The Growing Season

In 1968, it took a full seven games to determine a MLB World Series champion. The seventh game, which saw the Tigers top the Cardinals, was played on October 10.

Last night, just a little before 11:30, the teams participating in the 2018 World Series were finally determined. It will be the American League Red Sox versus the National League Dodgers in the best of seven contest that starts next Tuesday. If somebody sweeps the series in four games, it will be over on Saturday. If all seven games are required, it won’t be over until the following Wednesday. That’s Wednesday, October 31. Halloween. The last day of the month. The game is scheduled to start at 8:09 ET so it’s conceivable that extra innings could push it past midnight and into November. That’s exactly what occurred in game #4 in 2001. That series was delayed due to the September 11 terrorist attacks. The game went to ten innings and ended at 12:04 AM November 1 marking the first time Major League Baseball was played in November. The series went to seven games meaning three were played entirely in the eleventh month of the year. In fact, between that first extra-inning slip into November and this year’s potential for doing the same, a total of nine games have started and ended beyond October. What the heck — besides color cameras everywhere — happened?

Expansion, with maybe just a touch of Participation Trophy mentality, happened. From 1903 through 1960, the top tier of professional baseball was comprised of sixteen teams divided into two eight team leagues. Two teams were added to the American League in 1961 and two more to the National League in 1962. The regular season became a little longer, meaning the post season started a little later, but it still looked the same. The team with the best record in one league went off to battle the team with the best record in the other league. Simple, straight forward, and easy to understand. Your top outfit plays our top outfit and the winner takes all.

Then the expansion of 1969 added two more teams to each league. Someone decided that the dozen teams in each league was too many to simply play each other and compare end of season records, so the leagues were divided into two divisions each and the league playoff series was invented. In 1977, the American League once again took the lead in number of teams by adding two more. The National League didn’t catch up until 1993.

Two more teams were added in 1998. Some strange shuffling took place but things eventually settled down to today’s arrangement of two leagues with three five team divisions each. When the regular season ends these days, ten teams, a full third, have a shot at the World Series. Each of the two leagues has a Wild Card Game, two Division Playoff Series, and a League Championship Series to figure out who gets to play in the final games of the year.

Incidentally, the shuffling that occurred in the wake of adding the 29th and 30th teams led to teams playing across the league boundaries to help with scheduling. Before that, no American League team ever faced a National League team in a real game before the World Series.

Roger Maris hit 61 home runs in 1961 to top Babe Ruth’s record of 60 for a season. Because Maris played 162 games versus Ruth’s 154, there was talk of marking his record with an asterisk. The asterisk never actually existed but the two records were kept separate. I know not everyone agrees, but that more or less made sense to me at the time. What would make even more sense to me is to put an asterisk on every post season game since that playoff stuff started in 1969. And maybe two asterisks on games with a designated hitter.

Book Review
Unlikely General
Mary Stockwell

Anthony Wayne gave Fort Greene Ville and Fort Recovery their names. They were significant in both his life and mine although the level of significance is severely tilted toward Wayne. Fort Recovery is where the army led by Arthur St. Clair was nearly annihilated in 1791. It got its name when soldiers under Wayne’s command built a small fort there in 1793. Also built in 1793, Fort Greene Ville stood twenty some miles to the south and was Wayne’s home base during the Northwest Indian War. The treaty ending that war was signed there in 1795. The town that developed on the site of the abandoned fort adopted the shortened name Greenville. I grew up near the midpoint between Greenville and Fort Recovery and adopted Anthony Wayne as a hero at a very early age. I eventually figured out that much of the initial attraction was due the the cool bicorne hat he was commonly shown in, but the fact remains that I’ve known of General “Mad” Anthony Wayne nearly all of my life.

When I learned that Mary Stockwell would be discussing her new book about Wayne in nearby Lebanon, I jumped at the chance to attend. At a minimum, I hoped to learn what the word “unlikely” was doing in her book’s title. With what I knew of Wayne, he seemed the most likely of generals to attempt a turn around following St. Clair’s disaster. Turns out there was a lot I didn’t know.

I knew about his time in Ohio with a fair level of detail, but I knew only highlights and generalities about his Revolutionary War days. I knew that he had been successful in several battles and that his biggest claim to fame at that time was taking Stoney Point, New York, from the British. I did not know that his personal life and lack of success in business meant that many of those in power did not have much confidence in the man. There was plenty of opposition to putting him in charge of what was essentially the entire army of the United States, and he was not at all the likely choice for the role I’d long assumed.

Some attending the presentation knew even less than I about Wayne’s pre-Indian War days. It was rather common, Stockwell noted, for people living in the east to know all about his Revolutionary War exploits and little or nothing about his post-revolution accomplishments and for the opposite situation to exist in our part of the country. Her book fills in details from both phases of his military career and the rest of his life as well. In doing that, she also provides glimpses of the birth of the United States of America and of the beginning of its westward expansion.

Much of Stockwell’s information on Wayne comes from reading actual letters written by and to him. This provides insight into his relationship with some of the most prominent figures of the day, such as Washington, Knox, Lafayette, St. Clair, and others, and with his friends and family. That last group, friends and family, was one I previously knew very little about. That personal life I referenced earlier included numerous involvements with women other than his wife, Polly. Correspondence between the two varied from frequent and loving to seldom and formal. His long absences and his womanizing were certainly related but which was the cause of the other isn’t really consistent. There is little doubt that he sometimes used his military activities as an excuse for staying away from home, but there is no doubt that his devotion to the new nation was completely genuine. The United States of America was something he was never anything but faithful to during its birth and infancy.

Stockwell skillfully weaves Wayne’s two wars together. There are some similarities, of course, such as the constant struggle to get government officials to feed and cloth the men they sent off to fight. But there are big differences in Wayne himself. He experienced periods of deep depression in both but during the Revolutionary War he was young, energetic, enthusiastic, and uncommonly handsome. By the time he set out to create the Legion of the United States from virtually nothing, old war wounds and severe gout might incapacitate him for days at a time. During that final campaign, his staff often wrapped his limbs in flannel and lifted him onto his horse out of sight of the troops.

It was probably about sixty-five years ago that I was hooked by that super groovy hat and decided that the dude under it was my hero. It was only a few years later that I saw a painting of a hat-less Wayne and was shocked to learn it was the same person. That painting might even be the same one that appears on the cover of this book. It was at least similar. I recognized that there was more to a man than his hat and Wayne survived as a childhood hero. Inside Unlikely General, Mary Stockwell reveals a lot more than a high forehead. Anthony Wayne was not, as some have interpreted his nickname, insane, but he was a long way from perfect. Perhaps the fact that I’m much older now explains why I was less shocked at learning of the imperfections than I had been at my first sight of Wayne bare-headed.

Anthony Wayne was once the most honored and well known military man in the country. Today, despite being on towns, streets, and other items, his name seems to be be barely recognized outside of Pennsylvania, Ohio, and Indiana. Hopefully this book will make his name a little better known. On the other hand, part of me can’t help but think he might never have fallen from the public consciousness if only he’d kept that hat on.

Unlikely General: “Mad” Anthony Wayne and the Battle for America, Mary Stockwell, Yale University Press, April 24, 2018, 9.2 x 6.1 inches, 376 pages, ISBN 978-0300214758
Available through Amazon.

Rabbit Hash via Ferry

The town of Rising Sun, Northwest Territory, was laid out on the north bank of the Ohio River in 1814. A couple of years later, the area containing the town was included in the new state of Indiana. Folks were also settling on the south bank about that time, and a ferry operated in the vicinity as early as 1813 to connect the two communities. In 1831, a large building was constructed on the Kentucky side to store cargo before and after being transported on riverboats, and a small village called Carlton grew up around it. Eventually, Carlton became Rabbit Hash and that 1831 building became the Rabbit Hash General Store.

A series of ferries operated here until 1945 when the Mildred was crushed by ice. The 73 year gap in service came to an end on September 29 when the MS Lucky Lady began carrying cars and people between Rising Sun and Rabbit Hash. I headed over to check it out on Tuesday and my first view of the new ferry is recorded in the opening picture which shows her leaving Kentucky. The picture at left shows her arriving in Indiana. I wasn’t ready to leave the state just yet so did not catch the next crossing. I would be back.

One of the things I wanted to do before departing Rising Sun was visit the Rising Star Casino. As many times as I’d visited and even stayed in Rising Sun, I had never been inside the casino. When it originally opened (as Grand Victoria) in 1996, the riverboat housing the casino was required to “cruise” so it hauled patrons a few hundred feet into the river and back on a regular schedule. Somewhere along the way, that requirement vanished. I passed through the building to which the boat is now permanently moored and onto the casino. It’s mostly slot machines with one area filled with some table games such as poker, roulette, and craps. The thing at least still looks like a boat and the top deck is accessible. On the far left of the third photo, the ferry (enlarged here) is approaching its Kentucky landing.

Crossings at fifteen minute intervals are advertised and that seems about right to me. I snapped that first picture just as the ferry approached the dock. Capacity is ten cars and one of the crew told me they were pretty much at capacity throughout both of the two weekends they have been open. I saw loads of four to six today. I was the last of five cars to board for my trip, but they split the first four and put me front and center. A round trip costs $8. I traveled one-way for $5.

This is the Kentucky side dock with a decent sized staging area. The crew member I spoke with said that travel had been pretty steady in both directions with a slight edge to Indiana, i.e., casino, bound traffic. I’m sure that’s what was hoped for when Rising Star decided to spend $1.7 million on the ferry and access roads. Play at the casino can earn free ferry rides.

In February of 2016, that building erected in 1831 caught fire and burned to the ground. It was rebuilt using pieces of other old buildings in the exact image of itself. My comment on walking in the door was, “It’s like you never left.” It really wasn’t gone very long. It reopened in May of 2017, less than fifteen months after the fire. I visited Rabbit Hash twice while the rebuilding was in progress but this was my first time there after the reopening. It’s rather embarrassing to realize that it took me longer to get inside the new store than it took to build it. The rebuild is a phenomenal accomplishment in not just time but in attention to historic accuracy. The town has a fascinating history and a very interesting present. A lot about both can be learned at the Rabbit Hash General Store website.

The Rising Star Casino is quite visible from Rabbit Hash although the two are not directly across the river from each other. Rabbit Hash is directly across from the heart of Rising Sun. The ferry does not connect precisely to any of the three. The Indiana landing is just under a mile from the casino and the Kentucky landing is about a mile and a half from Rabbit Hash. That latter measurement is along the narrow Lower River Road. The road is well maintained but not wide enough to support heavy two way traffic. The signed route to and from the ferry is longer but safer.


This is not associated in any way with the ferry or either of the towns it connects. It’s where I stopped for breakfast on the way to Rising Sun and I think it deserves a mention. The State Line Restaurant appeared in an online search and sounded interesting. It’s on US-50 on the Indiana side of the state line it is named after, and every bit as interesting as I’d hoped. The breakfast menu offered plenty of variety but listed a single “special” at the top. The special included goetta. Not “choice of goetta, bacon, or sausage”. Just goetta. No substitutions. That seemed significant and it was.

When I asked, my waitress said yes, they do make their own goetta. Goetta is an oatmeal and pork concoction served by most restaurants in the Cincinnati area but few make their own. Glier’s Goetta Company (formerly Glier’s Meats) has a near monopoly on the rest. The fact that the State Line Restaurant strongly featured the local breakfast staple told me it must be something special.

“It’s my grandfather’s recipe”, my waitress, who is also running the place at present, told me. The restaurant has been in operation since 1952. Her mother bought it twenty-two years ago. Mom is currently experiencing some health problems so the next generation is temporarily in charge. The State Line Special, minus an already downed glass of orange juice, is shown at left. It’s $7.50 including the coffee. In addition to the goetta, the excellent strawberry jam beside the toast is made on site. A tray of those little containers was being filled from a fresh batch at the other end of the counter. They also make their own blueberry jam and I was offered a sample to take with me but declined. Yes, I can be very stupid. I’ve already spent five days wondering if the blueberry jam is as good as the strawberry.

Boats, Bikes, and Biplanes

Just about the time that last week’s post was being automatically published, I set out to join some friends at a floating house on Norris Lake in Tennessee. I hit rain shortly after leaving home and it pretty much stayed with me through the first half of the drive. It was dry when I reached the lake although a large portion of the sky was cloud covered. The clouds would be present for almost all of the two days I was there. No so the dry.

But, even though a dry sky was not a constant, neither was it completely absent and we did get in a couple of waterbourne cruises. And we got in plenty of relaxation and scenery study with very pleasant temperatures.

On Tuesday, I left ahead of the others and headed to Bowling Green, Ohio. When the first Motorcycle Cannonball passed through Tennessee in 2010, I was there as vintage bikes carried their riders over the Cherohala Skyway and on to an overnight in Chattanooga. The 2012 and 2014 events eluded me completely, but I did get a look at the 2016 group during its scheduled lunch stop at a Harley Davidson dealership near my home. My drive to Bowling Green was to connect with this year’s group. Timing was tight, but I was on pace to get there during the evening display period — until I hit Cincinnati. Traffic slowed, slowed some more, crept along fitfully, and finally came to a halt. Men appeared about three cars in front of me and began placing cones across I-75 while directing traffic onto Ronald Reagan Cross County Highway. Cars just a few yards ahead of me were trapped on the other side of those cones. I later learned that the closure was triggered by an overturned truck. Heavy traffic and surface street construction didn’t help one bit, but I did eventually make it back to the expressway about four miles and an hour and a half later. I considered simply heading home but didn’t. Of course, none of the Cannonball motorcycles were on display when I reached Bowling Green and even the vendor and organizer tents were being emptied. I found a cheap motel to roost in for the night.

It was an entirely different scene when I returned for the morning launch. The Cannonball website lists 123 entrants and it looked like almost all were ready or getting ready to roll. Only motorcycles built before 1929 were permitted in this year’s event. The trio of Nortons consists of a 1915 model sandwiched between a 1923 (#115) and 1925. The website lists #32 as an Indian but that’s obviously a Henderson in the second picture. Beyond it are two 1911 Excelsiors. The third picture shows 1928 and 1927 Indians followed by a 1928 BMW.

And of course they made sidecars before 1929. Here we have Gene Harper with his 1924 Indian Chief and Doc Hopkins’ 1916 Harley Davidson. You just can’t get much cooler than traveling coast to coast in a wicker basket.

I don’t know who this gal is but I do know that the event simply could not function without her. She jumped in the air, waved the starting flag, and shouted encouragement as each bike departed. This was the beginning of Stage #5 which ends in Bourbonnais, Illinois. The ride will end in Portland, Oregon, on the 23rd.

On Saturday I made it up to the WACO Fly-In in Troy, Ohio. WACO airplanes were manufactured in Troy between 1920 and 1947. My first time attending was in 2006. I also documented a 2014 visit and I made a couple of undocumented stops between 2006 and ’14. Both my memory and notes support the idea that there were more WACO airplanes there on my first visit than at any of the others. My memory, without any notes to support it, thinks there might have been more non-WACO airplanes there this year than on previous visits.

But regardless of numbers, seeing these beautiful airplanes up close and watching them fly overhead is always a thrill and the day’s perfect weather made it even better.

18th Century Flashback

The Ohio Renaissance Festival began its 2018 run on Saturday as did the Fair at New Boston some twenty-five mile to the north. The Festival will last two months, operating every weekend in September and October. The Fair will last two days. The Festival celebrates 16th century England. The Fair decidedly does not. The Fair represents a settlement in the Ohio territory in the year 1798 when the England of any century was anything but celebrated. The war that had ripped thirteen of England’s colonies away from her was a very fresh memory in the fledgling United States of America of the day.

I’d attended the Fair at New Boston once before, in 2010. As it did then, the day began with a parade…

…and some opening ceremonies. The flag was raised to the top of the pole then lowered to the halfway point in recognition of the 21st century death of Senator John McCain.

With the fair officially open, the entertainment commenced immediately. Pictured are Johnathon Hagee, Jack Salt & the Captain’s Daughter, and the Clockwork Clown.

I’d essentially jumped out of bed and headed straight to the fair, then followed the parade through town and paused to be entertained. It was now time for breakfast. Freshly peeled peaches and pound cake were just about perfect.

I then headed to Cheapside Theater for the world premier of Bard of New Boston, a play comprised of Shakespeare excerpts. Volunteers from the audience fill out the trio of witches from Macbeth. Complaining about the lack of a Romeo, Juliet begins the balcony scene by herself before the town rat-catcher steps up. This guy roams all about the fair with a couple of live rats in a cage and a stuffed one in his hands and in your face. His general griminess and very audible flatulence adds to the image. He spent the first half of the play heckling the actors before bringing a dash of romance to the stage. The whole company appears at the end in a curtain-less curtain call.

I completely missed out on the preparation and just barely arrived in time for the hot air balloon launch. A strong cord between balloon and owner kept the two from being separated as the former led the latter though the fairgrounds before cooling and landing.

Authenticity and historic accuracy is stressed at the fair and that includes the nearby Kispoko Town. I eavesdropped a bit on the fellow drying pumpkin rind and heard the two young observers getting what I suspect will be a rather memorable history lesson.

I missed out on this year’s historical speakers, which included Simon Kenton, Chief Blackhoof, and Daniel Boone, and I took off before the reenactment of the Battle of Picawey. Clouds were gathering and I had things to do so decided it was time to leave.    

Trip Peek #73
Trip #67
Lincoln Highway East

This picture is from my 2008 Lincoln Highway East trip. I used a business trip to the Philadelphia area as the lead-in to a drive on the easternmost portion of the Lincoln Highway. That’s Times Square, where the LH begins, in the picture. After braving Manhattan, I spent the next day in Philadelphia looking over the Liberty Bell and other pieces of history before finally moving beyond the east coast congestion. I stayed with the Lincoln Highway to Greensburg, PA, then shifted to the National Road, which I followed to Zanesville, OH. When I reached Wheeling, WV, on July 5th, I learned that the Independence Day fireworks had been rained out and rescheduled, so I stuck around to see the show that was launched from the 1849 suspension bridge.


Trip Peeks are short articles published when my world is too busy or too boring for a current events piece to be completed in time for the Sunday posting. In addition to a photo thumbnail from a completed road trip, each Peek includes a brief description of that photo plus links to the full sized photo and the associated trip journal.

Book Review
Taking the Tolls Along the National Road Through Ohio
Cyndie L. Gerken

The question was never if there would be another book, just when and what. The answers are “now” (actually February) and “toll gates”. In my review of Cyndie L. Gerken’s first book, Marking the Miles Along the National Road Through Ohio, I noted that the huge amount of information presented in that book was only a portion of what Gerken has collected and that we would probably someday see “a Gerken penned treatise on bridges or taverns or toll houses or something else” which shows that taking three or four guesses really improves one’s chances of being right. Nailed it!

Taking the Tolls Along the National Road Through Ohio: A Study of Toll Gates and Toll Houses on Ohio’s National Road duplicates the form of Gerken’s first book. Both are rather large paperbacks. Both books are also filled with accurate and precise information, but that part’s not duplication; That’s just what Gerken does.

Federal funds for building the National Road dried up somewhere around Springfield, Ohio. Federal funds for maintaining it seem to have never existed. The “Gates Bill” of 1822 was a valiant attempt to finance ongoing maintenance through federally operated toll gates, but President Monroe vetoed the bill. At the time, the role of the federal government in internal improvements was a hotly debated topic. Regarding the power to establish and collect tolls, Madison was “…of the opinion that Congress does not possess this power…” The Feds solved the problem by giving the road to the states. The states solved the problem by charging to use the road. Sometimes the state charged the users directly by collecting tolls. Sometimes the state leased sections of the road to counties or even privately owned companies who then collected tolls.

In Ohio, things got started with seventeen toll gates which were soon augmented by three half gates. One thing this book taught me is that half gates are not, as I convinced myself, gates where a toll is charged in only one direction (Hey, it’s not that dumb!), but gates placed between full gates to catch traffic entering and leaving the road without paying any toll at all. Over the years, individual gates were moved and closed and new ones added.

As she did with her first book, Gerken details her subject in a chapter per county moving east to west. However, before that happens, there is an introduction filled with information about the road and toll gates in general, then chapters on vehicles, toll house architecture, and bridges. Each of these, and the county chapters too, contain numerous photos and stories that color in the detailed information and keep things from becoming boring.

Pictures of gate houses and gate keepers are to be expected, but they are not the only photo subjects presented. This might be the only book available with pictures of the world’s longest bar, grave robbers, a two-headed calf, a Spanish dime, Hopalong Cassidy, and the author’s mother riding in a goat cart. And every one of them belongs.

People almost always keep things from being boring, and Gerken didn’t just compile data on buildings and locations. She dug up facts and stories on the people who occupied those buildings. Although much of that information is sprinkled throughout the book, even more is concentrated in a chapter titled “Meet the Gate Keepers” that follows the county chapters.

At this point, the book could be called boring without triggering a big argument from me. It is here that Gerken lists her numerous references and places several appendices of source material for rates, dates, and so on. Because of Gerken’s thorough research, the entire volume is certain to find work as a reference book but that is especially true of the last fifty or so pages. Three hundred pages of a nice blend of information and entertainment followed by fifty pages of “just the facts” is a pretty good mix.

Taking the Tolls Along the National Road Through Ohio: A Study of Toll Gates and Toll Houses on Ohio’s National Road, Cyndie L. Gerken, CreateSpace Independent Publishing Platform, February 8, 2018, 11 x 8.5 inches, 366 pages, ISBN 978-1981653515
Available through Amazon.

Trip Peek #72
Trip #111
2013 OLHL Meeting

This picture is from my trip to the 2013 Ohio Lincoln Highway League Meeting near Mansfield, Ohio. The meeting itself filled just a few hours in an evening so most of the journal involved the going and coming. On the way there, I spent a night in Columbus so I could see the Lone Bellow in the process of becoming stars. On the day after the meeting, I headed to Georgetown, Ohio, for Ulysses Grant’s 191st birthday. I spent the night at a B & B across the street from Grant’s childhood home where I shared a bathroom with Abe Lincoln. This particular Abe Lincoln’s real name is Fritz Klein and I not only got to chat with him over breakfast, I got this picture taken with him in front of Gran’ts home.


Trip Peeks are short articles published when my world is too busy or too boring for a current events piece to be completed in time for the Sunday posting. In addition to a photo thumbnail from a completed road trip, each Peek includes a brief description of that photo plus links to the full sized photo and the associated trip journal.

Another Sesquicentennial

The American Civil War began with the shelling of Fort Sumter on April 12, 1861, and for the last several years we have been commemorating the 150th anniversary of events that led up to it, were part of it, and were precipitated by it. There are many theories about the origin of what we now call Memorial Day, and, while specifics vary, almost all place the roots in that devastating conflict. The most recognized story of a formal beginning places that beginning a hundred and fifty years ago on May 30, 1868.

I attended two Memorial Day events this year. The first was a parade in nearby Loveland, and the second a gathering at Ohio’s largest cemetery, Spring Grove.

In Loveland, a police cruiser with flashing lights cleared the way with members of the local American Legion Post leading the actual parade. A group of firefighters, looking exactly like I’d want my fire department to look, was close behind. Love the mustache.

What followed was everything a parade should have: high school marching band, classic cars, and freshly polished fire trucks. The parade ended near Veterans’ Memorial Park where ceremonies were to take place. I was watching the time, however, and left just as they were getting started.

The setting for the Spring Grove ceremonies was the Civil War section where 999 Civil War dead are buried in three circular plots containing 333 graves each. These are not, of course, the only Civil War soldiers buried in the cemetery. There are 41 Civil War generals buried at Spring Grove. For the majority, however, it is an honorary (brevet) title. The cemetery’s website has some words about the war’s impact and a link to a list of those generals here.

Although individual events were certainly held earlier, 1868 is the year that the observation of Decoration Day was wide spread and coordinated. That was when Grand Army of the Republic Commander, John A. Logan, issued an order calling for gatherings on May 30 “…for the purpose of strewing with flowers or otherwise decorating the graves of comrades…”. Spring Grove was one of 183 cemeteries participating that first year. There were 336 in 1869. Michigan made Decoration Day a state holiday in 1871 and other states were not far behind. It was made a federal holiday in 1888. I was unable to find a date for an official change from Decoration Day to Memorial Day. It seems to have happened somewhat naturally shortly after the first World War.

The G.A.R.’s successor, The Sons of Union Veterans of the Civil War, played a major role in the day’s activities and the 6th Ohio Volunteer Infantry helped maintain an awareness of the holiday’s Civil War era roots. They presented the colors at the beginning of the services and fired a twenty-one gun salute near their end.

Spring Grove Cemetery was barely sixteen years old when the Civil War broke out.  An excerpt from Spring Grove: Celebrating 150 Years talks about the war, the cemetery, and those early Decoration Days. In describing the very first, it states that “To end the program the Ladies of the Floral Committee led the crowds around the mounds of graves, strewing them with flowers.” Today, The Auxiliary to the Sons of Union Veterans of the Civil War filled the role of the Floral Committee in helping everyone present reenact that ritual from 150 years ago.

Welcome Back Belle

This week the Memphis Belle came home to a place she’d never been before. And the Belle has been a lot of places. She was born in Seattle, Washington, on July 2, 1942. She flew to England in September and completed her first bombing mission over Europe in November. By May of 1943, she had completed her 25th mission and was sent “home”. She then toured the United States promoting War Bonds. After the war, she spent a little time in an Oklahoma airplane graveyard then a lot of time at various locations in Memphis, Tennessee. Since 2005 she’s been undergoing major restoration in Dayton, Ohio, and on Wednesday she was moved to the National Museum of the US Air Force. On Thursday, the exhibit was officially opened to the general public. That’s me.

I arrived about an hour before the scheduled ceremony and was happy to see that traffic was not as bad as I had feared. There were plenty of people there, though. By the time I made it through the line and security, only about a third of that one hour wait remained.

My first view of the restored airplane was somewhat obscured by some of those people who had been in line in front of me. I got a reasonably clear view by heading to the back where the media risers were.

The Memphis Belle is often referred to as the first B-17 to complete 25 bombing missions but that honor actually belongs to Hell’s Angels which accomplished the feat about a week before the Belle. But the Memphis Belle was the first to return to the States. It seems likely the the romance behind the name had a lot to do with the selection. Memphis, Tennessee, was the home town of Margaret Polk who was the fiance of Robert Morgan, the plane’s pilot. Although Margaret broke off the engagement before the war ended, I don’t doubt that it helped sell more than a few war bonds.

At war’s end, the Belle was designated surplus. In 1946, the city of Memphis bought her for $350 from an airplane graveyard near Altus, Oklahoma. They didn’t spend much more on her for a long time. She was initially parked outside at the Memphis Municipal Airport. In 1950, she was moved to the National Guard Armory and placed — still outside — on a concrete pedestal. In 1987, helped along by some noise from Air Force people, a covered pavilion was built for the plane on Memphis’ Mud Island. It was here I first saw her in 1990 and it seems like I should have some pictures around but a Friday afternoon search came up empty. The plane was moved to a Navy hangar in Millington in 2002 where the deterioration was reined in and restoration begun before the 2005 move to Dayton.

A formal unveiling had taken place the night before for the family of crew members and other VIPs. Today’s ceremony consisted of just a couple of short speeches and a symbolic ribbon cutting. I did not have much of a view of the ribbon cutting although it didn’t really matter. The participants’ names had been announced but I could not have put a single name with a face. The ribbon cutting was the signal to remove the ropes that had blocked the plane and the many displays around it. It quickly became apparent that this was not going the be a good time to leisurely read placards and study pictures.

It was, however, a good time to visit the new building that opened last year. On the way I paused to snap a picture of the B-2 and a man walking a few steps behind me caught up with me. “It won’t show up”, he said. I was too slow to get it but must have looked sufficiently quizzical for him to spare me the embarrassment of asking a truly dumb question. “Too stealthy”, he explained.

The closest thing to a space shuttle at the museum sits at the entrance to the new building. It is one of three NASA Crew Compartment Trainers. This is CCT-1 which was used in training more than 300 shuttle bound astronauts. Mock structures surround it so that it appears to be part of an actual shuttle.

A good portion of the new building is used to display the presidential aircraft that used to be in a building actually on the Wright-Patterson Air Force Base with a bus ride and additional security check required. I’ve seen them before but that didn’t keep me from walking through all of them again. Since I recently visited Ike’s birthplace, I picked his Columbine III to represent the exhibit and to show 1950s state-of-the-art audiovisual gear.

Weather had cancelled yesterday’s planned landing of other World War II vintage aircraft. Earlier, as I stood in that long line getting in, it was announced that they would be landing at 11:00 today. I misjudged the time but did get outside just in time to see the first B-17 approach the field through an opening in the trees. I caught the second one overhead, and thought I’d positioned myself for a better view of the landing but found out I’d positioned myself to pretty much miss seeing it at all. I had read that three B-17s were to be flying about this weekend , but I only saw the two. There were, as advertised, several P-51 Mustangs (3rd picture) in the air.

One reason I nearly missed the landings completely was that I tried to make sure there was nothing I needed to go back inside for. The decision was reinforced by seeing the line outside. It was just about as long as it had been when I arrived and now the museum was nearly full. I promised myself I’d return before long to read the placards and headed to my car.