Most of this information was obtained from FAA records.

• The first document in the FAA file is the "Operation Inspection Report". According to Inspector J. E. Boudwind Jr., dated August 24, 1934, the total time was 30 min. The report indicates that this aircraft had 30 lbs of radio equipment, 20 lbs of shielding, 20 lbs for an extra fuselage fuel tank and pump. There was also 10 lbs of extra instruments. The original engine was a 225 hp Jacobs L-4 serial number 469. The prop was a wood Hartzell model 707. The empty weight was 1800 lbs with a gross weight of 3063 lbs. This gives a payload of 635 lbs with all three tanks full; a combined capacity of 70 gals. The oil capacity was 5 gals and there was a 36 lb battery included. I think it is strange to list the battery as extra equipment on an aircraft with only battery ignition! This aircraft was sold before the A.T.C. (Approved Type Certificate) number was issued. This situation would be repeated many years later when the first Bonanzas would be sold before their A.T.C. numbers were issued.

• On September 10, 1934, it was sold to Standard Oil Company of New Jersey (STANAVO). In a letter dated January 2, 1935, from the Chief of Registration section stating that the annual license was not being issued because they did not know what kind of control column it had; a "throwover" or a "T". Sounds like the CAA was even more anal than the FAA. A letter from STANAVO cleared up this problem; it had the throwover type. In an interesting note, the chief pilot was E.E. Aldrin, Buzz Aldrin's father.

• A letter dated February 5 1935, states that the aircraft was damaged on January 22, 1935. The pilot was Fred N. MacPhaul. The damage included: prop, cowling, top of rudder, some ribs in left aileron, and two upper fuselage members above the pilot. All subsequent repairs were made.

• A letter from the CAA dated February 4, 1935, states that the insulating material forward of the first fuselage bulkhead must be removed. This had to be done to all B17L up to, and including, serial number 21. The material could be replaced with asbestos.

• In a letter dated February 5, 1935, from E.E. Aldrin to the Bureau of Air Commerce, informs them that the A.T.C. number has been issued (December 4, 1934), it is A.T.C #560.

• The Operation Inspection Report dated September 6, 1935, gives the total time as 250 hrs. The prop serial number is 14927.

• Nov 8, 1935, sold to Standard Oil Development Company

• The Operation Inspection Report dated March 13, 1936, gives the total time as 337 hrs. The prop serial number is 15559. The report states that the engine mount, prop, windshield are new and the rudder has been repaired.

• A letter dated April 7, 1935, states that it has been involved in a collision, March 25, 1936, on the ground with NC14046, a YKC WACO.

• The Operation Inspection Report dated April 10, 1936, gives the total time as 345 hrs. The prop serial number is 14927 (this is a mistake in the paper work, they broke this one last year). The report states that the prop, windshield, and left lower wing are new and the fuselage has been repaired.

• On June 11, 1937, the plane was sold to Island Airport Inc, Knoxville, TN and owned by Tom O. Kesterson, L. H. French, and R. C. Jamison. The Aircraft Inspection Report dated August, 31, 1937, gives the total time as 632, with 408 hrs since engine overhaul. It list the tires as 24" Streamlines. The prop serial number is 15741. Application for renewal, dated 9/22/38. Total time: 700 hrs. Time since engine overhaul: 114 hrs. Prop serial number: 15741.

• This Staggerwing was flipped over at the new Knoxville Airport. The pilot was Tom O. Kesterson. Date of accident was April 13, 1939, (this was a Thursday).

• In 2001, I called Charlie Hickman who flew this Staggerwing when it was owned by Island Airport. He said that Tom Kesterson landed with the Johnson bar brake pulled back instead of the flap. Both the flap and the brake handles look the same; the flap is on the left and the brake is on the right. Also, the new airport had paved runways, and the pilot was used to grass. Charlie said the streamline tires were prone to ground loop. He thinks it had the fake wood grain panel.

  When I called Mr Hickman he was working in a hardware store (Mr C's Hardware) in Hurst TX. He has had an interesting aviation career. Before the war Charlie could not sign up with the Air Corp, so he joined up with the British. He took training in AT-17s (Cessna UC-78 or T-50) and AT-20s (Canadian-built Avro Anson Mk II). During the war he flew Hawker Hurricanes and P-39s in Europe and North Africa. He help build a two place Hurricane.

• A Repair and Alteration Form dated November, 10, 1939, gives details of the repair of one of the I struts by the manufacturer.

• In an Airworthiness Maintenance Bulletin (predecessor of AD) #26, dated June 10, 1940, restrictions were placed on Staggerwings due to aileron flutter problems. The restrictions are: (1) Never exceed 160 mph indicated airspeed at any time; (2) Reduce to 140 in rough air; and (3) instrument flight prohibited. A telegram stating such restrictions was sent to all owners.

• Airworthiness Maintenance Bulletin, #35, Sept 26, 1940. This bulletin describes modifications to Staggerwings to rescind the restrictions in bulletin #29. On B17s & C17s, balance the ailerons, increase gross weight by 15 lbs was allowed, reduce "never exceed speed" from 241 mph to 225 mph. On E17s and F17s, balance the aileron and add plywood panels to outboard portion of wings. On D17 aircraft, balance the ailerons, add plywood panels to outboard portion of wings, some changes in CG limits, and reduce "never exceed speed" from 256 mph to 240 mph.

• According to Charlie Hickman, the repairs to comply with Bulletin, #35 were done when the aircraft was repaired after the accident of April 13, 1939.

• Repair & Alteration form, dated February 17, 1941, describes the above modifications.

• Repair and Alteration form, dated January 20, 1942, repairs stabilizer.

• Repair and Alteration form, dated January 22, 1943, describes some fuselage repair, new engine mount, I strut repaired at factory, service bulletin #76 complied with, new windshield, and cowling repairs. Also, the wood prop was replaced with a Hamilton Standard steel prop Hub design #5131-G serial number 19602, blades 5B1-6 serial number 20783 & 20784. A major overhaul was done on the Jacobs.

• Aircraft Inspection Report, dated January 22, 1943, states repairs were made.

• Jan 23, 1943, sold to Joel H. Prescott Jr, Grosse Pointe, MI.

• Repair & Alteration form, dated April 17, 1943, removed old radios and installed new and different radio models with trailing wire antenna.

• March 1943, Joel H. Prescott Jr sales the Staggerwing to Frank Hasson Jr. for $3750.

• April 1943, Frank Hasson Jr. of Ypsilanti MO wrote a bad check for down payment, and flew the Staggerwing to St. Louis.

• March 1943, Frank Hasson Jr. sold the Staggerwing to American Eastern Corporation.

• September 1943, application to War Production Board, Application for Specific Transaction of Restricted Commodities, for sale to George Menos, St Louis MO, signed by power of attorney of Frank Hasson Jr.

• January 1944, Frank Hasson Jr. sold it to George Menos, St Louis MO

• February 1944, Joel H. Prescott Jr files a law suit against Joel H. Prescott Jr for $5000, awarded $3500.

• February 1944, State of Michigan seizes the Staggerwing.

• November 1944, Joel H. Prescott Jr get the Staggerwing in a State of Michigan auction for $75.00.

• February 27, 1945, Joel H. Prescott Jr sells to J. W. Slager Toledo, OH

• November 3, 1945, sold to Lloyd Puse of Millbury, OH for $4000. 337 Form, dated 8/1/1949, installed flairs, changed voltage from 12 to 24, added Mazda 600 watt landing light, installed Leech-Nevelle generator, installed an Eclipse starter, model J1, installed a Bendex-Scintilla, mag, model WL-7A-15.

• Form 337 dated May 8, 1945, after another nose-over. Removed all old fabric and recovered. Numerous rib repairs were made under 337, dated September 19, 1945.

• Form 337, dated September 27, 1950, describes the new engine installation (Jacobs L4-MB, serial number 4242). Application for Airworthiness Certificate (Experimental), dated October 25, 1950 for the purpose of testing revised engine installation preparatory to approval. The duration of this experimental classification was for one month.

• Application for Airworthiness Certificate (Experimental) dated July 2, 1951, for the purpose of testing revised engine installation preparatory to approval. Yet another was issued for October 2, 1951.

• On October 15, 1951, Mr. Puse files for a standard airworthiness certificate, which was granted.

• October 15, 1951, sold to James Dunn of Tiffin, OH

• Aircraft Inspection Report, dated March 15, 1954. Total time: 723 hrs, total engine time: 33 hrs.

• Form 337 dated April 29, 1953, removed old Harvey Wells radio and trailing wire antenna.

• June 14, 1953, sold to John C Simpier, Everett, WA.

• Form 337 dated November 24, 1953, replaced rear spar in lower left wing, and made numerous minor wing repairs. Repaired lower left aileron spar.

• Aircraft Inspection Report, dated April 21, 1954. Total time: 800 hrs, total engine time: 105 hrs.

• March 28, 1955, John C Simpier, now in El Paso TX., sells to Ralton L. Schmidt, Silsbee TX. Ralton L. Schmidt, registered it in Everett, WA

• April 6, 1956, Ralton L. Schmidt sells it back to John C Simpier, Everett, WA.

• Form 337 dated July 24, 1956, repaired left upper wing tip, repair left lower wing tip, repaired left aileron, and repaired trailing edge on right upper wing.

• Aircraft Inspection Report, July 24, 1956, Total time: 830 hrs; total engine time: 135 hrs.

• July 29, 1957, sold to Robert Carlson, Arlington, WA

• December 1, 1958, sold to Rembert Fessenden, Everett, WA.

• Form 337 dated June 2, 1959, recovered left lower wing.

• August 7, 1959, sold to Robert D. Green, Tacoma, WA.

• Form 337 dated May 21, 1961, repaired rear spar and right lower wing.

• September 22, 1960, sold to David L. Seiler, Vancouver, WA.

• Form 337 dated June 22, 1964, recovered both ailerons.

• In Oct. 2005 I called David L. Seiler. He said it was a great flying aircraft, and had no problem with landing and the Johnson bar breaks. He sold it to a Larry Schulz of Pacifica CA. Larry died following an accident involving clean car parts with gasoline in garage with a gas hot water heated. Larry only had a student permit, but also flew a T-28. David had to make a new bill of sales so the aircraft could be sold by Larry's estate. There is no record of Larry owing the aircraft in the FAA records. He probably never registrar the aircraft.

• February 14, 1967, sold to William P. Six and Joseph H. Morgan, Riverside CA

• November 7 1992, sold to Sam Johnson

• June 9, 2001, sold to Dan Shumaker, Livermore,CA