We finally agreed a date for my flight and on a beautiful Sunday morning, the 1st July 1979, I arrived at Creve Coeur (Broken Heart) Airport just ahead of Bob at about 07:45. The weather was already warming up and several other owners arrived and exchanged “Hi theres”, with Bob making the introductions. The Duty Manager, who was meant to open shop at 08:00, was finally roused after some frantic phone calls and with the humidity already starting to build the day got underway at 9 o`clock.
    We did the Beech pre-flight preps. in the hangar :installing the battery, checking the free movement of the flying control surfaces, checking the engine oil level and taking a fuel sample to ensure no contamination. Next the drip tray and chocks were removed and we were ready to push her into the sunshine, firstly across a small concrete apron and then onto the grass paddock before facing her into the breeze. Our efforts had us perspiring freely in the hot and humid air but a perfect flying day awaited.
Next the prop was turned over to clear oil from the bottom cylinders and then, with me briefed on fire extinguisher duty, Bob took his place at the controls and we were ready to start-up. The starter button was pushed and eager for action the engine `caught `first time and clattered rhythmically into its stride. I joined Bob in the right-hand seat and savoured the smell of wood and leather and the sound of this uniquely beautiful aircraft.
    The circuit was quiet and we taxied comfortably along the grass runway, as if in a Cadillac, to the downwind end and turned and lined up. Bob ran the power checks and with all well we began the take-off roll with the maize crop to each side of the strip moving ever faster past the wingtips. At 40kt and with the tail already up, the ASI twitched into life and at 85kt we lifted off and climbed out over the Cottonwood trees lining the Missouri River. A loud ratchetting noise accompanied the retracting of the undercarriage as it was powered by an electric motor with a bicycle chain drive and then, with ’two greens’ indicated, the engine power was eased back and we settled at 120kts and 2000 feet.
    Built as a performance cruiser the Staggerwing will cruise at 180kts without difficulty but as Bob says, “when you joy ride, why waste gas?” It was a good point as the USA was in the midst of the fuel crisis that gripped Jimmy Carter`s Presidency and a nationwide highway speed limit of 55 mph had been imposed, so it seemed to be the right thing to say. The next 55 minutes were absolutely brilliant and, as we followed the Missouri River west towards Jefferson City, we were experiencing this classic machine as the early aviators had, and although a `tad` noisy it was comfortable and sort of homely and, when I took a turn at the controls to see for myself, it was perfectly well behaved. We returned to the Creve Coeur grass strip and taxied up to the fuel pump having used just over 20 US gallons, and once topped-up and with the oil mist wiped clean, the staggerwing was rolled back into the hangar and everything secured until next time.
    Bob will be doing this on many more fine Sunday mornings but for me it will be one flight that will live long in my memory.
    NB: The article was penned in the summer of 1979 in response to the Editor of the Guild of Aviation Artists seeking contributions for the Newsletter from the membership. Where have I heard that before?!
    Editor’s note. At Popham after a little micro-lighting I also happened upon an immaculate Staggerwing in a spotless hangar in the company of a similar vintage large Cessna 165. The Staggerwing owner, pottering with his pride and joy, invited me to enter by the car-type door and sit inside. It was a revelation being beautifully finished with leather seats, wooden trim and neat carpets, just like an expensive car. (the Cessna was similarly furnished). In 1937 even wealthy private owners in the UK were being offered charming but relatively basic aeroplanes by de Havilland, Miles and Percival.