More Flying 'Round: real saucers (sort of) - Part 2

When researching this topic, as mentioned earlier, there was more stuff to this that I could confortably deal with in one post. If we look at it from the pre-history of flight to the great revolutionary period of development with the second world war, there is plenty to look at. While many of the "round" aircraft of the first half of the 20th century were often not much more than curiosities, the round shape would be revisited, sometimes to take advantage of some of the more surprising aerodynamic effects of controlled airflow.

The Cold War

Much of the aviation research work generate by the Luftwaffe in World War II was captured by the Allies after the wall, as well as equipment and perhaps more importantly personnel. Fans of a genre referred to as Luft'46, often extol the amazing performance of many of the aircraft designs that were being put to paper and could have theoretically been put into production by the Germans if the war had continued. The had by this time already designed ocean crossing jet bombers, supersonic fighters, transcontinental missiles and advanced tactical missiles such guided air to surface missiles. In practice, it is doubtful they could have implemented the wide scope of proposals given the dire situation of Germany at the time. It is telling that in spite of all the captured material, very few of these designs made it more or less directly from those blueprints to a production model in either the Soviet Union or the United States (and yes, there are a few exceptions). Still, a great deal of their ideas were applied such as swept wings and engine layouts.
     The Cold War created a golden age of military R&D. It would in a very real sense be undone by the great cost of the weapons systems being developed. However in the 50s, when enough time had passed to make anything developed at the end of World War II thoroughly obsolete, it seemed money would be thrown at any vaguely promising advanced idea.

Among the many research air vehicles developed during the Cold War, several of the shapes tried out for vertical take off had vaguely saucer-like shapes.  In the end, none proved truly practical.

     The Heikel annular wing designs lived on in some post war designs carried out by the allies after the war for high performance vertical take-off aircraft (Note: to what extent isn't certain, since the ability to take off vertically by basically aiming propulsive forces down should be fairly obvious). The French Coleoptere was very reminiscent of the Heinkel design. It consisted of a very powerful jet engine housed in a fuselage surrounded by its  wing. On it's test stand it gives off a very futuristic look. In spite of this, it hardly ever truly flew. The craft was flown tethered and found difficult to control. Still, untethered flights were attempted, but it crashed early in its development program. It looked really cool, but it flew like a brick balanced on a skewer.
     The US also tried tail sitter designs, although not in that form, and while they did fly, they were found to be nearly impossible to land. They did try other forms of VTOL, such as simple fan powered hovering. The Army tried various designs that mounted powerful fans to lift infantrymen and behave as a kind of flying jeep or platform. Some of these must have been positively frightening as the infantryman/pilot would stand just inches above the rapidly whirling blades (the DeLackner DH-5 Aerocycle and the Hiller VZ-1 Pawnee). In spite of this, the practicality of such as craft was fairly limited and did not offset traditional light helicopters or ground vehicles.

The Coanda Effect machines

Henri Coanda was a Romanian engineer who invented the first jet airplane in 1910(!). In the process of testing his aircraft he observed the effect that would carry his name. It is interesting to note that he had the presence of mind to observe that the engine's flaming jet exhaust began to wrap around the flame deflectors and hit the fuselage of his very inflammable aircraft while he was simultaneously crashing it. To put it briefly (and over simply), a rapidly flowing fluid will tend to adhere over the surface it is flowing. You can try it out by feeling the air flow around a can of soda when you blow on it.
     As he examined the effect, he postulated that he could create a new method of propulsion that would not make use of a propeller because the rapidly flowing air would create a region of low pressure. If the effect was created above the craft it could generate sufficient lift to fly the craft without wings. He explored the effect and proposed a saucer like aircraft that would use the Coanda effect alone to fly. During the war he continued his research and afterwards patented the idea as a flying saucer.
     The idea was picked up by a couple of aerospace companies, but perhaps more notably by the Avro Canada aviation company. The idea was to create a craft that could use the Coanda effect to lift off vertically, and once at altitude would shift to forward flight using its basic shape as the airfoil. The most ambitious of these was to use an extremely thin saucer like wing to allow the craft supersonic performance. Avro first had to test out the idea and it did so with an early subsonic prototype called the Avrocar.

The Coanda Effect describes how a stream of rapidly moving air will follow the contours of the shape it is flowing over. A coanda effect craft will achieve lift by blowing air pressurized by some mechanism out the sides of the craft. This air curves around the periphery and accelerates surrounding air creating a large volume of low pressure above it. Note that the Avrocar's jet exhaust slot is around the very edges of the craft. The intake for the engine is NOT the main source of lift, although it does contribute. Instead the rapidly flowing air from the edges pulls the air around it creating low pressure over the entire upper surface.

     The Avrocar VZ-9 was developed using US Army funding (as part of the flying jeep program) and the US Air Force, to study the use of the Coanda Effect for a future VTOL fighter. Unlike a conventional jet aircraft, these Coanda Effect aircraft were intended to fire the exhaust radially around the edge of the aircraft. This would create the rapidly flowing stream of air around the edge of the body creating low pressure above it and high pressure below. In practice, the aircraft never proved easy to fly. At low altitudes, the craft's lift was augmented by the ground effect of the exhaust gas being trapped underneath it. As it rose, the gases would escape unevenly out one side or another causing serious instability. It appeared that the benefits of using this effect would be much harder to realize than at first thought (added to the difficulty of developing a suitable radial jet engine). While more advanced versions of the design were proposed, in the end the Avrocar never flew more than a few feet off the ground and was canceled.
     In spite of the failure of various Coanda Effect saucers, the effect is used to enhance the lift of various aircraft by controlling the flow of air over wings and control surfaces.

Dream Saucers

Various designers have proposed serious designs for flying saucer like craft. Some perhaps inspired by the popular accounts of UFOs, others by the lure of VTOL and new ways of flying. Unfortunately, after the war the economic costs of creating radical new aircraft designs meant that unlike the inventors of earlier days, many of these ideas remained as nothing more than paper drawings and mock-ups.

    French aviator Rene-Couzinet designed what I considered one of the prettiest aircraft ever, the Couzinet Arc-en-Ciel. In 1933 this aircraft made the first non-stop crossing from Africa to South America. Couzinet's life though was apparently marked with the kind of up and downs associated with very headstrong designers. Somehow he ended up in Brazil after the war designing his dream aircraft, a flying saucer. The design really consisted of using the circular planform to hold airfoil blades along the perimeter in two counter rotating rings to lift the craft vertically. Once airborne, these short blade sections would not be a hindrance to horizontal flight the way full sized helicopter blades are. While he did build working models and mock-ups of his design, he never acquired the funding to build a full sized version. The situation apparently weighed heavily upon him as he and his wife committed suicide.

     The Weygers Discopter is another idea that was presented with much art by its inventor, Alexander Weyger. The basic premise was in essence to replace the open rotating blades of a helicopter with a set enclosed within a disk shaped fuselage (akin to the FW Rochen proposal), The smaller personal transport enclosed the passenger at the center of the disk. Plans for a commuter version show passengers enclosed in individual pods along the periphery of the disk. While never developed in his lifetime, he appears to have been happily involved in many other fulfilling projects in his life.
     One of the downsides of many of these designs when compared to helicopters is that they are very limited in their flight capacity due to engine failure (helicopters can parachute down with their rotors through a property known as "autorotation"). Paul Moller ameliorates this problem by using many cross-linked motors in his design so there is no catastrophe due to a single engine failure. He is perhaps one of the more famous designers of personal flying saucers. This is because he has frequently been mentioned in media as the creator of a future flying car. His designs use multiple ducted fans to generate lift. While his Skycar design is not saucer shaped, he has tried out a variety of his ideas using a series of saucer like prototype craft culminating in his current M200 Neuera craft. Moller International has continued to develop these machines for over 30 years and may yet enter the mass market.
     Airship industries which created a market for lighter than air travel commercially in the 80s with their Skyship blimps initially produced a saucer shape airship (rigid?) designed to minimize turning moments on the craft caused by cross-winds. In the end the company went on to a series of more conventional blimps having made no more than a scale flying model version of the ship. Pictures of the original saucer skyship model frequents many UFO pages out there on the web.

Lightships

The light ship may perhaps be the closest we can get to flying space saucers with current technology. The idea is to use the shape as a focusing mirror in some designs to focus the light energy of a laser to superheat the air and thus propel the aircraft in a very rapid series of bursts. Models have been flown successfully and it does present a theoretical model for a ship that can attain very high velocities without having to carry it's own fuel. The shape has also been considered as a shape that can receive transmitted microwave energy. This energy can be used similarly to superheat air and thus achieve extremely high velocities. While they couldn't make do without using some reaction mass for the last part of the journey outside the atmosphere, they can make use of the beamed energy to heat it potentially making them extremely efficient orbital boosters.

Links and Resources

Many are the same from the last post, but in addition, here's a few more

• Tail-Sitter VTOL projects, sometimes referred to as "pogos" including the infamous Coleoptere
• The US Army's VZ series which included various flying platforms
• Henri Coanda information page at Florida International University
• The VZ-9 Avrocar can be visited at the US Air Force Museum in Dayton. Their website has the factsheet. 
• The Discopter site which continues to promote Weyger's craft
• Moller International, the corporate site for Moller's aircraft and engineering work.
• A short video excerpt which describes lightships very well on youtube.
• and yet again: Identified Flying Objects - An interesting set of articles and links to various saucer projects, particularly those tied to VTOL.
• and a link back to the previous Saucerful of Spaceships post

Flying 'Round: real saucers (sort of) - Part 1

A look at some real saucer and roundish aircraft

I recently picked up a book on weird aircraft at the bargain bin. The book could use some serious editing, but it did go over a variety of interesting designs that are not often mentioned in aviation books - often with good reason. Many of these I have also seen around the web, particularly since I'm fascinated with designs that didn't go anywhere. There was also a comment on one of my blogs about a real saucer that I decided to follow up on (the comment is on the wrong page somehow as it should really be part of the "Saucerfull" post, but anyway.) It is an interesting story, but nevertheless not that unique in aviation history, that is the idea of a flying disk. It is also an idea that predates the classic flying saucer story from 1947.

The more I prepared this post, the bigger it got, so I'm going to break this into separate parts to make it easier to digest (particularly for me).

What is a round wing?

There is some variation into what may be considered a round wing. One could say that it is of a circular wing planform (looking from top down) or a flat ring like (circular) wing planform. Disk wings are also described as low aspect ratio wings, meaning that the width of the wing (the chord) is large when compared to the wing's length. The surprising benefit of this type of arrangement is that it provides a considerable amount of lift at low speeds and high angle of attack (the angle of the wings with respect to the airflow). As a result these aircraft could fly at very low speeds and were attractive designs in the era pre-dating helicopters.
     Another type of round shaped wing comes from annular wing design. In this case the wing is encircles the fuselage. It is sometimes flattened out and made boxier for a shape that resembles a stretched box kite. This general design is also referred to as a closed wing design.
     A variation of round shaped flying machines is perhaps closer to what we would think of as a flying saucer. In a sense, these are wingless, because while the shape is generally considered to generate a certain amount of lift in flight, the main aspect of the shape is to house primary lifting devices that operate symmetrically. The more traditional lift devices make use of exhaust jets or ducted fans of some sort to redirect a mass of air directly downwards to counteract gravity. A more sophisticated method makes use of the Coanda effect to create an area of low pressure over the surface to lift the craft. More esoteric methods described are sometimes more whimsical than practical, such as electromagnetic levitation. One practical method that has been investigated is the usage of the shape as an energy receiver in the form of microwave or laser energy which can then be used or focused to superheat air at the base of the disc to generate thrust.

 Flying Pans and Pancakes

DaVinci's Helicopter
The prototypical flying saucer?

It is recalled that 19th century Yale students indulged in the aerodynamics of flying disks as they threw either the empty pie platters or cookie (can?) lids embossed with the name of the baking company; the Frisbie Pie Company of New Haven, CT. The shape of the these plates imparted some lift, but spinning it gave it the stability to maintain a positive flight attitude through its flight. While there are some images of spinning circular wings, the mechanics of spinning a wing simply to impart stability seems not to have been thought the best way to achieve that result (exception being Guido Fallei's design on the cover of the Sept. 1930 Popular Mechanics?). On the other hand, some inventors looked at the possible added strength from wider or ring like wings as a possible solution of building wings with enough lift area to heave up their weight and not collapse at the same time. The thing to remember is that in the early history of practical manned flight (and particularly pre-flight), there was generally a poor understanding of the mechanics and forces involved in flight, so in truth when some of these designs proved effective it was perhaps more a matter of luck than actual thoughtful, researched, design. The British aviation pioneer George Cayley achieved some success making small gliders with large kite shaped wings which were rather long in chord and narrow in span. Along these lines other 19th century inventors created saucer like designs such as John Wootton and Alphonse Pénaud, (1850 - 1880).

George Cayley's early gliders featured kite-like wings in various configurations (bi-planes and triplanes). One design for a helicopter featured saucer-like rotors. John Wootton patented a flying machine that operated like a helicopter and featured a large fixed circular parachute wing for safety. Alphonse Penaud designed a very modern looking flying machine with a large oval wing with engineer Gauchot in 1874. This last design was refined by 1876 with many modern features such as retractable landing gear and automatic controls. Penaud built many models that featured his forward concepts, but was never able to get financing to build a full sized version of his design.

     The advent of actual flying machines did not initially discourage inventors from trying unique and imaginative variations on flying machines. This was due in part to the availability of the resources in lightweight materials and powerplants that finally made these plans viable. There was also a lack of specific knowledge of aerodynamics that might have been used to better analyze these aircraft. It has also been noted that the Wright brother's aggressive protection of their patents did encourage investors to find "different" ways of flying. Louis Bleriot and Gabriel Voisin for instance working in Europe had very sketchy information about the Wright's success (in fact many in Europe doubted they had really flown at all). They chose an annular design for their biplane creating a sturdy structure for their floatplane. In the end, the design did not work and after some modification both designers went their separate, but ultimately successful, ways.

The Bleriot III used an annular or closed wing shape. It was eventually abandoned. The MCormick-Ronne circular aircraft did manage to fly eventually around 1912, but also proved a dead end. The Lee-Richards design of 1913 was a development from the earlier biplane design.

The McCormick-Ronne "Umbrella Plane" or "Cycloplane" had an interesting development history. Originally based on designs by William Romme, it received funding from Harold McCormick of farming machinery fame, and the millionaire John D. Rockefeller Jr. starting in 1910. The aircraft's basic design made use of a wing roughly in the shape of a regular polygon, held on a set of radially distributed spokes which in turn were supported by a large centrally mounted mast. Other aspects of the craft changed with time, such as the position of the controls, and the propeller and engine assembly which was variously either pusher, puller, and sometimes connected to the engine by a long shaft. At some point Charles Vought worked on the project as a young engineering graduate. Vought would later found a company that would revisit the "round" airplane concept. In the end the Umbrella Plane proved to be a dead end and was apparently abandoned around 1913.
     The J.G.A. Kitchen, G. T. Richards, and Cedric Lee designed aircraft that used a circular wing planform. Initially Kitchen created a circular biplane which was refined with Richard's help. Disagreement between the designers resulted in subsequent work being developed by Richards with Lee. The Richard Lee Monoplane went through various versions (1,2,3) from 1912 up to 1914. The final version crashed with Lee at the controls, who managed to escape with minor injuries, but the aircraft was a total wreck.

    Stephen Nemeth's, another "Umbrella Plane" built in 1934, mounted a circular wing above a standard fuselage looking like some of over-sized parasol and hence the name. It could take off and land in very short spaces due to that low aspect ratio wing. The circular wing was also only 15 feet in diameter making it easy to store in a hanger "not much larger than the ordinary garage" as the Modern Mechanics of June 1934 noted.

The Nemeth "Umbrella Plane" of 1934. If you can find newsreels of it, it flies surprisingly like a gyrocopter

Some of the more notable aircraft of this type were developed by C.L. Snyder, a podiatrist. He noted the interesting gliding properties of heel lifts and decided to try creating an aircraft around that shape. He did indeed employ actual aviation engineers in his company, the Arup Manufacturing Co.,  so the wing design was not totally based on an artifact of shoe manufacturing. Still, you can see the heel in the designs. It was developed through several models, Arup S-1 thru S-4 and even one off-shoot created by a former Arup engineer Raoul Hoffman who designed the similar Hoffman Flying Wing.
     All these aircraft show remarkable STOL flight characteristics and unique flying characteristics such as maneuvering at slow speeds. In fact newsreels of the craft show them taking off with very little space and practically dropping straight down for landings with rolls of only a few feet. The claim that it could take off and land from your own backyard does not look far fetched.

Strangely enough, the Nemeth and Arup aircraft did not really capture the interest of manufacturers that could have marketed and mass produced the aircraft. Perhaps it was the result of the fairly specific performance envelope at the time. They were also not the only ones to create such designs, the moth-like Aubron-Payen AP-10 being an example. While these aircraft did exhibit remarkable STOL (Short Take Off & Landing) capabilities, they were not that unique for a world dominated by relatively slow, fast climbing biplanes that could operate from small unpaved fields. The contemporary autogyro (precursor to helicopters) could match that performance and even show limited vertical take off capacity. More effectively marketed by Cierva (the inventor) and Pitcairn, autogyros were not limited to one-off prototypes.

World War II

     The U.S. Navy has a strong interest in aircraft that could easily take off and land in short spaces. They considered a design proposed by Charles H. Zimmerman from Chance-Vought. Zimmerman reportedly visited the Arup Company and investigated using the combined effect of the disk-like wing with air blown at high speed from the propellers to enhance lift. Test models of the design were shown to rise practically vertically with good control. Moreover, the design could potentially have fighter-like performance. The prototype V-173 was flown several times and showed much promise. The fighter prototype was the Chance-Vought XF5U-1. It's development was protracted and not completed by the end of the war. After the war it was undergoing engine tests prior to flight tests when the program was canceled. It was a victim of the jet age, as most cutting edge propeller designs were at the end of World War II.
     When talking about World War II saucer aircraft, some mention must be made of Nazi projects. It is true that several strange and unusual aircraft designs were produced by German aircraft designers during the war. It is also true that even stranger, futuristic designs were still on the drawing boards (or actually just left there) at the war's end. They had developed rocket and jet technology to the limits of engineering capacities at the time and in many ways were considerably more advanced than what the Allies had developed by that time. Even so, the stories of highly advanced "flying saucer" designs based on advanced electromagnetic devices or supersonic turbines have to be taken with a relatively large sized grain of salt.
     One of the few documented German "saucers" was fairly conventional and along the lines of Arup and Zimmerman. The Sack AS-6, had a truly circular planform. It was powered by a small engine and in that form would have been limited to simple utility work such as reconnaissance or field courier. Beyond research into that type of wing,  nothing really came from that design.

Various World War II era "round" aircraft (*design only, ** not flown). The Payen 112 (based on the PA-22 racer) was not round, but was perhaps an introduction of low-aspect ratio wings in the presently more familiar delta wing. Of these only the Eshelman Flying Flounder, the Vought V-173, and the Sack AS-6 actually flew. The XF5U was cancelled before flight, whereas the Boeing 390 and FW-Rochen were never built

     Other designs appear to be nothing more than quick paper studies: the Focke-Wulf Rochen that would have hidden a lift fan inside it's teardrop shaped lifting body fuselage, and the Heinkel Wespe and Lerche II designs which were tail-sitters with annular wings. It is doubtful that there was any way these technologically advanced craft could go much beyond theoretical work at the time. After the war much of this information fell into Allied hands, and truth be told, many of these designs proved impractical even with the huge military research budgets of the Cold War. As far as anything else, I really don't want to delve into some of the crazier rumors out there.

Next time:  More human flying saucers...

Links and Resources for Part I

There is of course many areas on the Internet to find out about flying saucers, real and imaginary. Unfortunately, due to their connection to alien technology, they can be pretty odd. In the case of the speculative human saucers, they can also be rather odd (particularly the Nazi ones, which seem to be in a mythological class by themselves). If one can overlook some of the personal points of some of these sites one can find out quite a bit on the real designs. The grain of salt comes when looking at designs that may have been nothing more than a sketch on a piece of paper by people with little aeronautical expertise that's been lost for decades.

• Celtic Cowboy's Odd Wing Gallery - a collection of various images of odd aircraft including many round disk and annular/closed types. It is also fairly extensive with respect to the really early craft.
• Helicopter Designs at Aviastar.org - Contains various articles on helicopters, but for this subject the interesting one are the really early designs. You can browse the site to see other disk like shapes.
• Short article at Stanford on low aspect ratio wings and high angles of attack
• One of the few spots I found more detailed information about the Kitchen-Lee-Richards aircraft was located on this post and at the Russian site flyingmachines.org, the Kitchen biplane and the Lee-Richards monoplane.

Fanciful Engineering and Frank Tinsley

The art of Frank Tinsley and Sci-Fact-Fic

Some time ago I participated at a panel on spaceships for artists at Arisia (see old post). One of the odd things I was surprised at was the lack of familiarity in the panel and others with Frank Tinsley, an illustrator who did quite a bit of work for pre-war pulps and Mechanix Illustrated magazine after the war. While many SF illustrators were famous for the SF pulp cover work they did, Mr. Tinsley did no particular work for the many science fiction pulps or paperbacks during his career that I can find. On the other hand, he did quite a bit of work in an area which doesn't really have an adequate description. I suppose it is an area normally referred to as futurism, but in some ways I  think the terms science factional fiction or science fiction engineering is closer, or even Futurama. I don't mean the TV show, but rather the hugely popular GM pavilion at the 1939 World's Fair designed by Norman Bel Geddes.

"To New Horizons" the GM industrial film to introduce their Futurama Exhibit at the New York's World Fair of 1939

The reason I believe in the difference is perhaps because futurism does cover a lot of work that is actually rigorously thought out and modeled with reasonably hard data regarding technological and social trends. The type of work I would consider under sci-fact-fi or S/F/E  covers the type of documentary work  that talks about subjects with an air of hard technical background or specificity that is really at best an excessively overly optimistic view of technological and social trends and at worst pure hyperbole.

In spite of that last sentence, I do believe there is a great deal of value to this type of work. Whilst on the one hand, it is not really useful as any sort of foundation for creating a real functional piece of technology or social engineering, I do suppose it has in the past served as much an inspiration for young future engineers as the appearance of technology in science fiction romances. In fact, such articles were perhaps even more inspiring since they were normally presented as a non-fiction subject sometimes in quite serious publications such as Life or National Geographic.

Life magazine speculative article illustrated by Robert McCall about the future of space travel that accompanied the "First Man in Space" issue April 21, 1961 (find original at Google Books)

Frank Tinsley

Frank Tinsley was born in 1899 in Manhattan. Turn of the century Manhattan was perhaps the living embodiment of a future city in its day. Already having some of the tallest buildings in the world, it was a hub of continent wide transportation arteries. It contained the largest and highest bridges in the world, an elevated and subterranean suburban transport system, and collected a truly polyglot community perhaps unequaled anywhere at the time. Perhaps more importantly he was born in someways along with aviation and it was the aviation pulps where he did a lot of covers.

Variety of covers and art work Frank Tinsley did for the Air Trails/Bill Barns pulp magazine

As dated as these covers may seem to us, they are drawn with an air of passion about flying machines, colorful and dynamic. I dare say much more exiting than even what comes out of the marketing department of Boeing/McD-D and Lockheed-Martin these days. Many of the aircraft shown in these covers and stories represented slight variations on existing aircraft or protototypes.Some of Bill Barnes aircraft were truly inventive designs with some rarely implemented features on real aircraft such as retractable floats and sky hooks for areal dockings.

Some of Tinsley's fanciful futuristic designs that accompanied his articles for Mechanix Illustrated. From top right: A suburban saucer, a nuclear airship, a walking jeep or mechanical mule, and an airborne hover police car.

After the war, Frank Tinsley also began to write articles of speculative engineering projects, S/F/E involving many different forms of transportation: space, terrestrial, and maritime. He also illustrated a memorable series of advertising for American Bosch Arma in the 50s. These ads featured various nuclear and solar powered spaceships and lunar bases with descriptive copy of the futuristic settings, although the company was not in the business of building or designing spacefaring hardware at the time (just their electronics). I still have fond memories of the ads having come across them in old Scientific American issues from the 50s.

Two of the American Bosch Arma Adverts

As prolific as he appears to be in this area of illustration, I can't find any mention of him connected to any actual science fiction magazines or covers at this time. Given the nature of his articles, I can only imagine that he must have been a fan

More on this

While his images are out there, and not always credited, there is very little about Frank Tinsley himself. A brief bio as available at The Field Guide to Wild American Pulp Artists: Frank Tinsley. Also some more information here at the Lambiek Comiclopedia. The Flikr user X-ray Delta One (Call sign for the "Discovery" if you didn't know) has a collection of his images including some of the text of some of his articles. The articles for Mechanix Illustrated are available at the Mechanix Illustrated blog (I've put the link off the search term here to hopefully make it faster to find). A gallery of the ABA ads can be found at Vintage Ads on LiveJournal.