The Library and Archives Celebrates National Aviation Day

By Will Thomas

The Tennessee State Library and Archives celebrates National Aviation Day (August 19) with photographs from the Puryear Family Photograph Albums collection. Gallatin natives George W. Puryear and his older brother Alfred I. Puryear both served in the U.S. Army Air Service during and after World War I. Their photograph albums document the early days of aviation.

Unidentified Army Air Service pilot standing in front of a Caudron G.4, France, 1918.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/7

The Caudron G.4 was a French bomber and reconnaissance plane that entered service in November 1915. Although it quickly became obsolete as a bomber, it was also used to provide the initial flight training to Allied pilots.

George W. Puryear sitting in the front cockpit of a Donnet-Denhaut DD-2 flying boat, France, 1918.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/7

George W. Puryear standing next to a Nieuport 28 fighter, France, 1918.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/9

George W. Puryear was a fighter pilot in the 95th Aero Squadron in World War I. Most of the aircraft flown by the U.S. during the war were of French design and manufacture. The French-built Nieuport 28 was a fast and nimble fighter plane, but it had the unfortunate habit of shedding the fabric of its top wing during a steep dive.

Unidentified Army Air Service pilot standing next to a Voisin V bomber, France, 1918.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/9

Packard-Le Père LUSAC-11 fighter plane in flight, March 15, 1919.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/27

The Packard-Le Père LUSAC-11 was based on a French design but was built in the U.S. during World War I. The Army Air Service had ordered 3,525 of the airplanes built but the order was canceled at the end of the war. Only 30 were actually built. On Feb. 27, 1920, Major Rudolph W. Schroeder set the flight altitude record in an LUSAC-11 by climbing to 33,113 ft.

Unidentified Army Air Service observer pilot sitting in the rear cockpit of a JN-4 in flight, San Diego, Cal., 1919

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/27

North Island, Coronado, and the San Diego Bay are visible behind the tail of the airplane.

Three Fokker D.VII fighters being prepared for takeoff, Crissy Field, Presidio, San Francisco, Cal., April 12, 1919.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/31

George W. Puryear was a pilot with the No. 3 (Far West) Flight of the Victory Loan war bond drive during April-May 1919. The Far West Flight traveled through California, Nevada, Utah, Idaho, Washington, Oregon, Montana, Wyoming, Colorado, Texas, and Arizona putting on air shows to encourage people to buy war bonds. Its commanding officer was Carl Spaatz (who would later become the first Chief of Staff of the U.S. Air Force in 1947). On April 13, 1919, a photograph of Puryear flying a Fokker D.VII in the air show appeared in the "San Francisco Chronicle" newspaper.

Lt. Leland Miller, a photographic officer for the Far West Flight of the Victory Loan war bond drive, standing in the front seat of an airplane and holding a box camera used for aerial photography, April-May 1919

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/32

U.S. Army Airship TC-3, Brooks Field, San Antonio, Tex., November 1923.

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/118

The TC-3 entered service around late September 1923 and was stationed at Scott Field, Belleville, Illinois, it left for Brooks Field Nov. 16, 1923, to participate in the Kelly Field Air Carnival for Army Relief and arrived at Brooks Field Nov. 17, 1923. Alfred I. Puryear was a student pilot aboard the TC-3 for the trip. He completed his initial pilot training at Ross Field, Arcadia, Cal., in July 1921 and was transferred to Scott Field in August 1922.

The Dayton-Wright RB-1 at the 1920 Gordon Bennett Cup race, Étampes, France, September 1920

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/126

The Dayton-Wright RB-1 (or Dayton-Wright Racer) was developed specifically to participate in the 1920 Gordon Bennett Cup Race and was piloted by Howard Max Rinehart. It had several design features which were advanced for its day. It had a monocoque fuselage (in which the skin of the airplane provides the main structural support) and retractable landing gear. It used a 250 horsepower Hall-Scott L-6A motor and had a maximum speed of 190 mph. It was forced to withdraw from the race due to mechanical problems.

Verville-Packard R-1 Racer at the 1920 Gordon Bennett Cup race, Étampes, France, September 1920

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/126

The R-1 Racer was piloted by Rudolf W. Schroeder (visible standing on the other side of the fuselage). Printed on the tail is: "U.S.A. Verville Racer Air Service U.S. Army McCook Field Dayton, Ohio." It was forced to withdraw from the Gordon Bennett Cup Race due to an oil pump failure. Alfred I. Puryear served as the supply officer on Schroeder's team.

Breguet 14.T with the call sign F-CMAI belonging to Compagnie des Messageries Aériennes, Étampes, France, September 1920

http://teva.contentdm.oclc.org/cdm/ref/collection/p15138coll20/id/126

Looking like a shipping crate with wings, the Breguet 14 was a French bomber and reconnaissance airplane produced from 1916 to 1928. The 14.T was produced after the war and was a variant modified to carry 2 passengers. Compagnie des Messageries Aériennes was a French airline founded in February 1919 by Louis-Charles Breguet. The airline merged with Grands Express Aériens to form the Air Union January 1, 1923. On Oct. 7, 1933, Air Union merged with four other French airlines to form Air France. According to the Sept. 16, 1920, issue of "Flight" magazine, this particular Breguet 14.T was flying between Paris and Cricklewood Aerodrome (located in northwest London adjacent to the Hadley Page aircraft factory).

To learn more, visit the Finding Aid to the Puryear Collection, and discover even more images from the Puryear Family Photo Album on the Tennessee Virtual Archive (TeVA).

The Tennessee State Library and Archives is a division of the Office of Tennessee Secretary of State Tre Hargett

George W. Puryear and the Victory Loan Flying Circus

George Wright Puryear of Gallatin served as a fighter pilot with the 95th Aero Squadron during World War I. On July 26, 1918, during his 10th sortie as a fighter pilot, Puryear forced down his first and only German plane during World War I. After landing his plane on what he believed to be Allied territory, he soon realized he was behind enemy lines. The Germans quickly captured Puryear and imprisoned him on the same day. Just four and a half hours after Puryear landed, the French 63rd Division captured that area from the Germans. However, the Germans had taken Puryear away by that point.

George W. Puryear's POW identification card, Villingen, Germany, September 15, 1918
Puryear Family Photograph Albums

In the months that followed, the Germans sent Puryear to several different POW camps. On October 6, he took part in a mass escape attempt from a POW camp in Villingen, Germany. After five days on the run with very little food and covering around 25 miles on foot, he swam across the frigid, swift-flowing Rhine River to reach Switzerland, thus becoming the first American officer in World War I to successfully escape from a German POW camp. As newspapers trumpeted his successful escape, the United States government sent Puryear to various Air Service units (including his old squadron) so that he could relate his experiences in German prison camps to his fellow pilots.

Map of southern Germany showing George's escape route from Villingen to the Rhine River. The places between Villingen and Waldshut where he stopped to rest are circled and the date written next to them. An "X" across the Rhine River from Waldshut marks where he came ashore in Switzerland.
Puryear Family Photograph Albums

After the war, he was assigned to the 9th Aero Squadron based at Rockwell Field, San Diego, California, and from April to May 1919, he served as a pilot with the No. 3 (Far West) Flight of the Victory Loan war bond campaign. The Victory Loan war bond campaign brought together groups of former combat pilots to stage air shows across the country in order to induce people to buy war bonds to help pay for the recently-won war in Europe. It was also referred to as the Victory Loan Flying Circus, a reference to the Allied nickname for Jagdgeschwader 1 (the German fighter squadron commanded by Manfred von Richtofen, a/k/a the infamous Red Baron). The Far West Flight put on air shows throughout California, Nevada, Utah, Idaho, Washington, Oregon, Montana, Wyoming, Colorado, Texas, and Arizona. The commanding officer of the Far West Flight was Major Carl A. Spaatz, who later commanded U.S. Army Air Forces in the European theater during World War II and became the first chief of staff of the U.S. Air Force.

George W. Puryear, Maks Dembinski, George Higbee, and "Dutch" McCroskey standing next to a Fokker D.VII, serial number 8542, during the Victory Loan war bond campaign, April-May 1919.
Puryear Family Photograph Albums

A curious incident occurred while the Far West Flight was in San Francisco, California. On April 12, 1919, the group put on an air show there and a two-page article about it appeared in the next day's issue of the San Francisco Chronicle newspaper. The article contained a photograph of Puryear flying a Fokker D.VII in the air show, and it quoted him giving a fantastical account of his escape. The article stated:

"Lieutenant George W. Puryear crashed two Hun planes before, as he says, he 'pulled the second biggest bone of the war,' followed down a German he had crashed and got himself captured. He was so disgusted with himself that, not caring what happened to him, he made a break in broad daylight, jumped the German trenches and the wire, dashed across No Man's Land, and made the American lines in safety."

First of all, official Air Service records only give George Puryear credit for shooting down a single German airplane (and he shares the credit with four other pilots from the 95th Aero Squadron). Second, anyone with any knowledge (especially firsthand knowledge) about conditions on the Western Front would know that his story about leaping trenches and barbed wire and racing across no man's land was complete and utter balderdash. So, why did he tell such an outlandish story about his escape?

April 13, 1919 issue of the San Francisco Chronicle newspaper showing George W. Puryear piloting a Fokker D.VII (top right) during the air show on April 12.

There are several possible answers to that question. On the one hand, the reporter from the San Francisco Chronicle could have greatly embellished Puryear's story or even invented it from whole cloth. While that explanation is certainly plausible, it does not seem very probable. It could also be that Puryear embellished his story for his own personal aggrandizement, but that does not seem very probable either. Accounts of his escape had been appearing in U.S. newspapers for months, and the first half of his own autobiographical account of his escape had appeared in that month's issue of Atlantic Monthly magazine (with the second half appearing in the May issue), so the true account of his escape was already known or, at least, easily verifiable. Furthermore, since the other pilots in the Far West Flight were all veterans of the air war on the Western Front, any such blatant attempts at self-aggrandizement by Puryear would probably have not sat very well with them. Instead of being an attempt at self-promotion, Puryear's account of his escape could also be read as a group of veterans having a laugh at the expense of a gullible civilian. One can almost imagine the group of them looking at each other with knowing smiles, embellishing the story to an absurd degree simply to see how much of it would be believed. It could also be that Puryear was simply bored with having to repeat the same story over and over again. Ultimately, however, the true reason why Puryear gave that outlandish story about his escape will never be known for certain.

Crowd watching Lieutenant Colonel William Thaw II sitting in the cockpit of a SPAD S.VII, serial number B9911, at San Francisco, California, on April 12, 1919. Ornamental statues salvaged from the Panama-Pacific International Exposition (1915) form the boundary of the roadway. The view is toward the Golden Gate.
Puryear Family Photograph Albums

When the Victory Loan war bond campaign ended, Puryear resumed his duties with the 9th Aero Squadron at Rockwell Field (which was transferred to the U.S. Navy in 1935 and is now part of Naval Air Station, North Island). While on border patrol on October 20, 1919, he flew to El Centro/Calexico, California, the eastern terminus of the patrol route. Source documents list both places as the airfield's location, but the two towns are only a few miles apart. Shortly after taking off around 2 p.m. on his return flight to Rockwell Field, the engine of his DH-4 cut out. He attempted to bank and regain the field but didn't have enough air speed to complete the turn. The plane stalled and struck the ground on its left wing and nose and then rolled onto the right wing. He suffered a broken leg, broken jaw, and skull fracture. He died of his injuries within minutes of the crash.

On October 27, his remains arrived, via train, in Memphis and were taken to the home of his brother, David. An article in the next day's issue of the Tennessean newspaper gave a detailed account of the procession from the train station to David's home. On October 28, George Puryear's remains arrived in Gallatin and funeral services were held in Gallatin Cemetery. Sometime later, the airfield at El Centro/Calexico was named Puryear Field in George Puryear's honor.

George W. Puryear's grave (on the right) in Gallatin Cemetery, Gallatin, Tennessee, ca. October 28, 1919.
Puryear Family Photograph Albums

The Puryear Family Photograph Albums, 1890-1945, on the Tennessee Virtual Archive (TeVA) provides a fascinating visual record of the early history and aircraft of the Army Air Service, which would become the United States Air Force after World War II. Visit this one-of-a-kind TeVA collection at: http://www.tn.gov/tsla/TeVAsites/Puryear/index.htm.

The State Library and Archives is a division of the Tennessee Department of State and Tre Hargett, Secretary of State.

Puryear Family Photograph Albums released on TeVA...

As we approach the 100th anniversary of the U.S.’s involvement in World War I, TSLA’s newest online collection, the Puryear Family Photograph Albums, commemorates two brothers from Gallatin, Tennessee, who served in the Army Air Service during and after World War I. Comprised of three photograph albums and several loose items and pictures, this collection offers a visual record of the early history and aircraft of the Army Air Service.

Lt. George W. Puryear next to a SPAD S.XIII fighter plane, France, 1918.
Puryear Family Photo Album, Tennessee State Library and Archives.

On July 26, 1918, as a fighter pilot with the 95th Aero Squadron, George W. Puryear shot down his first and only German plane during World War I. Unfortunately for him, he was also taken prisoner the same day. After being transferred to a number of different prisoner of war camps and making one unsuccessful escape attempt, he would take part in a mass escape attempt from a camp in Villingen, Germany, on October 6, 1918. Five days later, he would swim across the Rhine River to reach Switzerland, thus becoming the first American officer to successfully escape from a German prisoner of war camp during World War I.

George's older brother, Alfred I. Puryear, was a supply officer and was stationed in Paris where he was responsible for all of the manifests of supplies that were shipped to all the various Air Service units throughout France.

Lt. Alfred I. Puryear, Paris, France, 1918.
Puryear Family Photo Album, Tennessee State Library and Archives.

Both George and Alfred stayed in the Air Service after the war. George was assigned to the 9th Aero Squadron based at Rockwell Field, San Diego, California, but he was killed in an airplane crash on October 20, 1919. In 1921, Alfred completed his flight training and qualified as an airship (dirigible) pilot. He would retire from the Air Service/Air Corps in 1933.

Their stories give us insight into both the history of the Army Air Service and of the development of aviation itself. In the days before the aircraft industry would be dominated by the likes of Lockheed, McDonnell Douglas, and Boeing, and in the days before standardization and aerodynamics factored into aircraft design, the albums record the rich assortment of aircraft that were built and used during the early years of aviation.

For more detailed information about the Puryear Family Photograph Albums collection and about the lives of George and Alfred Puryear, read our press release, visit the TeVA site dedicated to the Puryear photo albums, and view the finding aid for this collection at: http://www.tn.gov/tsla/history/manuscripts/findingaids/D-0011.pdf.

The State Library and Archives is a division of the Tennessee Department of State and Tre Hargett, Secretary of State.