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By the Seat of My Pants (Illustrated): A Pilot’s Progress from 1917 to 1930
By the Seat of My Pants is Dean Smith’s story of his life as a flying cadet in WWI, an airmail pilot in the 1920’s and, lastly, as the lead aviator in Admiral Byrd’s 1928 Antarctic expedition. Told in a self-deprecating style with a matter of fact sense of humor, Smith's memoir is an engaging read from start to finish.
- GenresNonfictionAviation
199 pages, Kindle Edition
First published January 1, 1961
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About the author
Dean C. Smith
3 booksDean Cullom Smith was an American pioneer air mail pilot, test pilot, flying instructor, Antarctic pilot, and airline pilot. At 17 years of age, he became the youngest flight instructor in U.S. Army history. He was a lead pilot for the U.S. Post Office Department's airmail service and was the first pilot to initiate night air mail service. He was also an executive for many airlines and aircraft companies.
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Displaying 1 - 7 of 7 reviews
August 23, 2016
Rare it is to find a book like this one, written by a little known pilot who played a significant role in aviation's early years. Dean C. Smith had lied about his age to join the U.S. Army in 1917. His dream: to become a pursuit (fighter) pilot on the Western Front.
Upon acceptance in the Army Signal Corps (where the Aviation Section was attached), Smith was sent to Kelly Field in Texas in the Summer of 1917. At the time of his arrival, Kelly Field was little more than a large, open space with a few, hastily constructed buildings. The U.S. was in a hurry to develop a credible military air arm. Like other recruits, Smith was put through the early stages of soldiering, which was the Army's way of keeping them occupied. Drudgery ensued -- that is, until Smith, in answer to a call from a rather surly junior officer for anyone with prior military experience, said: "I have been to military school, if that is any help to you." This marked a beginning of a change in Smith's fortunes. He helped to bring some semblance of order out of chaos at base where "tens of thousands of recruits were pouring into the camp before facilities could be prepared and with only a handful of officers available."
Another unexpected talent that Smith possessed that stood him in good stead was his skill at playing craps among his Army buddies. Smith won more often than he lost, as a result a regimental sergeant major named Jones owed him $150. Jones was hard put to pay Smith back. He didn't have the money. So, he struck up a deal with Smith. Jones handled all the paperwork for the adjutant and the colonel on the base and snuck in Smith's name among the paperwork. Thus, within a short time, Smith was made a permanent sergeant in the Regular Army.
Ever the enterprising sort, Smith managed one day during that seemingly long, hot summer --- having already made up a phony document (signed by himself) which officially assigned him for flight training --- to gain entrance to the office of the chief instructor, a civilian named Joe-Ben Levrie. He presented Levrie with the phony order and their exchange went like this:
"Humph...Flying duty. How much flight training you had?"
"None, sir."
"Don't sir me. My name is Joe-Ben Levrie --- call me one or the other; I'm no damn officer. Glad for once to get somebody that doesn't think he already knows all there is to know about flying. A lot of these bums come down here with four or five hours at Hammondsport [where the Curtiss Flying School was located] and want to tell us how to fly. Come on, I'll give you a ride."
Thus, Smith was taken aloft in a Curtiss JN4 (affectionately known as "Jenny", one of the Army's primary training aircraft) for the very first time. Training began for Smith. But he was found out and had to report to the lieutenant colonel (himself a certified pilot) on the base. After being given a bit of the third degree, the colonel, appreciating Smith's honesty and admiring his pluck and determination to become a pilot, agreed to allow him to apply officially for admission to flight training as an aviation cadet. His parting words to Smith were:
"You still have a long row to hoe. The physical examination is severe. Ground school is worse. If you bust out of ground school, I'll see that you dig ditches for the rest of the war. That is all."
And so it was. Smith passed all the initial exams, went on to ground school, and received flight training both in Texas and in the Midwest. He qualified for his wings with about 60 hours of flight to his credit, graduating at the top of his class. Indeed, Smith (by now, a newly minted second lieutenant) was rated so highly as a pilot by his superiors that he was offered the opportunity to serve as a flight instructor. This made him, at 18, the youngest flight instructor in the Army. It was July 1918 and Smith yearned to be sent to a pursuit squadron in France. But, he agreed to take on the instructor's job, because he was assured that after completing a 3-month stint, he would be sent to France. Alas, for Smith, by the time he had completed his assignment, the war was coming to a close.
With the Armistice, Smith was at a bit of a loss as to what to do with his life. He wanted to remain in the USAS (United States Army Air Service) as a pilot, for he loved flying. And for a while, Smith was able to borrow some time, being assigned to a pursuit training school in California, where he continued to train pilots. But, it was a short-lived assignment. The Army was cutting back and it was made clear to Smith that if he wanted to remain in the Army, it would have to be in the cavalry. That didn't appeal to him at all. And so, Smith received an honorable discharge from the Army in March 1919.
For the rest of the year, Smith became involved in some barnstorming work, performing at air shows, and taking on some airmail work with the Post Office Department. The next year - 1920 - in response to an offer by the Post Office Department for pilots in its developing air mail service, Smith applied and was accepted. Here is where the heart of the book is, and Smith freely shares with the reader his many and varied experiences as an air mail pilot. (Smith was the first to fly the mail at night. He also helped to develop blind flying techniques which later became a standard part of pilot training.)
By 1927, with the Post Office Department and its Air Mail Service having pioneered the development of a continental airmail routing network, the commercial air carriers were allowed to take over. Smith didn't have to wait long for another job. The polar explorer and naval aviator Robert Byrd offered him an opportunity to serve as a pilot in his Antarctic Expedition of 1928–1930. Smith then regales the reader with some of the most incredible experiences of braving the rigors of flying and surviving the hazards of living and working on the South Pole. Simply put, I loved this book.
Notwithstanding that, the only thing that prevents me from giving "BY THE SEAT OF MY PANTS" 5 stars is that no photos were provided in the book. (Only 2 photos were placed on the back cover of the 1961 edition I read.) No photos relating Smith's time as an Army pilot, a pioneering airmail pilot, and with Admiral Byrd's South Pole Expedition. Why the publisher failed to add these photos I cannot fathom.
Upon acceptance in the Army Signal Corps (where the Aviation Section was attached), Smith was sent to Kelly Field in Texas in the Summer of 1917. At the time of his arrival, Kelly Field was little more than a large, open space with a few, hastily constructed buildings. The U.S. was in a hurry to develop a credible military air arm. Like other recruits, Smith was put through the early stages of soldiering, which was the Army's way of keeping them occupied. Drudgery ensued -- that is, until Smith, in answer to a call from a rather surly junior officer for anyone with prior military experience, said: "I have been to military school, if that is any help to you." This marked a beginning of a change in Smith's fortunes. He helped to bring some semblance of order out of chaos at base where "tens of thousands of recruits were pouring into the camp before facilities could be prepared and with only a handful of officers available."
Another unexpected talent that Smith possessed that stood him in good stead was his skill at playing craps among his Army buddies. Smith won more often than he lost, as a result a regimental sergeant major named Jones owed him $150. Jones was hard put to pay Smith back. He didn't have the money. So, he struck up a deal with Smith. Jones handled all the paperwork for the adjutant and the colonel on the base and snuck in Smith's name among the paperwork. Thus, within a short time, Smith was made a permanent sergeant in the Regular Army.
Ever the enterprising sort, Smith managed one day during that seemingly long, hot summer --- having already made up a phony document (signed by himself) which officially assigned him for flight training --- to gain entrance to the office of the chief instructor, a civilian named Joe-Ben Levrie. He presented Levrie with the phony order and their exchange went like this:
"Humph...Flying duty. How much flight training you had?"
"None, sir."
"Don't sir me. My name is Joe-Ben Levrie --- call me one or the other; I'm no damn officer. Glad for once to get somebody that doesn't think he already knows all there is to know about flying. A lot of these bums come down here with four or five hours at Hammondsport [where the Curtiss Flying School was located] and want to tell us how to fly. Come on, I'll give you a ride."
Thus, Smith was taken aloft in a Curtiss JN4 (affectionately known as "Jenny", one of the Army's primary training aircraft) for the very first time. Training began for Smith. But he was found out and had to report to the lieutenant colonel (himself a certified pilot) on the base. After being given a bit of the third degree, the colonel, appreciating Smith's honesty and admiring his pluck and determination to become a pilot, agreed to allow him to apply officially for admission to flight training as an aviation cadet. His parting words to Smith were:
"You still have a long row to hoe. The physical examination is severe. Ground school is worse. If you bust out of ground school, I'll see that you dig ditches for the rest of the war. That is all."
And so it was. Smith passed all the initial exams, went on to ground school, and received flight training both in Texas and in the Midwest. He qualified for his wings with about 60 hours of flight to his credit, graduating at the top of his class. Indeed, Smith (by now, a newly minted second lieutenant) was rated so highly as a pilot by his superiors that he was offered the opportunity to serve as a flight instructor. This made him, at 18, the youngest flight instructor in the Army. It was July 1918 and Smith yearned to be sent to a pursuit squadron in France. But, he agreed to take on the instructor's job, because he was assured that after completing a 3-month stint, he would be sent to France. Alas, for Smith, by the time he had completed his assignment, the war was coming to a close.
With the Armistice, Smith was at a bit of a loss as to what to do with his life. He wanted to remain in the USAS (United States Army Air Service) as a pilot, for he loved flying. And for a while, Smith was able to borrow some time, being assigned to a pursuit training school in California, where he continued to train pilots. But, it was a short-lived assignment. The Army was cutting back and it was made clear to Smith that if he wanted to remain in the Army, it would have to be in the cavalry. That didn't appeal to him at all. And so, Smith received an honorable discharge from the Army in March 1919.
For the rest of the year, Smith became involved in some barnstorming work, performing at air shows, and taking on some airmail work with the Post Office Department. The next year - 1920 - in response to an offer by the Post Office Department for pilots in its developing air mail service, Smith applied and was accepted. Here is where the heart of the book is, and Smith freely shares with the reader his many and varied experiences as an air mail pilot. (Smith was the first to fly the mail at night. He also helped to develop blind flying techniques which later became a standard part of pilot training.)
By 1927, with the Post Office Department and its Air Mail Service having pioneered the development of a continental airmail routing network, the commercial air carriers were allowed to take over. Smith didn't have to wait long for another job. The polar explorer and naval aviator Robert Byrd offered him an opportunity to serve as a pilot in his Antarctic Expedition of 1928–1930. Smith then regales the reader with some of the most incredible experiences of braving the rigors of flying and surviving the hazards of living and working on the South Pole. Simply put, I loved this book.
Notwithstanding that, the only thing that prevents me from giving "BY THE SEAT OF MY PANTS" 5 stars is that no photos were provided in the book. (Only 2 photos were placed on the back cover of the 1961 edition I read.) No photos relating Smith's time as an Army pilot, a pioneering airmail pilot, and with Admiral Byrd's South Pole Expedition. Why the publisher failed to add these photos I cannot fathom.
July 11, 2016
The only complaint I have about this book is that it ended. I'm an avition enthusiast and I love reading this genre. My point of view is admittedly skewed.
There are a small number of stellar autobiographies written by commercial pilots who's career began before 1940. Two of the best are "Fate Is The Hunter" by Earnest Gann and "North Star Over My Shoulder" by Robert Buck. This book is the third on this short list and debatedly better.
The author, Dean C. Smith, started his flying career as a 16 year old air cadet in the FIRST World War. He tells a fascinating story of how he (a kid) became the leader of his group on the first day. You just can't make this stuff up!
Mr. Smth was among the first airmail pilots following his discharge from the Army Air Corp. He describes the growing pains of that dangerous era as well as his love for the job.
Having honed his piloting skills and logged a significant amount of air time, he is approached by the famous Admiral Byrd about joining his team who is planning the be the first to fly over the south pole. Mr. Smith could have written a book about that adventure alone and you'll find out why he likely didn't.
I can't recommend this book enough. It unequivocally deserves its place among the afore mentioned memoirs.
There are a small number of stellar autobiographies written by commercial pilots who's career began before 1940. Two of the best are "Fate Is The Hunter" by Earnest Gann and "North Star Over My Shoulder" by Robert Buck. This book is the third on this short list and debatedly better.
The author, Dean C. Smith, started his flying career as a 16 year old air cadet in the FIRST World War. He tells a fascinating story of how he (a kid) became the leader of his group on the first day. You just can't make this stuff up!
Mr. Smth was among the first airmail pilots following his discharge from the Army Air Corp. He describes the growing pains of that dangerous era as well as his love for the job.
Having honed his piloting skills and logged a significant amount of air time, he is approached by the famous Admiral Byrd about joining his team who is planning the be the first to fly over the south pole. Mr. Smith could have written a book about that adventure alone and you'll find out why he likely didn't.
I can't recommend this book enough. It unequivocally deserves its place among the afore mentioned memoirs.
September 12, 2019
This book by another Pilot who flew in Antarctica when Balchen flew Byrd over the So. Pole. First 2/3rds of book on Smith time as a Cadet in Army Air Corps in 1917-18 and his time early 1920s as a Air Mail pilot. Rate those 3 stars, good description of early primitive flying. Last part (5 stars)is a compliment to Bernt Balchen book, Come North with me. Dean quickly realized Richard Byrd was a self promoter, dependent on others, taking their credit, even taking Dean's dairy, and returned the cover with Applesauce, but without the pages.
July 11, 2016
This is one of the better books about the adolescent years of manned flight. If you enjoy Ernest Gann (Fate Is The Hunter) you'll likely get quite a lot out of Smith's book. It wonderfully illustrates a time when we were convinced that flight was practical and we were simply trying to figure out how.
December 12, 2022
This was an interesting looking into American aviation in the period between the World Wars. Dean Smith comes across a a very daring man, and his style of writing fits the mold of manhood of that era. His experience in the military was quite interesting, and his work in the early Air Mail service provided many exciting tales. His part of the Admiral Byrd expedition to the South Pole was also worth reading. It's a good glimpse into former times of men who risked their lives to enjoy the thrill of flying and to serve their country.
December 30, 2019
This was another unexpected great. Dean Smith details his experience as a pilot from 1917 to 1930, where he was trained to fly in the army during World War I before a stint with the Air Mail service and then a 14-month expedition to Antarctica. The stories he tells are incredible! I can't believe that any pilots flying in the early years survived. Smith is a great writer and his passion for flying is tangible. Some anecdotes are laugh-out-loud funny, some are introspective, and some are just downright nerve wracking (and insane). A fun book for adventurous spirits and aviation fiends alike!
August 24, 2021
My Library Copy printed in 1961, keeps you on the edge of your seat from 1917 to 1961 ....
from a 17 year old joins the army hoping to fly to a Monkey Goes Into Space .....
I might have read this one in the 60's as it's my kind of book
Looking for more good reads in 2021
from a 17 year old joins the army hoping to fly to a Monkey Goes Into Space .....
I might have read this one in the 60's as it's my kind of book
Looking for more good reads in 2021
Displaying 1 - 7 of 7 reviews