sedona legend helen frye

Burdett Airport
School of Aviation

Western Avenue and 104th Street Los Angeles, California

a Burdett Fuller - Jack Frye Ownership and Operation

Said to be the FIRST private airport in the Western United States

The "Glory Days" of West Coast Aviation

Home of the 13 Black Cats
early Hollywood aerial stunt team

Sedona Legend Historical Profile

The following pages are dedicated to Joseph "June" (junior) S. Smith Jr.

Jack Frye and June Smith at Burdett Airport 1924

This historic web display would not be possible but for the generous contributions of Denis Smith who desired to share with this electronic portal his rich archive of historic memorabilia. The vintage aviation images on the following pages are remnants of his Uncle June's aviation career, displayed on the Sedona Legend Website with historic captions. Smith was one of the earliest California - Arizona aviators and a flying associate of Jack Frye and the early aviators of Burdett Airfield.

The beginning of Los Angeles Air History!

On this page you will find a unique window into the Burdett Airport operation, found no where else in the world. Photos and clippings- most previously lost, having never been seen by the public up until now. Displayed for the sole purpose of bringing to life the glorious beginnings of west coast aviation. Often I am offered such historic materials, however, many times these materials are offered with uncomfortable strings. Refreshingly the Smith archive has been offered just to get it "out there" with no shading or agenda. The pages are oriented around Jack Frye's association with Burdett Airport, as before he came on the scene in 1923, Burdett Field was just another dusty Los Angeles landing strip. Although Burdett Fuller founded the airfield, I daresay, he himself would feel Jack Frye was the one who launched it to stellar heights. Burdett brought Jack on board as a partner because he recognized an aviation power-house. Their close friendship is legendary, their aviation school was the best on the west coast! With great men there often comes great change, men with vision charisma and perseverance are the ones that alter our world. Burdett Airport is remembered as a shining example of all things great about the west coast's immersion into an exciting new world of aviation. Because of this association the memory of this flight operation has reached great historic heights in the collective aviation memory. Jack Frye was the hub at which this wheel of accomplishment spun. Not only did the experience enable him to branch into numerous related ventures and associations, but in time he became the most valuable founding force of Transcontinental and Western Air. Great men gravitated toward him and monumental milestones were accomplished. With the essence of a true visionary and entrepreneur, Jack Frye affected the lives of millions of people. Yet in barely 50 years, he was gone from our planet. Thankfully though his legacy will continue for an eternity. June Smith was a close friend of Jack Frye and Burdett Fuller.

Young Spunky Pilot Makes the Grade
A photographic mission over a busted dam and a series of entrancing stunts help make a flyer's future secure.

Written By Gerry Casey
Private Pilot, October 1983

Something just wasn't right that spring day in 1928. The weatherman had forecast a storm, which is just what everyone didn't want. In California's San Francisquito Canyon, a storm would not be welcome as the two-year-old St. Francis dam was already leaking badly. Two minutes before midnight, catastrophe struck. With an explosive roar, the dam collapsed, sending more than 12 billion gallons of water racing toward the sea some 44 miles away.

Four hundred and twenty people perished in the flood waters. In nearby Los Angeles, a 22 year old pilot who had considerable flying skill had just hung up the phone after completing a deal with a news photographer for a picture-taking mission of the dam, as soon as the sun had risen.

The morning after the break, the sky exhibited a pallor that showed the forecast storm had skidded past the Los Angeles area. In its wake only a only a strong northwest wind remained. The pilot and the newsman boarded the new Long Wing Eaglerock Biplane-the pilot's demonstrator. When the photographer asked for an "overview" of the dam, the pilot easily took the silver and blue biplane 12,000 feet. In contrast, when the man asked him to fly slowly so he could "get good resolution shots" of the dam's remains, the flyer flew the Eagle Rock at airspeeds below 35 mph.

But there was something else important for the flyer to accomplish that day. He'd invited prospective Eaglerock purchasers to witness a flight demonstration at his Western Avenue, Los Angeles, Aero Corporation of California Airport. Notwithstanding the pompous name, the airfield was similar to many others in that day; small with rutted runways and a few dilapidated buildings serving as an office, shop and hangars.

Though his photographic mission seemed a success, the pilot's heart sank as he approached his airport and saw the small cluster of prospective customers waiting below. He was late. He had better do something to make a good sales impression lest his future profits turn to dust.

Approaching the airport from the west, he flew downwind and crossed the landing area. As my father and I watched, we saw the Eaglerock make a steep climbing into the strong headwind, resembling a ballet dancer doing a pirouette.

Into the wind the silver-winged biplane flew--slower and slower. Then, to everyone's consternation, the forward speed of the airplane came to a stop; and gasps rushed through the crowd! "Damn fool! He's gonna stall it," someone shouted. But there was more to come.

As we watched, we saw the nose creep even higher, and heard the 90-horsepower OX-5 increase its revs. My father shook his head, convinced that the plane would shortly tailspin to earth. But then unbelievable became the unacceptable. "He's backing up"! This young aviator not only his plane and what it was capable of but was well-versed and practiced in the art and technique of "flying behind the power curve". When the airplane had drifted to the exact point of an approach in the hard wind, he dropped the nose. In moments, its wheels touched the ground so gently they would not have torn a cigarette paper underneath them. As he stopped before us, he thanked the news photographer, and turned to his entranced audience.
"Twenty-five hundred dollars, gentleman. And you can buy it from me on credit"! Total Confidence!

Indeed, several sales were made on the spot. He was a smart business man too, it appeared. My father reached for his checkbook. This young man sold his puny Standard Airlines and himself to the budding Western Air Express. In 1931, this firm merged with "TAT" to become "TWA". Still not yet 30, he became TWA's president, a position he used to stimulate the designs of the Douglas DC-1 and the DC-2 luxury airliners. That pilot- who eventually went on to bigger and better things in aviation was Jack Frye.

This story was submitted to me by Jack Frye's sister Sunny Frye Thomas who still lives in California at the age of 97. Sunny lived with Jack and his wife Debbie in Los Angeles from 1922 on. Sunny was there when Jack became a pilot, bought a half interest in Burdett Field and realized a dream: starting Aero Corporation of California, as President. Sunny spent many a day with the "Flyer's of Burdett Field"! One happy memory Jack's sister recalls with a smile, "was flying as passenger with pilots who would swoop their planes through local haystacks". With a twinkle in her eye she related, "I still can't believe I ever participated in such risky stunts. If Jack had been privy to it, well, I would have been grounded for sure"! Please see this new page, "A Frye Family Aviation Legacy".

An Air Trip Through the Imperial Valley

Written by F.E. Samuels, Correspondent for Aero Digest.
The Alexander Aircrafter
November Issue, 1926

Through the courtesy of Aero Corporation of California, I was invited to make a trip into the Imperial Valley, stopping in the towns wherever there was a landing field, both coming and going, to demonstrate the maneuverability, stability, and pay-load carrying capacity of the "Eaglerock" plane, for which Aero Corp. of California is the Southern California and Arizona distributors.

Seeing an opportunity to get in touch with the news dealers who handle "Aero-Digest" in towns to be visited, and also an opportunity to call on the different air fields, too far away to reach by my car, I accepted the invitation. Perhaps my longing to take a long trip in the little ship that won the light H.P. motor race in the Commemoration Meet from Clover Field, Santa Monica, Sunday, September 26, had something to do with my accepting.

At ten a.m. Monday, October 4, we were ready to take off from the Aero Corporation field on Western Avenue. When I saw the load the little ship was about to carry, I had some misgivings, knowing the country we were about to cross. There was Jack Frye, our pilot, weighing 160 lbs., Walter A. Hamilton, the chief mechanic of the Corporation, who weighs exactly 235 lbs., who was to share the front cock-pit with me, at 155 lbs., and with us we had a suitcase, a large box of literature and a number of rocker arms, for which the corporation has the agency, weighing about 75 lbs., making a total of 625 pounds.

A few minutes after ten we took off, and that is just what I mean. No slow, overloaded take-off, but a snappy short taxi and right up in the air, two thousand feet in less than five minutes. Over the towns of Long Beach, Pines Pass, and into San Diego, landing on the Ryan Airlines field, just 90 minutes from our start, 130 miles.

Mr. Claude Ryan took us on a tour inspection through the new plant of the Ryan M 2, where we saw six new monoplanes under different stages of construction.

Back to the field, where we demonstrated the little ship to a number of prospects, which held us until it was too late to start across the mountains, so we decided to spend the night in San Diego.

We tried to get an early start Tuesday morning, but on arriving at the field, about 8:30 a.m. we met two out of town prospects, who had been waiting for us, who wanted demonstrations. This held us until nearly 11 a.m. before we got away. Then a steady climb of over 9,000 feet through the mountains to get over the hump. Then a slow drop down the mountains and across the desert, into the little town of Imperial, 120 miles in exactly 85 minutes.

We visited El Centro, and Calexico and kept the little ship busy demonstrating until almost dark, when naturally, I crossed the border, leaving the boys in America or the UNITED STATES. The border gate closing at 9 p.m.

I was obliged to take my foot off the rail and get out, taking a bus to Imperial, where we stayed that night.

Wednesday morning we made another try for an early start, but on arriving at the Imperial Airport, at 7 a.m., we demonstrated the little ship until nearly 10 o'clock, when we took off.

We flew over the beautiful and seemingly boundless farms of the Imperial Valley, headed for the Salton Sea, more than 100 feet below sea level. Just before reaching the Salton Sea, we passed over the gun clubs, duck farms, where in season gunners from all over this section of the country gather to bag the limit. We passed great flocks of wild geese flying in V formation.

Reaching the edge of the Salton Sea, we flew the entire length of this inland salt lake, 40 miles, just above the centre all the way. Gaining altitude until when we entered San Gorgonio Pass, we had about 4,000 feet, then a stiff climb to the over 9,000 feet, crossing Mt. Jacinto at its highest peak, instead of following the Pass, thereby cutting off considerable mileage to Riverside, our next stop, which we reached in just 1 hour and 40 minutes. About 160 miles. Here we demonstrated to a number of prospects and started to Los Angeles, about 65 miles, which we flew in 45 minutes, arriving at the Aero Corp. field at a little after one o'clock.

At San Diego we had a bad spark plug, and put in a new set, outside of that we made the entire trip without a miss in the motor and without a particle of trouble of any kind.

A pilot like Jack Frye, and a chief like Ham, surely guarantees the "Eaglerock" motto:
"SAFETY FIRST"! (This article appears courtesy of Ruth Richter Holden).

Aero Corporation of California President-
Entered Aviation Via the Barnstorm Route

Jack Frye, President Aero Corporation of California, and Director in Charge Operations Western Air Express

By Fred L. Hattoom
Special Writer- 1930

The fact that aviation is a young man's game and it can be entered successfully without the cracking of a fortune, is exemplified in the case of Jack Frye. It is one that is an inspiration, and lends enthusiasm to any young man seriously aviation as a life's work. Jack Frye, president of the Aero Corporation of California, and director in charge of Western Air Express operations, was born in Sweetwater, Oklahoma on March 18th, 1904. He was born and raised on a ranch and received his primary education at a country school, which boasted an enrollment of 8 pupils, including Jack and his brother Don. At the age of 17, he joined the Army Engineering Corps, and spent a full year in acquiring the art of ditch digging, instead of engineering. In the meantime, Jack had heard that conditions and opportunities were good in California, and at the age of 20, he arrived in Los Angeles.

His first job was washing dishes at a restaurant across the street from the Garland Building, little dreaming that nine years later, and while still in his twenties, he would occupy a suite of palatial offices in that same building. Following the restaurant job, he sold newspapers and jerked sodas, and spent his entire spare time furthering his education. Western Avenue in Los Angeles was becoming known as "Flyer's Row" because of the many barnstormers who had occupied adjoining fields, with such proximity that the borders almost overlapped. Jenny after Jenny, separated now and again by a Canuck, or a homemade crate, each owned and flown by different individuals representing one man companies, endeavoring to educate the public and to establish commercial aviation. A visit to one of these fields, and a talk by one of the pilots, followed by a short hop, during which the pilot left the stick and the pedals connected, resulted in Jack's flight instruction. On a salary of $25.00 per week, Jack religiously invested $10.00 dollars of this amount on flight instruction.

The school of which he learned boasted all of two Jennies, and after which Jack had saved $350.00, he bought a half interest in one of these planes. Later he paid out the balance, making him the sole owner of the plane and a partner in the business. Soon after words he was joined by Paul Richter Jr., and Walter A. Hamilton, who united efforts with Jack, and are today officials of Aero Corporation of California. With an early combination of these three men, each accomplished in his respected capacity, the Aero Corporation of California was formed with Mr. Frye as the first president. He still holds this position and has been a leading figure in the development of aviation activity in the Southwest, as well as directing his own company to its present enviable position in the industry. Standard Airlines Incorporated, now a division of Western Air Express; Standard Flying Schools; sales representatives of planes, including the exclusive West Coast distributors for all model Fokker planes; and large completely equipped airplane and engineering shops, offering authorized factory service and parts sales on Pratt & Whitney, Kinner and other makes of engines, are a development of the Aero Corporation of California, brought into operation of these three men from the humble start.

With the merger of Aero Corporation of California, and Western Air Express on March 15th, Jack Frye became a director in charge of operations of the latter company, operators of passenger and mail routes, from Los Angeles-Salt Lake City, San Francisco to Dallas, and Kansas City, from Cheyenne- Pueblo, Amarillo-Dallas, and Los Angeles-Long Beach daily.

From washing dishes in a restaurant, to the president of a large and prosperous organization in nine short years, is quite an achievement, and Jack Frye may well be proud of his accomplishments in aviation. (The above article is from the collection of Sunny Frye Thomas, and Ruth Richter Holden.)

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A majority of the materials on this webpage were graciously submitted by Denis Smith, nephew of Joseph "June" Smith. Please click on the above logo for the Smith Website.
Additional information and files came from the Sedona Legend Research Achive.

a Jack Frye

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