrades. 

Started a Foundation dedicated to the preservation of the WWII Primary Flight Training base in Douglas. The base provided primary flight training for 7,000 U.S.A.A.F. cadets who went on to fly every type of aircraft, in every theatre of operations during WWII. The WWII Flight Training Museum now operates in one of the former barracks. This base is now recognized as the most intact and complete of any Primary Flight Training Base from WWII and is listed on the “U.S. Register of Historical Places.” 

He has served for 35 years on the Douglas Airport Commission and has helped it grow from a small 3,000’ strip to one with a 6000’ runway, full parallel taxiway, ILS approach, new terminal, and it has brought in over 5,000 jobs to the area because of these improvements. 

Historic military aircraft recovered and/or rebuilt by Don: a Curtiss P-40B “Tomahawk” that is displayed in the “National Museum of Naval Aviation”; a Curtiss P40E that came out of the dump in Cold Bay, AL, rebuilt and flown for two years as Robert Scott’s “Old Exterminator”; a Stinson L-5 “air ambulance”; a Douglas C-47 “Sky Train”; a North American SNJ5-C advanced trainer; a Boeing PT-17 “Cadet”; a Beechcraft T-34B “Mentor”; a Douglas A-20 “Havoc”. Additional aircraft currently under rebuild include two Boeing B-17G “Flying Fortress” bombers.

He started the Liberty foundation in 2002 to purchase a B-17G that was under rebuild by Tom Reilly. It began touring the country in 2004 to honor our veterans, preserve part or our aviation heritage, and educate current/future generations as to the high price of freedom. The aircraft has made over 600 tour stops, allowing over 30,000 people to fly in a B-17, many of them WWII Veterans flying for free, and over 200,000 people have taken a tour through the B-17. In 2008, the “Liberty Bell” flew from Georgia to Duxford, England to take part in the largest Warbird Airshow in Europe. At every stop thousands of people came out to tour the plane and express how much they appreciated the many “young American flyers” who gave so much for their freedom. Don’s planes have supported countless Military Airshows and Open Houses, dropped military and military reenactment parachute teams, participated in “Fly-bys” honoring or remembering our veterans, and he even organized six warbird airshows in the small town of Douglas that brought in up to 10,000 spectators, many of whom had never been close to an aircraft.    

Don’s many outstanding accomplishments in recovering and restoring vintage military aircraft, in promoting aviation and in honoring our veterans have influenced a generation of young Americans, and his passion continues.   

Frederick Schwaemmle was a pioneering aviator. In his youth he witnessed a Wright Flyer actually in flight that inspired him to learn to fly as an Army aviation cadet at Brooks Field, San Antonio, Texas two classes ahead of Charles Lindbergh. His civilian pilot license is signed by Orville Wright and he barnstormed and hopped passengers to build hours. Fritz inaugurated the northbound mail from Miami to Jacksonville for Pitcairn Aviation (which became Eastern Aviations). Fritz logged 3000 hours in the Pitcairn Mailwing and “the monotony”, he says, “was something out of this world.” Nevertheless, it must have been exhilarating. He followed the beach, flying so low a Palm Beach resident complained, “if it wasn’t for the fact he had doors on his patio closed, the damned mail plane would have flown right through his living room.” Subsequently, he was one of Delta Air Lines earliest pilots and is credited with several “first” flights.

Lt. Col. Schwaemmle’s wartime service with the Air Transport Command spanned three and a half years and embraced five continents. His most significant contribution to the war effort was as a Chief of Navigation and Briefing, in Marrakech, French Morocco where he was responsible for dispatching 6000 aircraft to the 8th and 9th Air Forces in the British Isles and some more to the 12th and 15th Air Forces in North Africa. Among his other decorations, Schwaemmle was awarded the Order of the British Empire for his outstanding achievements during the northern Italy and African campaigns.

Following the war, Schwaemmle returned to Delta and at mid career as an airline pilot, Schwaemmle suffered a setback pilots dread. He lost the sight of an eye and became medically unfit to fly. In his words, “that ended my career and that broke my heart at 46 years of age.” Undaunted, Schwaemmle redirected his energy and talent into public relations and ultimately retired as Delta Air Lines’ Director of Public Relations. Calling on his experience as a pilot, Fritz developed a unique visual aid to use in talks explaining the ILS for bringing aircraft safely down through the weather. He figures he gave speeches six or seven days a week, sometimes two or three in a day, to over 500 groups. American Aviation Magazine named him one of the top five pilot’s for exceptional contributions to piloting and to the industry” in 1950. For his contributions as a pioneering pilot, aviation proponent, and long time Georgia resident.  


Dr. Robert G. Loewy, long-time resident of Georgia and recently retired chair of Georgia Tech’s School of Aerospace Engineering, represents a lifetime of contribution to aviation.  He quickly rose through the engineering ranks to become chief technical engineer of the ‘Vertol’ (vertical takeoff and lift) division of Boeing by 1958.  He shortly-after served as Chief Scientist of the United States Air Force, and then started a career as an academic researcher and administrator that led to the highest recognitions of the American Helicopter Society, the American Institute of Aeronautics and Astronautics, and the National Academy of Engineering, as well as public service medals and awards from NASA and the USAF.  He continues to advise numerous aviation corporations and federal agencies. 

In 1993 Dr. Loewy and his wife moved to Atlanta, and he started his long tenure as Chair of Georgia Tech’s School of Aerospace Engineering.  In this capacity, Dr. Loewy was the leader in catapulting Georgia into the highest national rankings, establishing what is now the largest student enrollment in aerospace engineering in the country and largest sponsored aerospace research program in academia in the USA. 

 Throughout, Dr. Loewy is also known for his calm and classy leadership style, sharp intellect, and personal integrity.





1917- Deceased 

Henry “Grady” Thrasher, Jr. was born in 1917. He served as flight instructor for the Army Air Corps during World War II, teaching hundreds of new cadets their primary flight skills.

Returning home to Athens, Georgia in 1945, Grady was determined to make a living as a pilot in northeast Georgia. Using $600 in savings and a modest bank loan, he purchased a war sur-plus J-3 Piper Cub, a Waco biplane trainer and ordered a new 1946 Ford two-door sedan, which was delivered in late 1945. He also taught his two younger brothers, Richard (Bud) and Tunis, who were home from service in the Navy, to fly.

Determined to stimulate interest in private aviation, Grady began performing stunts in his airplanes to attract people, first at the Athens airport, then at the nearby Elberton, GA airport (a grass field with a 2000 foot dirt runway) that had been abandoned during the War.

In late 1945, Grady was invited to perform at an air show being organized in Anderson, SC. For that event, he designed and built the “World’s Smallest Airport”, an 8 x 20 platform on top of the new 1946 Ford (which also served as our family car). In two weeks, with Tunis driving the car on the short, rolling field in Elberton, Grady perfected making full stop landings if the Cub on the World’s Smallest Airport. Then, with Tunis turning the car back into the wind, Grady would take off. The Thrasher Brothers Aerial Circus had been born.

From December 1945 to November 1950 Grady was featured in a total of 378 air shows, from Houston, TX in the west to Erie, PA in the north to Miami, FL, most of which were organized and promoted by Grady. Grady and his brothers also performed as featured acts in combined air shows with such well-known pilots as Woody Edmundson,  Bevo Howard, Betty Skelton, and Ben F. Huntley.

Among the many acts developed for the aerial circus, Grady believed he had three firsts:

1. The full stop landing on and takeoff from “The World’s Smallest Airport”

2. The Human Pick Up and Return, whereby Bud, riding atop the World’s Smallest Airport would grab a ladder hanging from the struts as Grady flew by on the piper Cub, hang on as they circled the field, then drop back onto the moving platform.

3. The World’s only (then or ever) Twin Ercoupes bolted together and flown by Grady from the left fuselage (he could loop and roll it and did so in 270 air shows, including the 1948 Cleveland Air Races.

Grady and his brothers designed the Thrasher Brothers Aerial Circus to be a unique “spectator-friendly” event that could adapt to rural and small town airports as well as big city venues. Using combinations of skill, courage, ingenuity, and originality; Grady and his brothers were instrumental in bringing the wonders of exhibition flying to small towns (as well as big cities) post WWII America.