The crash was an interesting experience. In such a crisis the passage of time is very slow. I remember it seemed minutes while we were approaching the inevitable cabbages, although of course it was only a few seconds. I had leisure to reach over and turn off the switch before we hit. More than once I have nosed over. Whenever a plane is compelled to stop suddenly there is danger of so doing. I have come down in a muddy field where the wheels stuck. On one occasion I landed in a mattress of dried weeds five or six feet high which stopped me so suddenly that the plane went over on its back with enough force to break my safety belt and throw me out. These are the flat tires of flying and are only as incidental. But real trouble did come to my plane eventually. I had decided to leave Los Angeles and to sell it, much as I disliked the parting. A young man who had done some flying during the war liked the little sandpiper and eventually purchased it. After the new owner took possession the first thing he did was to ask a friend to go up with him. At a few hundred feet he began some figure eights, banking vertically and working between a gas station and telegraph pole. All on the field stood rooted to the spot. They knew what chances he was taking. As I remember it, Kinner sent for an ambulance. Suddenly, on one vertical bank the plane slipped. That was the end of it. Both men were killed. It was a sickening sort of thing because it was so unnecessary. I lingered on in California, another sunkist victim of inertia—or was it the siren song of the realtors? I bought a new plane. Or rather I collected it, because I found I could not buy it all together. At this time there were few who believed that an air cooled motor for planes would become practical. Human nature normally condemns anything new. The complaint of many pilots was that a multiple cylinder radial motor would be too clumsy to sit on the nose of a plane and would cause too much “head resistance.” So why bother with one or two cylinder motors which developed little power comparatively? Kinner had a dream. He built one of his own. It had been bought by the man who financed one of the first planes built, in the west, by Donald Douglas, designer of the Round the World Cruisers. Mr. Davis and Mr. Douglas at the time were planning a trans-continental non-stop hop, using a big Liberty engine. But the P.2 flown by Macready and Kelly to San Diego, in the first coast to coast flight, got across first. I bought the Kinner engine from Davis, who was not ready to use it just then. It was the first engine that Kinner turned out.