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.

History With a Kick

They have served in war zones across the globe, including the Boer War in Africa at the turn of the 20th Century to World War I in the 1910s. In World War I alone, their losses numbered in the tens of thousands. And wherever they have served, they are regarded as sure footed, sturdy and hard working.

They are Tennessee mules - and they have been highly valued during wartime throughout much of our country's history.

From April 6-April 12, more than 200,000 people are expected to visit Columbia for the Maury County town's annual Mule Day celebration. While much of the focus will be on the important role mules have played in Tennessee agriculture, their wartime contributions are noteworthy as well.

Thanks to their hardiness and adaptability, mules have played a role in American military conflicts for decades. In the Civil War, for example, a mule-drawn wagon train was credited with resupplying Union troops at the Battle of Gettysburg, possibly preventing the troops from suffering a devastating defeat in one of the conflict's key battles.

Columbia's mules were so prized that the British army purchased many of them for the Boer War and World War I.

Mules have played an integral role in the U. S. military. In this August 31, 1918 photo, a mule transports injured soldiers to the hospital, 137th Ambulance Corps. Camp de Galbert, Alsace, Germany.
Frierson-Warfield Papers, Tennessee State Library and Archives

As for the stereotype about mules being stubborn, that's open for debate. Some of the animals' defenders say the horse-donkey hybrids just have an innate sense of self-preservation that keeps them from taking undue risks or working past their capacity.

You can learn more about mules, military and civilian, by visiting the "Got Mules?" online exhibit at the Tennessee State Library and Archives. The exhibit documents the history of mules in America dating all the way back to Christopher Columbus. It can be found online at http://www.tn.gov/tsla/exhibits/mules/index.htm

"Columbia's Mule Day is one of Tennessee's great cultural events," Secretary of State Tre Hargett said. "Mules have been a big part of our history, serving important roles in agriculture, the military and other tasks. I encourage people who want to learn more about mules and the part they have played in our history to check out the State Library and Archives' online exhibit."

Bettilyn Barnes, the 1949 Mule Day Queen, is shown with the King Mule, Brown’s Sunshine, at the Mule Day Celebration in Columbia, Tennessee.
Department of Conservation Photograph Collection, Tennessee State Library and Archives

This photograph was taken on the north side of the Henry County Courthouse in Paris, Tennessee during the annual Mule Day celebration on April 5, 1948.
Looking Back at Tennessee Collection, Tennessee State Library and Archives
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In this staged 1939 photograph, Lucille Keith tugs at a 3-month old, 40-pound midget mule, owned by Lex Watson of Columbia.
Department of Conservation Photograph Collection, Tennessee State Library and Archives

Gabriel Broadside, February 23, 1872.
Library Broadside Collection, Tennessee State Library and Archives

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

From the Tennessee Supreme Court Case Files: Leisure boats and the Lumber Industry on the Wolf River (1917)

By Kim Wires

While cataloging the vast collection of Tennessee Supreme Court records, members of our staff frequently come across some interesting finds. One such case is from 1917 and comes out of Shelby County.

In the case of Patton-Tully Transportation Company et al. v. Memphis Power Boat Club, the Patton-Tully Corporation stated that it towed rafts and barges of logs from the Mississippi River and tributary streams to the Anderson Tully Company, Tennessee Hoop Company, Memphis Stave Company, Anchor Saw Mills Company, and the Moore & McFerren firm (all located on the Wolf River in Shelby County). The above-mentioned corporations were all engaged in the lumber manufacturing business and were co-complainants with the Patton-Tully Transportation Company in the lawsuit.

The Memphis Power Boat Club was “a corporation organized for the purposes of affording sport and recreation to its members.” The individual members owned “pleasure boats of various sizes and capacities.” The boat club maintained a boat house on the east bank of the Wolf River, immediately north of Keel Street in the city of Memphis and maintained a collection of pontoons in the river. Members of the club moored their smaller crafts to the pontoons. Patton-Tully claimed that, even though they employed “none but skilled river pilots,” the leisure boats obstructed the waterway and made it difficult for them to navigate the river without running into one of the smaller vessels and damaging them.

The case detailed Section 1814, Shannons Code, that stated “it is made a misdemeanor for any person to obstruct the main channel of any navigable stream or river by building mills, erecting dams, or locks in or across same (unless authorized by law) or by any other means whatever.” This crime was punishable by a “penalty of $250.00, one half to the use of the person who sues for it and the other one half to the use of the State.”

The proceedings also detailed that Section 10 of the Rivers and Harbors Act (as approved on March 3, 1899) made it a crime to obstruct any U.S. waterway without authorization from Congress. The litigation stated that not only did the Memphis Power Boat Club not have approval from Congress to block the river; but also Major M. J. McDonough of the Army Corps of Engineers sent the club a cease and desist letter. The letter, dated September 16, 1916, read as follows:

Gentlemen:

The Tennessee Hoop Company and certain other local interests claim that the mouth of the Wolf River is chocked up with motor boats; that this collection of small crafts very greatly interferes with their right to navigate Wolf River in the prosecution of their industry. I have investigated the locality and find the motor boats are tied up four, five and six deep against the bank, and this collection of boats effectually prevents the industrial use of the stream. It is requested that you will take measures to string out these boats so as not to block the channel. Any damages received from collisions of boats under the present circumstances will fall wholly upon the owners of the small craft who occupy undue portion of the stream contrary to law. I shall be glad if you will use your influence to abate the present condition. Will you kindly reply at your earliest convenience?

The Tennessee Supreme Court materials contain several photographs and a blueprint depicting the obstruction. The blueprint shows the width of the Wolf River and the Hatchie Chute as well as how much of that width is being taken up by the Memphis Power Boat Club. The photographs illustrate how difficult it is for a tow boat pulling a barge with logs to come off the Hatchie Chute and make the turn into the Wolf River without hitting any of the smaller vessels.

Patton-Tully sought a temporary injunction requiring the Memphis Power Boat Club to remove the obstruction they created in the river and to prohibit club members from “tying up or anchoring” pleasure crafts to the pontoon boats. The plaintiffs also requested that the leisure boating group be enjoined from “maintaining pontoons permanently anchored in the channel of the Wolf River,” from maintaining “its pontoons in front of the ferry landing on Keel Street,” and that they pay the $250 penalty as established in Section 1814 of Shannons Code.

Ultimately, the Supreme Court ruled that the pleasure boats could continue to use the river, albeit with some restrictions.

Among the vast amount of information available at the Tennessee State Library and Archives (TSLA), Tennessee Supreme Court records make up by far the largest single collection. The volume of cases is extraordinary, with well over 10,000 boxes of material in storage. Chronologically, the cases encompass the period from about 1809 to approximately 1950. With individual case files that sometimes include hundreds of pages and stretch over several generations, the entire collection takes up most of an entire floor of TSLA's building. For more information about Tennessee Supreme Court Cases at TSLA, please visit: http://tnsos.org/tsla/SupremeCourtCases/.

Photograph from the Tennessee Supreme Court case files, Patton-Tully Transportation Company et al. v. Memphis Power Boat Club. "Taken from the top of bank south of Keel St. looking North West."
Tennessee State Library and Archives

 

Photograph from the Tennessee Supreme Court case files, Patton-Tully Transportation Company et al. v. Memphis Power Boat Club. "Taken from bow of wooden barge west of plant of Patton Tully Transportation Company looking due north."
Tennessee State Library and Archives

 

Photograph from the Tennessee Supreme Court case files, Patton-Tully Transportation Company et al. v. Memphis Power Boat Club. "Taken from the top of bank south of plant of Patton Tully Transportation Company looking North West."
Tennessee State Library and Archives

Photograph of a loaded barge from the Tennessee Supreme Court case files, Patton-Tully Transportation Company et al. v. Memphis Power Boat Club.
Tennessee State Library and Archives

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

Soaring in the Service: The Life of Cornelia Fort

The Tennessee State Library and Archives values the many women who have impacted Tennessee history. During Women’s History Month we pause to remember a bold and brave woman named Cornelia Fort. Fort made the ultimate sacrifice for her country as the first female pilot from the United States to die during active military duty.

Fort showed interest in aviation at an early age. Her father, Dr. Rufus Fort, was a prominent businessman and physician in Nashville. Dr. Fort did not approve of the risky sport, and in 1924, he made his sons swear they would not become pilots. However, Cornelia, five years old at the time, did not take the same oath. After her father passed away when she was 21 years old, she began taking flying lessons regularly. Cornelia became instantly enamored. Within a matter of weeks, she made her first solo flight. She took her passion for flying and transformed it into a career. Once Cornelia obtained the required number of flight hours, she began teaching others how to navigate the sky, which eventually led to her moving to Hawaii.

Cornelia Fort, early Tennessee aviator present at the attack on Pearl Harbor.
Image from Record Group 238, Tennessee Blue Book, 1995-1996, Bicentennial Edition
Tennessee State Library and Archives
Published in Rob Simbeck's book, Daughter of the Air.

Cornelia wanted to make a difference, and saw an opportunity to do so by contributing to the country’s need for trained pilots. In 1941, the Andrew Flying Service in Honolulu recruited her to teach sailors and factory workers how to fly. During one of those training sessions, Cornelia took the controls from one of her students to narrowly avoid colliding with a military plane. At that moment, she saw the Japanese emblem painted onto the top of the wings. Cornelia was one of the first pilots to witness the incoming planes that attacked Pearl Harbor. As she landed the plane, bullets narrowly missed Cornelia and her student as they both sprinted toward cover. Miraculously, both walked away from the ordeal without injury, but two of her fellow pilots were killed on that day of infamy.

After she left Hawaii, Cornelia’s options for work were limited. She resorted to teaching Civilian Pilot Training programs. However, she still longed to serve her country. In September, when she received a telegram asking her to join what would later be known as the Women’s Airforce Service Pilots (WASP), Cornelia enthusiastically traveled to the New Castle Army Air Force Base in Wilmington, Delaware. Although WASP would not be recognized as an official military unit until 1977, it provided an important service.

Cornelia Fort
Library Collection
Tennessee State Library and Archives

Cornelia Fort lost her life during her delivery of a BT-13 to Love Field in Dallas. The wing of her plane clipped another pilot’s landing gear resulting in Cornelia losing control and violently crashing into the terrain below. She most likely died instantly. At 24 years of age, Cornelia achieved what she set out to do in life. In an article that she submitted to several newspapers shortly before her accident, she stated, “I, for one, am profoundly grateful hat my one talent, my only knowledge, flying, happens to be of use to my country when it is needed. That’s all the luck I ever hope to have.” Despite the public sentiment against women joining the military efforts of World War II, Cornelia followed her passion and served her country.

If you are interested in learning more about Cornelia Fort and other female pioneers in American aviation history, read about them in TSLA’s collection. A good place to start is with, Daughter of the Air, by Rob Simbeck, They Also Flew: Women Aviators in Tennessee, 1922-1950, by Janene G. Leonhirth, and United States Women in Aviation, 1930-1939, by Claudia M. Oakes. You can look up these books and many more through our online catalog at: http://www1.youseemore.com/tsla/.

Established in 1944, the Cornelia Fort Airpark was named in her memory. In 2011, it was sold and re-purposed as a green space for Shelby Park. Cornelia’s story lives on through the historical marker in the park that bares a short biography of her life.
Image from Record Group 33: Tennessee Aeronautics Commission Records, 1939-1953
Tennessee State Library and Archives

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

Today's Anniversary: The Great Fire of East Nashville

Ninety-nine years ago today, a large part of East Nashville was destroyed by a fire that originated at one house but quickly spread through wind-driven sparks.

The fire began March 22, 1916 in the North First Street home of a man named Joe Jennings. It quickly spread to a neighboring mill and then other houses along First and Dew streets. Wind gusts of 44 to 51 miles per hour helped the fire spread quickly to wood-shingled roofs throughout the neighborhood.

View from Tulip Street Church tower, Nashville, Tennessee, March 1916
Houses on the corner of 6th & Russell Streets with Woodland Street in the background.
Samuel Anderson Weakley Papers
Tennessee State Library and Archives

Nashville's fire chief telegraphed every city within 100 miles, asking for assistance, while local residents formed "bucket brigades" in an attempt to bring the flames under control. Gov. Tom C. Rye called in the Tennessee National Guard to help as well.

Engine Company No. 7, Nashville, Tennessee, n.d.
Library Photograph Collection
Tennessee State Library and Archives

In all, the fire destroyed more than 500 houses and left more than 2,500 people homeless. There were few injuries and only one fatality - a man electrocuted by a live power line - but the total property loss was estimated at more than $1.5 million.

Panorama of East Nashville after the Great Fire, 1916
6th Street is on the left, Russell Street is in the middle, and Fatherland Street is on the far right.
Library Photograph Collection
Tennessee State Library and Archives
(Click here for a larger view)

You can learn more about disasters in Tennessee, including the Great Fire of East Nashville, by visiting the Tennessee State Library and Archives' online exhibit. To access that exhibit, go to: http://www.tn.gov/tsla/exhibits/disasters/index.htm.

Nashville Banner, March 22, 1916
Newspaper Microfilm
Tennessee State Library and Archives

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

Cherokee Syllabary and the Penelope Johnson Allen Cherokee Collection

Sequoyah, the originator of the Cherokee syllabary, was born about 1776 at the village of Tuskegee, near modern-day Vonore. His father, Nathaniel Gist, was a fur trader from Virginia and his mother, Wut-teh, was the daughter of a Cherokee Chief.

Portrait of Sequoyah, credited with inventing the Cherokee alphabet, ca. 1838, from McKenney and Hall’s History of the Indian tribes of North America, with biographical sketches and anecdotes of the principal chiefs.
Tennessee Virtual Archive (TeVA)

Although Sequoyah did not read English, he created a writing system for the Cherokee people. Sequoyah worked on his new language for 12 years before introducing it to the Cherokee in 1821. The Cherokee Syllabary is made up of 85 symbols representing various sounds. Some of the symbols resemble English and Latin characters.

The Penelope Johnson Allen Cherokee Collection, 1775-1878, contains a letter as well as parliamentary rules for the Cherokee Senate and a memorandum to John Ross, all written in Cherokee. The letter is from George Lowrey, Assistant Principal Chief of the Eastern Cherokee and Sequoyah’s cousin, to John Ross, Principal Chief of the Cherokee Nation, and is dated January 5, 1838. An English translation of the letter is included in the collection.

For more information on the Penelope Johnson Allen Cherokee Collection, see the online finding aid: http://www.tn.gov/tsla/history/manuscripts/findingaids/1787.pdf.

To view images of the McKenney-Hall portraits of Sequoyah and John Ross as well as an example of the Cherokee Syllabary showing the characters systematically arranged with the sounds, visit the McKenney-Hall 19th Century Native-American Prints Collection on TeVA: http://teva.contentdm.oclc.org/cdm/landingpage/collection/mckenneyHal.

Cherokee Syllabary depicting characters systematically arranged with the sounds, ca. 1836-1844, from McKenney and Hall’s History of the Indian tribes of North America, with biographical sketches and anecdotes of the principal chiefs.
Tennessee Virtual Archive (TeVA)

Letter, written in Cherokee, from George Lowrey, Assistant Principal Chief of the Eastern Cherokee and Sequoyah’s cousin, to John Ross, Principal Chief of the Cherokee Nation, dated January 5, 1838.
Penelope Johnson Allen Cherokee Collection, 1775--1878.

Portrait of John Ross, Principal Chief of the Cherokee from 1828 until his death in 1866, ca. 1843, from McKenney and Hall’s History of the Indian tribes of North America, with biographical sketches and anecdotes of the principal chiefs.
Tennessee Virtual Archive (TeVA)

Memorandum, written in Cherokee, sent to John Ross in Washington, November 15, 1837.
Penelope Johnson Allen Cherokee Collection, 1775--1878.

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

Discovering the History of Nashville: A Tennessee State Library and Archives Workshop

UPDATE: We have received higher than anticipated numbers of registered attendees for our upcoming workshop, “Discovering the History of Nashville,” presented by David Ewing on March 28th. As a result, our Auditorium seating is at capacity, so registration for this event is now closed.

If you still wish to attend, we will add your name to our reserve waiting list, and if a registered attendee cancels in advance of this lecture, we will be sure to notify you to let you know a spot has opened. Email us at workshop.tsla@tn.gov to add you name and contact information to our reserved waiting list. 

Join David Ewing for a look at Nashville’s unique history through the Tennessee State Library and Archives’ (TSLA) historical materials and from his own historical research. In this free workshop, Ewing will discuss how to navigate the TSLA’s records to research Nashville history, and to locate information about your own Nashville ancestors.

The workshop will be held from 9:30 a.m. until 11 a.m. March 28 at TSLA's building just west of the State Capitol building in downtown Nashville.

Ewing is a ninth generation Nashvillian, lawyer and historian. He has been researching Nashville and his family at the Tennessee State Library and Archives for 20 years. He has previously served on the Metro Historical Commission, and the board of The Hermitage and Travellers Rest. He is a founding member of the TSLA Friends. His Facebook page "The Nashville I Wish I Knew" was selected in 2013 as the best Facebook website by the Nashville Scene's Best of Readers and Editors poll.

Those wishing to attend this workshop must contact TSLA to make a reservation as the number of seats is limited. Parking is available in the front, on the side, and in back of the Library and Archives building. Patrons can register by telephone by calling (615) 741-2764, or by e-mail at: workshop.tsla@tn.gov. For more information contact:

TSLA PUBLIC SERVICES

403 SEVENTH AVENUE NORTH

Nashville, TN 37243

Phone: (615) 741-2764 | Fax: (615) 253-6471

Email: workshop.tsla@tn.gov 

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