14 Historical Photos That Show the Evolution of Television From the 1920s Through the 1980s

Despite its status as a device that defines the modern age, the television has its roots in the 19th century, when scientists found ways to transmit images and sound. Even the word “television,” combining Greek and Latin roots to mean “far-sight,” stems from the 1900 world’s fair.

Perhaps more than any other medium, TV has captured the hearts of people since first becoming available in the late 1920s. And while the power of television has only increased over time, its evolution over the past 80 years clearly illustrates how technology influences consumer behavior, while this change in consumption drives the TV industry to take on new forms that radically alter the way we experience the medium.

Dr E. F. Alexanderson of GE and RCA and inventor of the radio television process where a listener can see as well as listen to the broadcast, operating his 3 inch screen home television set, Schenectady, New York, January 14, 1928.
People watching a television set at Waterloo station, London, August 1936.
Undated (circa 1940s) early family television time.
Early days of television in Sweden, 1953. The aerial is mounted by two men in white coats.
A family watching television in their home, circa 1955.
A couple watching a portable TV in the living room. USA, circa 1960s.
Gina Lollobrigida watches President Kennedy on a television set in her Rome villa, July 23, 1962 during live telecast from the U.S. to Europe via the Telstar satellite. The Italian actress left the set of her present movie to watch the program which included a portion of the President’s news conference, in Washington.
The first transmission with six monitors to Europe of television programmes from America via the Telstar satellite. 23rd July 1962.
The Telstar satellite, designed by Bell Telephone Laboratories for relaying telephone calls, data messages and television signals, is shown in 1962.
With the start of pay television close in California, John Garrott installs a program selector unit on a television set in Los Angeles, California, July 23, 1964.
Prototype VCR shown in the U.K. in 1968.
The new EVR system which allows the recording of television programmes which can then be watched at the owner’s discretion. The new Teleplayer has been produced in partnership with Rank Bush Murphy Ltd and EVR and has enormous potential. 21st September 1970.
Roy H. Pollack, vice president and general manager of RCA Corporation consumer electronics, demonstrates a new video tape machine Introduced in New York, August 23, 1977. The recorder, intended for home use, will be priced at $1,000, and will be capable of handling cassettes that can record up to four hours of television programs. Cassettes now available record up to two hours.
Bert Jett proudly stands in the yard of his home near Blue Creek, where he and his two brothers have installed a $7,800 satellite receiving dish so they can get better TV reception in Elkview, W.Va., July 14, 1981. The Jetts said they now can get nearly 60 stations around the globe and have their choice of four separate movie channels, as well as several Christian networks and most of the big city TV stations in this country.

Virginia Rappe: The Mysterious Death of a Silent Film Beauty

Born 1895 in Chicago, American model and silent film actress Virginia Rappe began working as a commercial and art model at age 14. In 1916, Rappe relocated to San Francisco to pursue her career as an artist’s model, where she met dress designer Robert Moscovitz, to whom she became engaged. However, shortly after the engagement, Moscovitz was killed in a streetcar accident, whereupon Rappe moved to Los Angeles.

In 1919, Rappe began a relationship with director/producer Henry Lehrman. The two eventually became engaged and lived together. Rappe appeared in at least four films for Lehrman: His Musical Sneeze, A Twilight Baby, Punch of the Irish and A Game Lady.

During a party held on Labor Day, September 5, 1921, in Roscoe “Fatty” Arbuckle’s suite, number 1219, at the St. Francis Hotel in San Francisco, Rappe allegedly suffered a trauma. She died on September 9 from a ruptured bladder and secondary peritonitis. The circumstances of Rappe’s death in 1921 became a Hollywood scandal and were covered widely (and sensationalized) by the media of the time.

It was alleged that Rappe had died as a result of a violent sexual assault by Arbuckle. Arbuckle’s accuser, Bambina Maude Delmont, had accompanied Rappe to the party; she had first met Rappe only a few days earlier (Delmont had a police record for extortion, prostitution and blackmail). Subsequent witnesses testified that Rappe had for some time suffered from cystitis, and that consuming alcohol could aggravate that condition. Witnesses also testified that she had previously suffered from venereal disease, so there were allegations that her death was brought on by her health rather than by an assault.

After three manslaughter trials, Arbuckle was formally acquitted; his acquittal in the third trial was accompanied by an unprecedented statement of apology from the jury stating, in part, that, “Acquittal is not enough for Roscoe Arbuckle. We feel that a great injustice has been done him… there was not the slightest proof adduced to connect him in any way with the commission of a crime.” Nevertheless, Arbuckle’s reputation and career were ruined because of the scandal.

The case has been examined by scholars and historians over the years and is still speculated about today, and a number of detailed books about the case have analyzed the incident and subsequent trials.

Take a look at these photos to see the beauty of Virginia Rappe in the late 1910s and early 1920s.

Vintage Photos of 12 Crazy Wooden Homes on Wheels From the Early 20th Century

There is no formal definition of a house car but in the early 1900s, Americans want to take to the roads and explore. Some creative Tin Can tourists decided that they’d rather bring their home with them rather than have the tent attachments on the sides of their Model T’s, so they built larger structures that resembled houses onto the frames and off they went. It really is the earliest example of what we commonly call a mobile home.

Mobile homes often look blocky and sterile, but these wooden houses look like gingerbread Victorian houses on wheels. Check out how people have hammered and sawed their own homes onto cars.

The superb bus of Ray Conklin, president of the New York Motorbus Company in 1915.
Gospel Car No. 1, built by William Downer in Glassboro, New Jersey, late 1910s
Dr. A. A. Foster and his family in an auto tourist camp, ca. 1920.
A Ford Model T from the early 1920s.
On a Ford TT chassis.
A cute German country house on wheels in 1922.
A traveling minister with a tiny church car, with a tiny organ inside and a foldable rooftop steeple, 1922.
A fancy homebuilt motorhome, built on a Ford Model TT truck chassis in Ohio, 1924.
W. M. O’Donnell and his family in their “bungalow auto”, 1926.
The Burn Family (June and Farrar) and their moving house, 1929.
The homebuilt car of Charles Miller with a nice bit of lawn, 1930.
Ford Model A Traveler, 1931.

Here’s How Much Each Artist Was Paid at Woodstock 1969; Jimi Hendrix Is Believed to Be on Top With $18,000!

Woodstock is widely regarded as one of the most important events in music history. The festival, which took place in August 1969, drew about half a million people and was headlined by now-legendary acts like Jimi Hendrix, Janis Joplin, Grateful Dead, Joe Cocker, and Crosby, Stills, Nash and Young. Many of the sets have since gone on to not only become classic moments in those artists’ respective careers, but also representative snapshots of America’s counterculture during that time.

It makes you wonder, then, how much a concert of that magnitude and influence would cost, right? As the monetary breakdown shows, Hendrix earned the most money from the festival, pulling in about $18,000 (or more than $125,000 in today’s money). Blood, Sweat and Tears ($15,000), Joan Baez ($10,000), Creedence Clearwater Revival ($10,000), and The Band ($7,500) rounded out the Top 5 earners.

Other A-listers such as The Who and Joe Cocker took home $6,250 and $1,375, respectively. There was a lot of cash to go around, to be sure, but the event wasn’t as steep as some of today’s big-budget productions. Here’s the entire list of artists and their earnings:

  1. Jimi Hendrix – $18,000
  2. Blood, Sweat and Tears – $15,000
  3. Joan Baez – $10,000
  4. Creedence Clearwater Revival – $10,000
  5. The Band – $7,500
  6. Janis Joplin – $7,500
  7. Jefferson Airplane – $7,500
  8. Sly and the Family Stone – $7,000
  9. Canned Heat – $6,500
  10. The Who – $6,250
  11. Richie Havens – $6,000
  12. Arlo Guthrie – $5,000
  13. Crosby, Stills, Nash and Young – $5,000
  14. Ravi Shankar – $4,500
  15. Johnny Winter – $3,750
  16. Ten Years After – $3,250
  17. Country Joe and the Fish – $2,500
  18. Grateful Dead – $2,500
  19. The Incredible String Band – $2,250
  20. Mountain – $2,000
  21. Tim Hardin – $2,000
  22. Joe Cocker – $1,375
  23. Sweetwater – $1,250
  24. John B. Sebastian – $1,000
  25. Melanie – $750
  26. Santana – $750
  27. Sha Na Na – $700
  28. Keef Hartley – $500
  29. Quill – $375

30 Amazing Historical Photos Showing African-American Women During the Harlem Renaissance Era

The role of women in society had taken a massive leap forward In 1920 when all women were given the right to vote. The roles of American Women in the 1920s varied considerably between the ‘New Woman’, the Traditionalists and the older generation. The ‘New Woman’, including the young Flappers, embraced new fashions, personal freedom and new ideas that challenged the traditional role of women. The Traditionalists feared that the ‘ New Morality’ of the era was threatening family values and the conventional role of women in the home. The lives of Black American Women in the 1920s were also subject to change due to the influence of the Harlem Renaissance and the change from rural to urban life in the cities.

The Harlem Renaissance was a rebirth of African American culture and art in the wake of slavery, which had ended just 50 years prior. Occurring from 1918 through the 1930s and first coined the New Negro Movement, the Harlem Renaissance focused on self-definition of black people and the black experience. Black women were an integral part of the Harlem Renaissance, from dancer Josephine Baker to writer Zora Neale Hurston. But much like today, the identity of the “new black woman” was a hotly debated topic.

Boxing and How to Train, 1904

The origins of the Speed Bag as we know it today are shrouded in mystery. Certain historical artifacts depict ancient boxers of Greece and Rome hitting a bag like object probably filled with some material or water. These were almost certainly animal skins or some other material, for the modern rubber air bladders of today came after the vulcanization of rubber in the 1840s. Judging by these historical depictions it is fair to say that man has been creating different size punching bags and used various methods of hanging them, for as long as he could make a fist.

The speed bag (also called “striking bag” and “speed ball”) as has been seen in various styles and shapes, hung from various types of hangers, wood or metal, and with various types of swivels. Our own research has found several links to this past and colorful history.

On particularly interesting book, entitled BOXING AND HOW TO TRAIN written by Sam C. Austin, sporting editor of the Police Gazette was published by Richard K. Fox in 1904. It features a whole section on BAG PUNCHING, using the speed bag. Here, some images from the book:

27 Amazing Historical Photos Of Bombers That Didn’t Make It Home During World War 2

B-17G 42-37781 “Silver Bullet” was lost after bombs away when bombs from a higher flying group (379BG) hit this aircraft, knocking tail completely off in front of stabilizer.The aircraft dived straight down into a spin with all four engines going, crashing in Berlin, Germany. March 9th, 1944.
B-17 Flying Fortress from the 486th Bomb Group over Merseburg Lutzkendorf, November 1944.
Douglas A-20 Havoc of the 416th Bomb Group after being hit by flak over Germany.
It burst into flames and crashed a mile west of the target; two chutes were seen to come out of the plane.
Its crew was 1st Lt Robert E. Stockwell, pilot, 2d Lt Albert Jedinak, bombardier-navigator, S/Sgt Hollis A. Foster and S/Sgt Egon W. Rust, gunners.
Lt Stockwell had been with the Group almost from the beginning of its existence.
B-24H Liberator 42-94812 “Little Warrior” of the 493rd BG, 861st BS hit by flak over Quakenbrück Germany – June 29, 1944.
One crewman managed to bail out safely but was killed by civilians on the ground.
A U.S. Army Air Forces Martin B-26G-11-MA Marauder (s/n 43-34565) from the 497th Bombardment Squadron, 344th Bombardment Group, 9th Air Force.
It is enveloped in flames and hurtling earthward after enemy flak scored a direct hit on the left engine while aircraft was attacking front line enemy communications center at Erkelenz, Germany
B-17 of the 483rd Bomb group brought down by flak over Nis, Yugoslavia, April 1944.
There were no survivors.
The U.S. Army Air Force Consolidated B-24L-10-FO Liberator, s/n 44-49710, named “STEVENOVICH II,” of the 779th Bombardment Squadron, 464th Bombardment Group.
It was shot down by Flak during an attack on ground troops near Lugo, Emilia-Romagna, Italy, on 10 April 1945.
B-17G Wee-Willie 42-31333 LG-W, 323th squadron of 91st bombing group, over Kranenburg, Germany, after her port wing was blown off by flak.
Only the pilot, Lieutenant Robert E. Fuller, and one crew member survived.
On 4th April 1945, Liberators of the 448th Bombardment Group, 2nd Air Division were attacked by Me-262 jet fighters.
They were on a mission to bomb the fighter bases in Germany where the ME-262 was stationed.
The formation was attacked by approximately 50 Luftwaffe Jet and Rocket aircraft.
A total of eight B-24 Liberators were lost, including the one on the picture; 44-50838.
The crew:
Pilot: Robert L. Mains
Co-Pilot: John E. LaRiviere
Navigator: Allan L. Lake
Observer-Top Turret: George S. Alexander
Engineer-Flight Deck: Frank S Merkovich
Radio Operator: Charles E Cupp Jr
Left Waist Gunner: Harry J. Allen
Nose Gunner Gunner: Charles H. Daman
Right Waist Gunner: Anthony C Villari
Tail Gunner: Stuart D. Van Deventer
Only Charles E. Culp Jr. survived the crash, he was able to jump out of the open bomb bay doors.
B-24 Liberator of the 8th Airforce, 2nd Air division goes down in flames during an attack on the railway marshaling yards at Munster Germany
B-17G Fortress “Mizpah” took a direct AAA hit in the nose on a mission to Budapest, 14 Jul 1944.
Two crewmembers were killed instantly, but the pilot held her level long enough for the crew to get out and they were taken prisoner of war.
The aircraft crashed near Dunavecse, Hungary
B-24 Liberator “Extra Joker” of the 725th Bomb Squadron, 451st Bomb Group after being attacked by German Focke Wolf 190 fighters over Austria on August 23rd, 1944.
There were no survivors.
B-17G Fortress ‘Miss Donna Mae II’ drifted under another bomber on a bomb run over Berlin, 19 May 1944.
A 1,000 lb bomb from above tore off the left stabilizer and sent the plane into an uncontrollable spin.
All 11 crew members were killed.
Miss Donna Mae II
Miss Donna Mae II
Crew bails out of damaged B-17F Fortress “Patches” at 22,500 feet over Wiener Neustadt, Austria, 10 May 1944.
Eight members of the crew became prisoner of war, the other two were killed.
Note that the two right engines are feathered
The crash sequence of a U.S. Army Air Force Douglas A-20G-25 Havoc (s/n 43-9432) during an attack on Kokas, Papua New Guinea, on 22 July 1944.
Twelve A-20s from the 387th Bombardment Squadron, 312th Bombardment Group, attacked the Japanese barge depot and seaplane station at Kokas. 43-9432 (tail code “V”) was part of the last flight over the target.
This section was led by Captain Jack W. Klein (taking the photos), followed by 2nd Lt. Melvin H. Kapson (the other aircraft visible) and 1st Lt. James L. Knarr.
Approaching from the inland side, they dropped 115 kg bombs which can be seen exploding in the background.
Knarr’s aircraft was hit by anti-aircraft fire and crashed into the bay, exploding when it the sea.
He and his gunner, SSgt Charles G. Reichley, were killed.
Cannon shells from a German Me262 ripped into its tail, perforating the vertical stabilizer & inboard right wing panel.
Fire in No. 3 engine, flames swept back to the tail.
They peeled off the formation shortly afterward and dropped behind.
The Crew bailed out at RP, 7 miles West of Elbe River, later right wing came off and the plane crashed into the ground.
A Handley Page Halifax B Mark III, LW127 ‘HL-F’, of No. 429 Squadron RCAF, in flight over Mondeville, France.
The bomber lost its entire starboard tailplane to bombs dropped by another Halifax above it.
LW127 was one of 942 aircraft of Bomber Command dispatched to bomb German-held positions, in support of the Second Army attack in the Normandy battle area (Operation GOODWOOD), on the morning of 18 July 1944.
The crew managed to abandon the aircraft before it crashed in the target area.
B-24H Liberator bomber of 783rd Bomb Squadron, 465th Bomb Group, US 15th Air Force.
B-24J Liberator 44-40210 of the 854th Bomb Squadron after being hit by light flak during low-level supply drop for the 82nd and 101st Airborne near Eindhoven, Holland. Sep 18 1944.
The pilot tried to land it in a field but there isn’t enough space and the bomber crashes into the trees and explodes.
Only a gunner, Frank Di Palma, survived when he is thrown clear of the wreck being severely wounded.
452nd Bomb Group B-17 going down after a direct hit by flak tore off the left wing over Chateaudun, France. 28 March 1944.
B-26 Martin. 53644 AC- This Martin B-26 “Marauder” of the 12th USAF has just received a direct hit by a flak shell during an attack on enemy coastal defense guns in Toulon Harbor, southern France.
With the right engine sheared off and still turning and the wing ablaze, the plane crashed into the city a few minutes after this photograph was taken.
This horrific crash at Byoritsu oil refinery, Formosa, was photographed by a B-25 of the 5th Air Force’s 345th Bomb Group on 26 May 1945.
Just as it released its string of para-frags B-25 NO. 192 was hit by flak from a camouflaged battery and trails smoke and a gaping hole is visible on the pilot’s s side.
The aircraft visible is the North American B-25J-10-NC Mitchell (s/n 43-36192) “Jaunty Jo”.
Crew : 2/Lt Robert J. Knauf Pilot, 2/Lt Martin H. Mulner Jr. Co-Pilot, 1/Lt Lloyd E. Bodell Navigator, Cpl Harold O. Montville Eng/Gunner, Sgt Tennyson C. Harrell Radio/Gunner.
They were all killed in the crash.
On 17 January (1945) a single shell dealt the 491st another severe blow. B-24 #42-51481, the Wing Lead aircraft for the mission, took a flak burst between the #3 and #4 engines.
The wing broke off immediately and the bomber spun down carrying seven officers and five enlisted men to their deaths.
The pilot, Capt. Dean B. Strain, was one of the last original Group pilots still flying missions.
Cameras being readied for the strike photos followed the spinning aircraft down to the hard ground of Harburg.
The collision of two B-17 bombers (Boeing B-17G-75-BO serial number 43-38030 and the Boeing B-17G-80-BO serial number 43-38133) of the 305th U.S. Air Arm in the skies over the English countryside Turley (Thurleigh).
The collision occurred in conditions of poor visibility when returning aircraft bombing of Hanover.
The crews of both aircraft (18 airmen) died.
This plane was nicknamed “Brief”. Serial Number 44-42058.
It had taken off from Angaur Airfield, flying on a bombing mission against anti-aircraft installations on Koror, Palau Islands.
Whilst over Koror, the B-24 was hit by anti-aircraft fire, the fuselage fell in a flat spiral until it crashed.
10 crew members were on board. 9 were killed in the crash except for the Navigator, 2nd Lt Wallace F. Kaufman. He was captured by the Japanese and executed.
There was a myth surrounding this footage that it was an American bomb striking the wing of the plane.
However, a cleaned up version of the film has been analyzed and it shows that the wing is struck from the below. So it was not friendly fire.

Rare Photographs of Bonnie and Clyde Show Them at the End of Their Lives

Subscribe to get access

Read more of this content when you subscribe today.

They pilfered banks and mom-and-pop stores, killed police officers — and captivated the nation. But Clyde Barrow and Bonnie Parker, reared in the West Dallas slums, may have been their biggest fans.

Sure, Depression-era America was enamored with the love-struck outlaws, but Hollywood hype, intense media interest and time have ways of distorting reality.

Their life on the run, for the most part, was far from glamorous, historians say.

They were clumsy criminals. They didn’t always rob banks, often resorting to stealing small sums of cash from gasoline stations and food stores, while living out of their stolen cars.

Barrow and Parker were killed on May 23, 1934, on a rural road in Bienville Parish, Louisiana. Hamer, who had begun tracking the gang on February 12, led the posse. He had studied the gang’s movements and found that they swung in a circle skirting the edges of five mid-western states, exploiting the “state line” rule which prevented officers from pursuing a fugitive into another jurisdiction. Barrow was consistent in his movements, so Hamer charted his path and predicted where he would go. The gang’s itinerary centered on family visits, and they were due to see Methvin’s family in Louisiana. In case they were separated, Barrow had designated Methvin’s parents’ residence as a rendezvous, and Methvin became separated from the rest of the gang in Shreveport. Hamer’s posse was composed of six men: Texas officers Hamer, Hinton, Alcorn, and B.M. “Maney” Gault, and Louisiana officers Henderson Jordan and Prentiss Morel Oakley.

1934 Ford Deluxe V-8 after the ambush with the bodies of Barrow and Parker in the front seats
On May 21, the four posse members from Texas were in Shreveport when they learned that Barrow and Parker were planning a visit to Bienville Parish that evening with Methvin. The full posse set up an ambush along Louisiana State Highway 154 south of Gibsland toward Sailes. Hinton recounted that their group was in place by 9 pm, and waited through the whole of the next day (May 22) with no sign of the perpetrators. Other accounts said that the officers set up on the evening of May 22.

The gunfire was so loud that the posse suffered temporary deafness all afternoon
At approximately 9:15 am on May 23, the posse were still concealed in the bushes and almost ready to give up when they heard the Ford V8 Barrow was driving approaching at high speed. In their official report, they stated they had persuaded Ivy Methvin to position his truck along the shoulder of the road that morning. They hoped Barrow would stop to speak with him, putting his vehicle close to the posse’s position in the bushes. When Barrow fell into the trap, the lawmen opened fire while the vehicle was still moving. Oakley fired first, probably before any order to do so. Barrow was killed instantly by Oakley’s head shot, and Hinton reported hearing Parker scream. The officers fired about 130 rounds, emptying their weapons into the car. Many of Bonnie and Clyde’s wounds would have been fatal, yet the two had survived several bullet wounds over the years in their confrontations with the law.

The bullet-ridden Deluxe, originally owned by Ruth Warren of Topeka, Kansas, was later exhibited at carnivals and fairs then sold as a collector’s item; in 1988, the Primm Valley Resort and Casino in Las Vegas purchased it for some $250,000. Barrow’s enthusiasm for cars was evident in a letter he wrote earlier in the spring of 1934, addressed to Henry Ford himself: “While I still have got breath in my lungs I will tell you what a dandy car you make. I have drove Fords exclusively when I could get away with one. For sustained speed and freedom from trouble the Ford has got every other car skinned and even if my business hasn’t been strictly legal it don’t hurt anything to tell you what a fine car you got in the V-8.”

According to statements made by Hinton and Alcorn:

Each of us six officers had a shotgun and an automatic rifle and pistols. We opened fire with the automatic rifles. They were emptied before the car got even with us. Then we used shotguns. There was smoke coming from the car, and it looked like it was on fire. After shooting the shotguns, we emptied the pistols at the car, which had passed us and ran into a ditch about 50 yards on down the road. It almost turned over. We kept shooting at the car even after it stopped. We weren’t taking any chances.

Actual film footage taken by one of the deputies immediately after the ambush show 112 bullet holes in the vehicle, of which around one quarter struck the couple. The official coroner’s report by parish coroner Dr. J. L. Wade listed seventeen entrance wounds on Barrow’s body and twenty-six on that of Parker, including several headshots on each, and one that had severed Barrow’s spinal column. Undertaker C.F. “Boots” Bailey had difficulty embalming the bodies because of all the bullet holes.

The perpetrators had more than a dozen guns and several thousand rounds of ammunition in the Ford, including 100 20-round BAR magazines
The deafened officers inspected the vehicle and discovered an arsenal of weapons, including stolen automatic rifles, sawed-off semi-automatic shotguns, assorted handguns, and several thousand rounds of ammunition, along with fifteen sets of license plates from various states. Hamer stated: “I hate to bust the cap on a woman, especially when she was sitting down, however if it wouldn’t have been her, it would have been us.” Word of the deaths quickly got around when Hamer, Jordan, Oakley, and Hinton drove into town to telephone their respective bosses. A crowd soon gathered at the spot. Gault and Alcorn were left to guard the bodies, but they lost control of the jostling, curious throng; one woman cut off bloody locks of Parker’s hair and pieces from her dress, which were subsequently sold as souvenirs. Hinton returned to find a man trying to cut off Barrow’s trigger finger, and was sickened by what was occurring. Arriving at the scene, the coroner reported:

Nearly everyone had begun collecting souvenirs such as shell casings, slivers of glass from the shattered car windows, and bloody pieces of clothing from the garments of Bonnie and Clyde. One eager man had opened his pocket knife, and was reaching into the car to cut off Clyde’s left ear.

Hinton enlisted Hamer’s help in controlling the “circus-like atmosphere” and they got people away from the car.

The posse towed the Ford, with the dead bodies still inside, to the Conger Furniture Store & Funeral Parlor in downtown Arcadia, Louisiana. Preliminary embalming was done by Bailey in a small preparation room in the back of the furniture store, as it was common for furniture stores and undertakers to share the same space. The population of the northwest Louisiana town reportedly swelled from 2,000 to 12,000 within hours. Curious throngs arrived by train, horseback, buggy, and plane. Beer normally sold for 15 cents a bottle but it jumped to 25 cents, and sandwiches quickly sold out. Barrow had been shot in the head by a .35 Remington Model 8. Henry Barrow identified his son’s body, then sat weeping in a rocking chair in the furniture section.

H.D. Darby was an undertaker at the McClure Funeral Parlor and Sophia Stone was a home demonstration agent, both from nearby Ruston. Both of them came to Arcadia to identify the bodies[108] because the Barrow gang had kidnapped them[110] in 1933. Parker reportedly had laughed when she discovered that Darby was an undertaker. She remarked that maybe someday he would be working on her;[108] Darby did assist Bailey in the embalming. (Wikipedia)

These rare photographs of the ambush aftermath feature the get away car, Texas Ranger Captain, Frank Hamer, and a post mortem of the couple. Also included is an earlier photograph, “Bonnie & Clyde, Kissing & Embracing.”

Barrow’s stolen Ford V8, 1934

Subscribe to continue reading

Become a paid subscriber to get access to the rest of this post and other exclusive content.

Canadian Fighter Pilot in WWI Ordered to Go Back to Flight School. He didn’t. Instead, He Went on To Shoot Down 72 Enemy Aircraft

W.A. (Billy) Bishop VC ranked third among all air aces of the war, with 72 victories.

Air Marshal William Avery “Billy” Bishop was a Canadian fighter pilot in WWI who crashed his plane during a practice run and was ordered to go back to flight school. He didn’t. Instead, he went on to shoot down 72 enemy aircraft, making him a legend in his own time and earning him a Victoria Cross.

Bishop’s military career didn’t start off well. He joined the Royal Military College of Canada in 1911, was caught cheating, and had to start his first year all over again. In 1914, he joined the Mississauga Horse cavalry regiment, but couldn’t join them overseas because he caught pneumonia.

Once he recovered, they transferred him to the 7th Canadian Mounted Rifles where he proved to be a born sniper, able to take out targets others could barely see. He finally boarded a ship for England on 6 June 1915 as part of a convoy that was attacked by German U-boats. Three hundred Canadians died in that attack, but Bishop’s vessel was untouched.

The surviving 7th went on to Shorncliffe in Kent where they faced unending rain mixed with horse dung. Bishop’s dreams of glory turned to depression and despair as he realized that he’d only get more of the same on the mainland.

Things changed in July 1915. It was another wet day when he went out to take care of the horses. Bishop had just gotten stuck in the knee-deep mud when he heard the faint sound of an engine. Looking up, he saw a plane fly toward his camp, skim a little way off, then take off again.

Lieutenant William ‘Billy’ Bishop

Bishop had no idea how long he stood there looking after it, but when he came to, he had made up his mind. If he was going to die, it was going to be up in the air, not stuck in a muck-filled trench.

It took a while. Bishop got to fly reconnaissance missions in France, but in April 1916 his plane crashed on take-off because of engine failure, badly injuring his knee. By September, he was back in training and in March of the following year, he was part of 60 Squadron at Filescamp Farm near Arras, France.

Bishop’s first patrol on March 22 didn’t go too well, either. First, he had difficulty controlling his Nieuport 17 fighter. Then he was nearly shot down by an enemy plane. Finally, he got separated from his squadron. And it only got worse.

On March 24, General John Higgins visited the camp to see how the men were getting on. Bishop joined a practice flight and was the only one who crash landed. He wasn’t hurt, but he was ordered back to flight school in Britain.

Still, there was a war going on, so he was asked to stay till a replacement could arrive. The very next day, Bishop entered history.

On 25 March 1917, Bishop’s first dogfight took place near Saint-Léger. Perhaps in an attempt to prolong his life, he was ordered to fly “Tail End Charley,” the last plane in a squadron of four.

Three Albatross D III Scouts pounced on them. One got behind the squadron commander tailing him, so Bishop dove and tailed the Albatross, hitting the plane’s fuselage. It swerved away; Bishop followed, so the German faked a nose dive only to find the pesky Canadian still on his tail. The enemy started to bank out of the dive, but it was too late – Bishop fired at near point-blank range, scoring his first kill.

Then his usual luck struck when his engine gave out, forcing him to land some 300 yards into the German-occupied territory. Fortunately, he made it back to the Allied trenches where he spent the night in a rainstorm.

Impressed, Higgins rescinded his order and named Bishop, a flight commander on March 30. The following day, Bishop made his second kill. By April 8, he made his fifth kill, becoming an Ace and earning the right to paint the nose of his plane blue. From that point on, he flew at the front of his squadron.

The Red Baron on the left and Werner Voss on the right

Before the end of April, he had taken down 12 planes, earning a Military Cross for his role at the Battle of Vimy Ridge. On April 30, Bishop survived a skirmish with a Jasta 11 flown by Manfred von Richthofen, the famous “Red Baron” with 80 official kills. In May, he was attacked by four planes, shot down two, and earned the Distinguished Service Order. By the end of May, he had downed 21 planes.

Bishop eared his Victoria Cross on 2 June 1917. The Allies wanted to take out the Estourmel Aerodrome deep in enemy territory. He flew solo before dawn, but as the sun rose, saw no planes at the site. It was deserted. He circled, saw nothing, and chalking it up to bad intel, started to make his way back.

That’s when he saw the buildings of another aerodrome off to the side. Banking toward it, he realized he had come upon the base of the Jagdstaffel 5, headed by Lieutenant Werner Voss, the only near equal of the Red Baron (with 48 kills by September 1917). There were seven planes – a two-seater Rumpler reconnaissance and six Albatross scouts.

German Albatros D.IIIs of Jagdstaffel 11 and Jagdstaffel 4 at La Brayelle near Douai, France

Bishop dived, firing a 97-round drum of 0.303 bullets into the lot, killing one mechanic. He shot up, expecting aerial combat, only to be fired at by several machine guns on the ground. An Albatross rose up, but the engine hadn’t fully warmed up enough to gain altitude before Bishop dove, tailed him, then fired.

Another plane took to the air. The Canadian fired and missed, but the enemy swerved, hit a tree and crashed. Neither pilots were killed or seriously hurt.

Then two Albatrosses rose in tandem, but one stayed away while the other took chase. Bishop turned, the other followed, but Nieuports were capable of tighter turns than Albatrosses. Bishop got a clear shot, dropping the German before turning on the other one. He fired and missed, but the other pilot had had enough. The German flew away and landed, wanting nothing more to do with the Canadian. That’s when Bishop’s gun jammed, so he flew back to base.

Four enemy scout planes were about 1,250 feet above him for about a mile of his return journey, but they would not attack. His machine was very badly shot about by machine gun fire from the ground.

What makes his award contentious is that there were no other corroborating witnesses to what happened – a requisite for the VC. Although Bishop officially downed 72 planes, many believe it could be less.

Violet Jessop: “Miss Unsinkable”

Violet Jessop survived Tuberculosis in the early 1900s at a time when that disease had been mostly fatal for those unlucky enough to contract it. Yet her survival would fortell the type of spirit and “luck” that would befall this young woman time and time again over the next decade and a half. She would survive the dreadful sinkings of both RMS Titanic in 1912, and her sister ship, HMHS Britannic, in 1916. Also, she had been on board RMS Olympic, the eldest of the three sister ships, when it collided with a British warship in 1911. And she had survived them all, hence the nickname: “Miss Unsinkable”.

Violet Jessop in her Voluntary Aid Detachment uniform while assigned to HMHS Britannic during World War 1

Born in late 1887, near Bahía Blanca, Argentina, to Irish immigrants, Violet was the eldest of nine children. After spending much of her youth attending to her remaining 5 younger brothers and sisters, and surviving the aforementioned Tuberculosis, Violet’s father died due to complications from surgery. After his death the family moved to Great Britain, and Violet continued her studies in a convent school while also taking care of the children. During this time her mother was working as a stewardess on ships at sea to help support the family. In 1908 Violet’s mother became ill and had to stop working, so Violet left the convent school to earn a living for the family. Taking up where her mother left off, she decided to become an ocean liner stewardess as well as a nurse. She was 21, whereas most stewardesses at the time were mostly middle-aged. Violet had to use no make-up and dress shabbily in order to make herself less beautiful to employers during interviews. In 1908 she began her stewardess career with the Royal Mail Line aboard the Orinoco at the age of 21.

Violet Jessop
Royal Mail Lines

Within 2 years Violet secured a position aboard the White Star Line’s RMS Olympic, the largest ocean liner at the time. The company was known for its spoiled passengers and luxurious cruise ships. Violet was working 17 hour shifts aboard the Olympic for a mere £2.10 per month. On 20 September 1911 she was aboard the Olympic when it left Southampton and promptly collided with the British warship HMS Hawke. There were no casualties and with two large holes in its hull, the Olympic managed to return to port without sinking. Once the ship was back in service in November of that same year, Jessop went back to work.

The RMS Olympic at its port in Southampton.
RMS Olympic and HMS Hawke

Violet enjoyed her work on the Olympic, but some of her friends had managed to persuade her to take a stewardess position on Olympc’s sister ship, RMS Titanic. Jessop boarded the Titanic as a stewardess on 10 April 1912, at age 24. Working conditions aboard the ship were much better than on the Olympic. Sources record that the ship’s doctor had taken Violet under his protective wing and was keenly protective of her. His interest in her welfare managed to help keep eager potential suitors at bay, thus making her life much more pleasant aboard Titanic. In her memoirs, Titanic Survivor, Violet wrote that “The doctor’s interest in me had an added advantage. It kept away one rather persistent man, whose work on board placed him in a favorable position and whose overtures rather inclined to nocturnal ramblings and disregard for other people’s feelings.”

Four days after boarding, on 14 April, the ship struck an iceberg in the North Atlantic, where Titanic sank a little more than two hours after the collision. When the ship struck the iceberg, Jessop, a devout Catholic, wrote that she had just finished reading a Hebrew prayer meant to provide protection from fire and water when the Titanic collided with the iceberg. Violet recalls of that night that “I was ordered up on deck. Calmly, passengers strolled about. I stood at the bulkhead with the other stewardesses, watching the women cling to their husbands before being put into the boats with their children.” Violet helped with the process of putting women and children into the lifeboats.

RMS Titanic departing Southampton on April 10, 1912.
Titanic at Southampton docks, prior to departure, April 10, 1912.

Then it became Violet’s turn. She was ordered into Lifeboat number 16, and as it was being lowered a baby was given to her to take care of. Aster eight hours adrift at sea, the Titanic resting at the bottom of the ocean, Jessop and the others were rescued by the ship RMS Carpathia. While aboard, during the trip to New York, a woman, presumably the baby’s mother, grabbed the baby she was holding and ran off with it without saying a word. Jessop recalled that “It appeared that she put it (the baby) down on the deck of the Titanic while she went off to fetch something, and when she came back the baby had gone. I was too frozen and numb to think it strange that this woman had not stopped to say ‘thank you’.”

Der Untergang der Titanic
A lifeboat carrying survivors from the Titanic was seen floating near the rescue ship Carpathia on the morning after the disaster. Many boats carried fewer than their 65-passenger capacity.

1503 souls perished that evening in 1912. Yet, after another near-death experience, Violet had no thoughts of quitting her life on the sea. Writing in her memoirs, Violet states that “I knew that if I meant to continue my sea life, I would have to return at once. Otherwise, I would lose my nerve.” Another reason why she did not leave her career was due to health concerns. It was during her childhood that she had managed to survive tuberculosis, which had left her lungs in a weakened state. The state of her lungs therefore required that she needed a constant and steady amount of fresh air. “So, despite my fear,” she once told an interviewer, “I chose the sea.”

During World War 1, Violet served as a nurse for the British Red Cross. In 1916 she worked aboard HMHS Britannic, a former White Star Line ocean liner, now transformed into a hospital ship transferring wounded soldiers back to England. On the morning of 21 November 1916, it sank in the Aegean Sea due to an unexplained explosion. Britannic sank within 55 minutes, killing 30 out of the 1,066 people on board. It was thought that the ship had either struck a mine or hit by a torpedo by the Germans. Violet made it to a lifeboat but came close to dying when the lifeboat was nearly sucked underwater by the propeller blades of the sinking ship. Jessop statesthat “I leapt into the water, but was sucked under the ship’s keel which struck my head.I escaped, but years later when I went to my doctor because of a lot of headaches, he discovered I had once sustained a fracture of the skull!” In her memoirs, Violet described the scene she witnessed as Britannic went under: “The white pride of the ocean’s medical world … dipped her head a little, then a little lower and still lower. All the deck machinery fell into the sea like a child’s toys. Then she took a fearful plunge, her stern rearing hundreds of feet into the air until with a final roar, she disappeared into the depths.”

HMHS Britannic.
The sinking of HMHS Britannic.

By 1920 Jessop was back working for the White Star Line. She would remain at sea for the next 30 years. During this time she briefly married and had no children. She would not have to endure any more catastrophes at sea – the three she had were surely enough. In 1950 Violet retired to Great Ashfield, Suffolk. Once, she received a telephone call from a woman who claimed to be the baby Violet saved from the Titanic. She had never told anyone about that incident before that day. In 1971, “Miss Unsinkable” passed away from congestive heart failure at the age of 83.

Yesterday Today

Bringing You the Wonder of Yesterday - Today

Skip to content ↓