Yes, you read that title correctly. I recently discovered photographs of my father with two other men standing before a Cessna T50 after a pheasant hunting trip. At least 12 birds are hanging from both propellers, so it was a very successful day, not including the few hanging from the center airspeed indicator!
Tony Riccio (left), other two men unknown.
I don’t recall Tony being a hunter when I was growing up, but this photo dates back to the late 1940s or early 1950s, and he was a much younger man. The group had a great time, from the smiles on their faces!
1947 Cessna T50 after a Pheasant Hunting Trip.
Unknown men, but very happy with their Pheasants!
So let’s stop and examine these photos. How did Tony land, or more importantly, take off a Cessna T50 in a grass field? The aircraft frame is light due to the steel tubing, wooden stringers, and fabric covering, which allows for slow operational speeds, but it’s not a bush plane. Am I correct, and would you admit to a similar experience? Leave a comment, and I would love to hear your story!
Tony (left), unknown photographer (center), unknown man (right)
But then again, it’s my father piloting this T50, and I’m sure he was out to impress these gentlemen and the poor photographer. So did he need a new set of trousers when they returned to the Air-Park? Unfortunately, there aren’t any photos stating such, and I wonder if he regretted taking the assignment.
Tony Riccio (left), other two men unknown.
Buffalo Air-Park owned this 1947 Cessna T50 with a serial number of 6652, and Tony was very proud to park it in a tie-down spot next to the office where everyone driving by could see it’s a beauty!
Tony Riccio (right), another unknown man.
The twin radial engines provide the necessary power of 245 HP each that rotates the variable-pitched propellers. The earlier models had fixed-pitched props. The cabin will occupy five, with a small cargo area in the tail section. Plenty of room for Tony, his two mates, a photographer, and their gear. Plus, the pheasants from that day’s adventure.
I love the nostalgic feeling when looking at these old photographs and thinking of a time so different from our current surroundings. Of course, it would be fascinating to experience the past personally, but that’s just smoke and mirrors, and I can only use my imagination. Or better yet, maybe share your “Time Traveling Device,” and we’ll go back together. I’ll even offer to buy us lunch!
Tony (center), two other men, unknown.
I hope you enjoyed these photos. Take care, my friends, and I’ll see you in the next post!
With the holiday season hastily approaching and little time remaining to complete our gift shopping, some of us decide to partake in the shopping mall experience for convenience. So naturally, I try to avoid the malls due to the sheer conglomerate of people hustling and bustling to complete their lists. Sure, it’s nice to have unlimited options, both in consumables and edibles, but I’ll save this for a “last resort.” Although, I do fancy a warm cinnamon roll or hot pretzel while shopping!
Have you ever stopped to think about what businesses will do to get our attention with hopes that we will divulge in shopping at their stores? It’s the time of year when the retail sector needs to make a profit, and they will do anything to grab our attention! My next story, although not during the holiday season, is still a marketing campaign that involved my father, Tony, a Cessna 150, and the old Sattler’s “998” store at the Boulevard Mall in Amherst NY.
Tony checking the propeller before flight.
I don’t know if Sattlers contacted Tony with the idea or the other way around, but it was a brilliant pitch and a perfect pairing! The idea is to land a small private airplane in the mall’s parking lot, dissemble the wings to maneuver it inside, and then reassemble the plane for the presentation. Afterward, the process repeats itself, and Tony successfully takes off from the same parking lot headed back to Buffalo Air-Park.
Here, Tony is checking the fuel.
Although I only have five photographs from the event without any dates, it was in the late 1960s, to the best of my belief. A 1965 Cessna 150F, N8179S, is used, and it astonishes me that Tony can pull this off! Can you imagine getting ATC clearance now for this stunt? You may get a visit from the FAA with a lot of questions. It’s funny how times have changed!
Tony in the pilot’s seat with the door open. Unknown co-pilot & person outside.
Tony going through the preflight checklist. Everything looks good!
I checked the registration number of that 150F, click here, and the airplane is still active! That’s very interesting, and I would like to know if the owner knows the history!
Tony is taxing to the opposite end of the parking lot for a clear takeoff.
Also, here’s a link to the history of Sattlers written by forgottenbuffalo.com, and check out their short video on YouTube below!
Leave a comment if you have more to share, and I hope you enjoyed this short story! Happy holidays, and see you in the post!
The loveable amphibian. This modified aircraft design opens our travel by flight, with many more options to safely land our beloved companion. For example, we can choose a traditional paved runway or feel adventurous and choose an exciting water landing! Let’s be honest. The latter is why we are so fond of the amphibian!
Reading my friend Ron’s latest monthly issue of WNY AeroMail reminded me of this project that I started and set to the side. I’ve been organizing my father’s photos and started working on identifying an unfamiliar plane, to me, in the amphibian group.
At the time, I must have spent at least 3 hours trying to identify a photo from the 1940s with two amphibians. I finally spotted the aircraft in an old magazine advertisement and felt relieved from my accomplishment. On the same day, my brother Doug visited to see what I was doing. He instantly recognized the photo and said, hey, that’s a Grumman G-44 Widgeon! I should have called him earlier.
Two Grumman G-44’s parked on the grass next to the Quonset Hangar at BAP, 1943
Using the giant eight-seat commercial G-21 Goose as a design reference, Grumman engineers designed a more petite five-seat cabin amphibian, The G-44, in 1940. The G-44 received its FAA-type certificate on April 5, 1941, and became a service aircraft for the US Coast Guard as the J4F-1 later that year. Twin Ranger engines rated at 200HP provide the power of spinning wooden fixed-pitched propellors.
Notice the fuel pump to the right of the G-44. That was the second location before Tony installed the island with two pumps in the center of the tarmac.
The US Navy receives the J4F-2 in the following year, 1942. Unfortunately, I could not locate any upgrades to the J4F-2, but I’m sure there are. In 1946, the G-44A debuted with significant improvements, including a more profound bow, step vents, and upgraded mechanical equipment.
I love the lines of a G-44! (Unknown pilot and bystander)
Now, here’s where things become a bit intertwined regarding the development of the following two amphibians that my father operated at Buffalo Air-Park and Pompano Airport in Florida. I have yet to discuss Tony’s involvement with Pompano, but from what I have so far, it was a failed part of ownership that resulted in financial loss and emotional stress upon my father. He was also struggling with health issues, which sometimes clouded his judgment. I’ll touch more on Pompano when I have the facts together in a future article.
Notice the fuel pumps are now located in the island to the left of the Lake LA-4, 1968
N2019L. A 1967 blue and white Lake LA-4, serial number 353, was parked on the tarmac at BAP, waiting for the next rental or Tony to jump in and give a scenic ride to Lake Erie. This Lake is a four-seat amphibian powered by a single 180HP Lycoming engine. Here’s an interesting fact. The engineers at Lake designed the LA-4 from the Colonial C-2 Skimmer IV with a few modifications. As a result, the LA-4 has an increased wingspan and length over the C-2 and is 50 lbs heavier, weighing 2400 lbs.
Look closely at the Cessna 172 on the far left. That’s N5394R, and I believe that it was damaged in the hangar collapse of 1977.
Tony Riccio, middle, other two men unknown
My favorite is the orange and white 1970 Teal TSC-1A, designed and built by David Thurston of the Thurston Aircraft Corporation! I am fond of this amphibian because of my time with my father when he took me for “joy” rides. I say joy loosely because I was terrified the first time we landed in a small lake in Florida. The landing was OK, but he opened the canopy and asked me to splash my hand into the water after he shut down the engine. What, are you kidding me? I was only 4 or 5 at the time, and my adolescent brain thought we were sinking because of how the plane settles into the water when floating.
Teal TSC-1A
I remember the look on his face when I started to cry. At first, he smiled as if he didn’t understand the problem, but then he realized I was freaking out. So he tried to calm me by explaining how an amphibian works and that it would be alright. No luck. I wasn’t having any part of it, and his only option was to close the canopy, start the engine, and take off. As soon as I felt the airplane start to lift out of the water, I stopped crying, calmed down, and enjoyed the flight back to the airport.
Teal TSC-1A on the beach. Can I get a push?
We spent more time together in that Teal, and I became acclimated to the amphibian over time. We even brought two fishing poles on one occasion but didn’t catch anything. It could be more comfortable to cast a line without limiting a small area to work. Your only option is straight out either side, being careful not to hit the wing. I miss that Teal with its big black cushiony nose and, most importantly, our adventures!
Look at how close you can get to shore in that Teal!
N2003T was unique. This particular amphibian has a serial number of 3 out of the 15 built. I’d like to know how Tony acquired the third one off the assembly line, but he did have many connections due to his employment with Republic.
A nice shot of the Teal taking off from the water.
The Teal’s design comes from Mr. Thurston’s prototype, the TSC-1 T-Boat, which incorporates a boat hull without any landing gear. Later refinements of adding a retractable landing gear resulted in the first flight of N1968T in June 1968. During the test flight, the engineers thought adding a dorsal fin would improve longitudinal stability. Also, a single fuel tank located in the hull would be beneficial. As a result, the FAA issued a type certificate on August 28, 1969.
Now back to David B. Thurston. I won’t go into much detail on David, but I will discuss a rough timeline with his involvement regarding the C-2 Skimmer and the Teal. Many websites go into great detail about Mr. Thurston, and I found Steinar Saevdal’s article about Mr. Thurston interesting. Here’s a link to Mr. Saevdal’s website, SeaBee.info, and I highly recommend checking out his site! His home page is titled “Steinar’s Hangar,” where he features many other topics, including the Republic Seabee, the Trident Trigull, and the aircraft of Norway.
Grumman Aircraft Engineering Corporation of Bethpage, Long Island, NY, hired David Thurston in 1940 as a design engineer. David is involved with many projects throughout his career with Grumman but realizes that he must work full-time on the amphibian project he started in 1946. So he resigned in January 1955 to form the Colonial Aircraft Corporation with former classmate & engineer at Republic, Herbert P. Lindblad.
After the formation of Colonial Aircraft in Huntington Station, NY, the two men move the entire operation to Sanford, Maine, where they start the manufacturing and marketing the C-1 Skimmer. After nine years of development, the C-1 received an FAA-type certificate on September 19, 1955.
The C-1 needed improvements; thus, the C-2 Skimmer IV is Colonial’s next and final amphibian. The C-2 was certified on December 24, 1957, and what a wonderful holiday gift! But, unfortunately, it was short-lived, and Mr. Thurston sold the company to Jack Strayer in 1959. Jack developed the C-2 into the prototype of the soon-to-be Lake LA-4 and an unsuccessful business plan for Lake Aircraft.
Unfortunately, due to slow sales and the lack of interest in the LA-4, Mr. Strayer sold the manufacturing rights to John Dalton in 1962, where he formed the Consolidated Aeronautics Corporation. But, too, he finds it challenging to acquire funding for production and sells all the rights to Herbert P. Lindblad and Merlin L. Alson, where they successfully form the Lake Aircraft Corporation.
Did you see what just happened? Mr. Lindblad purchased back the rights to the LA-4, technically the C-2, that he co-founded when he and David Thurston first formed the Colonial Aircraft Corporation after David sold it out from under him in 1959. I’m going out on a limb here, but maybe the two men had a falling out, and that is the reason for the desolvation of Colonial. Just a thought.
What happened to David Thurston, you ask? Good question and I’m interested as well! Mr. Thurston formed the Thurston Erlandsen Corporation, a research, and development firm, in March of 1961, where he acts as president. He sells his financial interest at the beginning of 1966 to raise capital for his new company.
Thurston TSC-1A1 Teal TUTWA (photo by David Moth, flickr)
In July 1966, David established the Thurston Aircraft Corporation in Sanford, Maine, to produce the TSC-1A Teal. The maiden flight of this amphibian was in 1968, and it received an FAA-approved certificate in August 1969. Unfortunately, sales were slow due to an economic turndown, and Mr. Thurston had no choice but to cease all operations in 1971 after producing nineteen amphibians. Schweizer Aircraft Corporation of Elmira, NY, purchased the manufacturing rights of the Teal program in December of 1971.
Mr. Thurston joined the Schweizer Aircraft Corporation as an engineering manager in 1972 but resigned in 1976 to form yet another company, the Thurston Aeromarine Corporation as an aircraft design consultant. David was passionate about aircraft design but was never satisfied with the final construction or the responsibilities of running a manufacturing company.
Thank you for taking the time to read this post; I didn’t intend this article to be so long. It always amazes me the many stories intertwined in aviation history! Leave me a comment, and I’ll see you in my next post!
Mike Steffen was Tony’s flight instructor when he learned to fly at Burgard Vocational High School in the early 1930s while attending night classes. The two developed a pretty unique relationship and remained good friends throughout my father’s aviation career.
“In 1928, Mike was one of the first tenants at Buffalo Airport, where he sold and serviced airplanes and conducted a flying school.” courtesy Buffalo Courier-Express, February 12, 1967
Tony graduated on February 26, 1935, after enrolling in Burgard’s three-year evening vocational aviation course. He continued his employment at Curtiss Aeroplane & Motor Company in Buffalo as a mechanic until purchasing his Gardenville Airport property in 1938.
Tony standing in front of Burgards Eaglerock powered by the upgraded Kinner K-5.
I am not too familiar with the history of Burgard, other than what my father acquired in his collection. However, that recently changed when I received my monthly WNY Aeromail newsletter, #55, from Ron Ciura, the reporter. In that newsletter, Ron shares some history of the Elm/Burgard Flying Club provided by Paul Faltyn, a Burgard Grad and Curator of the Niagara Air Museum. Click the link button below to read a document outlining the Flying Club with its inception in 1927.
May 30, 1933, is Tony’s first logbook entry flying dual instruction with Mike Steffen in Burgards Eaglerock biplane, NC-6323, powered by a Kinner K5 engine. Tony flew for 45 minutes on his first flight, and I can only imagine his excitement!
On September 7, 1933, Tony piloted his first 5-minute solo flight and finished his training for an additional 25 minutes of dual time with Mike Steffen on that day, continuing to build hours in Burgards Eaglerock. Tony continues to acquire solo time, and on October 13, 1933, he flys a full solo flight.
Tony received his Amateur Pilots License on October 14, 1934, with just over 55 hours logged of total flight time. He focuses on the required classroom study to complete the Burgards aviation course, although he dreams of getting back in the air after graduation. As I mentioned earlier, his hard work and determination pay off, and Tony graduates on February 26, 1935.
He continues his flight training with Mike Steffen, starting on April 20, 1935, adding additional hours in his logbook flying solo in the Eaglerock. Tony received his Private Pilots License on July 8, 1935, and flys his first passenger from Buffalo to Niagara Falls three days later, on July 11, in the Eaglerock. His logbook doesn’t state who his first passenger is, but I’m guessing it was either his mother, father or brother Victor.
Tony’s first night flight is on October 13, 1935, in the Eaglerock, departing the Buffalo Airport at 5:30 pm and returning at 6:50 pm, bringing his total logged hours over 76 hours since he started flying. His first logbook of the nine that I have covered from May 30, 1933, to June 27, 1938, with a total flight time of 228 hours and 30 minutes. Only 14 hours and 50 minutes were dual time!
I discovered an article that my father saved featuring Mike Steffen printed in the Buffalo Courier-Express, dated February 12, 1967. It’s terrific writing to a fascinating person, and I highly recommend downloading a copy for yourself!
Tony Riccio wearing a leather flight jacket with his Republic photo identification pin.
Tony had heard that Republic was hiring for test pilots to fly their newly developed P-47 in the summer of 1942, and he knew that he couldn’t let this once-in-a-lifetime opportunity pass by. Two years have gone by since he first opened his Gardenville airport, and he felt this could be financially beneficial to expand his business. Could the airport survive without him, Tony thought to himself. It must, he later concluded, and began to make arrangements so the airport would remain operational while he was away.
Tony found out that he needed to complete a flight check before submitting an employment application to Republic. On December 9, 1942, he met the requirements through a test flight in a North American AT-6 trainer at the Romulus Army Air Field in Detroit, Michigan. Tony flew for 1 hour and 45 minutes with an instructor, and upon landing, he receives his certificate to fly a P-47!
Tony’s logbook.
Tony’s last flight at his Gardenville Airport is on February 7, 1943, in a Taylorcraft model D airplane with a 65 hp Franklin engine. He finished a long dual-time lesson with one of his students for a total of 3 hours and 30 minutes under the Civilian Pilot Training program.
Tony standing in front of a P-47 in full flight gear!Tony would accumulate many flight hours from this cockpit!Tony’s logbook.
Tony’s first test flight for Republic is on February 23, 1943, in a P-47-C warplane with a 2000 hp Pratt & Whitney R-2800-21 “Double Wasp” twin-row 18 cylinder radial engine. The plane’s registration number is 16650, and he flew for 55 minutes from Republic’s base in Farmingdale, Long Island, New York.
On March 1, 1943, Tony test piloted his first P-47-D, ship number 16864, for 55 minutes.
Tony ready to start the engine of a P-47. Clear!
Let’s stop for a minute and think about how Tony must have felt on this day. At the beginning of February, he last flew a Taylorcraft airplane and is now test piloting a P-47 warbird, all 8 tons of her glory, pushing it to its structural limits with speeds above 400 mph at 30,000 ft. I consider this a life-changing event, almost an enlightenment of one’s self-being, that I know Tony cherished throughout his life and was very proud to share his experiences. I remember him telling me stories of flying the P-47, and I was the most popular kid during “show and tell” at grade school when he let me bring photos of him in his flight gear and the P-47. He even let me bring in his leather flight helmet and goggles one day, but I’m sure he was concerned about its safety because that opportunity never came up again.
One of Tony’s many logbooks.
P-47 Racer 4 (photo courtesy usaaf-noseart.co.uk)
I found a fascinating entry in Tony’s logbooks while researching his flight time in the P-47. On April 6, 1943, he only flew two P-47’s that day, but the second one, he recorded ship number 28079 as “Racer #4.” I was intrigued by this. With a little research, I believe this to be a War Bond Plane used as a promotional airplane for Republic to generate civilian revenue to offset production costs and salaries. It seems to be a popular option used by other manufactures during the war, and I knew nothing of it.
A signed photo by Tony and the other test pilots in his squadron.
From the hundreds of pictures that I have of my father, Tony, I decided to assemble a short timeline to better illustrate his life but not bore you with an extensive family photo album. I have chosen the most relevant ones starting with him as a young man until his passing in 1976. I’ve divided the photos into seven pages, with about ten on each page.
Tony in the pilot’s seat of an Alexander Eaglerock.
Tony in his new leather flight jacket, helmet, and goggles.
I hope you find this interesting as much as I do and can’t help but think about the thousands of hours of flight time he accumulated throughout his lifetime.
Tony is building up his flight time in an Alexander Eaglerock, A-15, owned by the Burgard Vocational High School, where he received his aviation diploma on February 26, 1935. A Kinner K-5 radial engine powers this airplane and is easily recognized by the shape of the cylinder heads.
Looking good Tony! Nice and steady.
Tony, on the left, goes over a flight lesson with his instructor in a Waco UPF-7 that was used in the CPT program at the start of WWII.
Tony’s aviation diploma, graduated on February 26, 1935.
Buffalo Air Park 
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