The History and Romance of
Air Mail Stamps
_By Emil Bruechig_
EMIL BRUECHIG
522 FIFTH AVENUE
NEW YORK CITY, N. Y.
CABLE ADDRESS: “BRUECHIG,” N. Y.
COPYRIGHT 1936
BY
EMIL BRUECHIG
The history of the flying machine reaches back as far as the earliest of
man’s written records of his thoughts and ambitions. And one can only
surmise how long ago it must have been, in the dim unchronicled past,
when the idea of human flight first suggested itself to our ancestors.
¶ The ancient mythology of the Greeks reveals an interest in this
problem. The philosophers who lived when Rome was ruler of the world,
and the alchemists of the middle ages have left time-stained parchments
of their thoughts and theories about artificial flight.
¶ And even today, after centuries of trial and error have brought an
intangible dream to a streamlined actuality, the glamour and marvel of
aviation still grips the minds of men. Hardly any device which humanity
has fashioned has taken so lengthy a time to accomplish and, after being
achieved, has been able to hold its place in the sun—in war and in
peace.
¶ For it was war that brought the rapid development of the airplane into
a machine that is serving man so capably as a peace-time vehicle.
Bringing serum to the critically ill; winging food to flooded and
snow-bound areas; transporting people over thousands of miles in a
single day; and speeding up the wheels of commerce with its mail
carriers; these are but a few of the almost magical feats which aviation
has made possible.
¶ And, better than volumes of words could describe, one will find this
vast panorama of man’s struggle for mastery over the air pictured in
glowing colors and realistic scenes on the hundreds of air mail stamps
which have been issued by almost all countries of the world.
¶ There is a tale of danger and daring behind each square of tinted
paper, a pulse-quickening story of crossing fever-ridden jungles,
battling treacherous, snow-clad mountain peaks, and risking the mocking
death of desert wastes.
¶ It takes no great stretch of the imagination to visualize the
magnitude and grace of the Zeppelins as pictured on the German air mail
stamps. From afar, one seems to hear the deep-throated roar of the great
engines and the whistle of the wind as it strums along the wires. The
great “Graf,” air-traveler supreme, is flying before your eyes!
¶ One needs no trip to the Mediterranean to see the blue of its waters
and the gold of its sun. The Grecian issue with an indescribable
delicacy of line and color suffices. The ruins of the Acropolis, perched
on their hilly site, before a background of cloud-studded skies, seem
but a step away.
¶ But to single out stamps here and there does not do full justice to
this theme—the myriad perfection of air mail stamps as a pictorial
record of a great triumph must be viewed in a more methodical manner,
and more broadly, as a grand mural of many events.
¶ Beginning with the fabulous flight of Daedalus and his son Icarus, on
wings made of wax and feathers, we can follow the story of aviation on
air mail stamps. We see the Roman philosopher, Virgil, on an Italian
adhesive, gazing at a gliding eagle and remarking prophetically, “I
assign limits neither to the extent nor the duration of the empire.”
¶ Even Leonardo Da Vinci, while creating paintings of undying fame, must
have spent many an hour musing on the possibilities of flight by
artificial means. His ideas were so detailed that he drew a plan of a
glider which, although never constructed in wood and fabric, embodies
several fundamental features of aero-dynamics.
¶ The progress of aviation was rutted in this theoretical stage,
however, for hundreds of years. Many problems, some of them still
unthought of, had to be overcome before controlled flight was a reality.
¶ Ballooning, of course, had developed steadily after the epochal
success of the Montgolfier brothers in 1783. In the latter part of the
nineteenth century, Alberto Santos-Dumont began experimenting with
dirigibles. His early attempts were made with non-rigid balloons, and we
can see one of this Brazilian’s ships circling the Eiffel Tower of
Paris, on a stamp issued by his native land.
¶ The event pictured took place on October 19, 1901, before a group of
officials of the French Aero Club who were there to award a prize of
100,000 francs if Santos-Dumont could successfully fly from the Aero
Club Park to the Eiffel Tower and return. Several previous attempts had
resulted in failure, but this day the craft made the first lap of the
journey without mishap.
¶ At a fairly high altitude the balloon rounded the tower at its very
tip, but as soon as the nose pointed homeward, a strong wind struck it,
slowing the motor to such an extent that it almost stopped. For the
moment Santos-Dumont was between the devil and the deep blue sea. If he
loosened his control from the steering lever to adjust the carburetor,
the balloon might swing wild. But the fates were kind that day—his ship
sailed on as he tinkered with the spark and brought his sputtering motor
back to a healthy roar.
¶ On he sailed, over the Bois, then over the throngs at the Auteuil
race-track while precious minutes were ticking on. He had to complete
the voyage in a half hour and only a few moments remained of this
allotted time.
¶ The dirigible wobbled, it swung up and then down, the engine wheezed
and coughed—but Santos-Dumont kept his eyes fixed on the goal. The
cheers of the crowd rose into the air and then died to a whisper as
nerves became rigid with suspense. It wasn’t a question whether he would
make it, now, but whether he would do it on time. For the minutes were
flying faster than the ship—at last he passed over Longchamps, the Seine
was crossed, and finally Santos-Dumont sailed by over the heads of the
French Aero Club officials. The line had been crossed—and the flight
completed in twenty-nine minutes and thirty seconds!
¶ Another countryman of this successful aeronaut was Augusto Severo who
built a much larger balloon than had ever been attempted up to that
time. “The Pax” which has been illustrated on an air stamp crashed,
however, dashing Severo and his mechanic to a horrible death. The
unfortunate airman struck the earth with such terrific force that the
bones of his feet were forced through the soles of his boots.
¶ To Count Ferdinand von Zeppelin, though, goes the greatest honors for
bringing this type of aircraft to a really practical development. After
a hectic, military life during which he served the Union cause in the
Civil War under the immortal Lincoln, he retired to dream about the
vision that had lived with him since youth. To build rigid balloons, to
put a skeleton of metal under a hood of fabric was his contribution to
this science.
¶ Count Zeppelin was 61 years of age when his first great airliner was
finished, a ship over 400 feet long and 38 feet in diameter. This was by
far the largest dirigible ever built up to that time, and thousands of
people flocked to witness its first flight in July, 1899. Journalists,
peasants, scientists, men and women of all ages and interests came to
see this huge sausage-shaped balloon navigate through space.
¶ The morning of that epochal day was clear and bright, as bright as the
feverish glint in Zeppelin’s eyes, as, with poorly-concealed excitement,
he tested ropes and wires, and examined the hundred-and-one vital parts
of the L. Z. 1. The great crowds that surged about the lake stood in
hushed awe as he came out of the hangar after the inspection was
completed, and reverently bowed his head in silent prayer. A few moments
later, the roar of two powerful motors went echoing over the waters of
Lake Constance, and slowly the dirigible glided from the cavernous
depths of its hangar. And then, with a serene indifference, the L. Z. 1
floated upward, higher, higher into the full glare of the sun.
¶ While wave after wave of full-throated cheers announced to the world a
triumphant achievement, the airship traveled three and a half miles.
Seventeen minutes later, it descended safely at Immenstadt.
¶ The air mail stamps existing today bear witness to the importance of
this accomplishment. Dozens of them picture the great Zeppelins from
their early beginnings to their present state of perfection. Tableaus
depicting them over the polar regions, and topping the crags of mountain
ranges, and even in the process of construction form a visual history of
the balloon.
¶ And now the Wright brothers come to the fore! After years of patient
experimenting, these humble bicycle builders from Dayton, Ohio, launched
a ’plane powered with a gasoline engine upon a startled world. On the
bleak sands of Kitty Hawk, Orville and Wilbur Wright had seen their
efforts crowned with success. Aviation had taken its biggest step
forward.
¶ The Wright ’plane’s successful performance, which is shown on a
two-cent U. S. stamp of 1928, gave new impetus to this branch of
aeronautics.
¶ And Santos-Dumont, apparently forsaking the lighter-than-air vessels
that had occupied his earlier years, followed the trail blazed by these
two Americans. In 1906 he perfected a biplane glider which rose from
water and flew. This flight which was staged in Paris, the scene of most
of the Brazilian’s experiments, was the first official European
ascension of a heavier-than-air craft.
¶ Flying, by this time, had become a more practical affair. With the
elemental principles understood and conquered, minor improvements were
developed as a result of ever-widening experience. In the summer of
1909, Bleriot crossed the English Channel in a frail monoplane and
received an ovation almost as great as that accorded Lindbergh for his
daring feat.
¶ But before Lindbergh could take a ’plane from New York to Paris in one
triumphant jump, years had to pass, years of war that spread havoc and
desolation throughout the world. But from the embers of that
conflagration one thing, at least, emerged with greater glory. While
guns and ammunition were dumped in the sea, and warships scrapped, the
airplane rose in the eyes of the world to a new height of importance.
¶ For the war had wrought a great change in this device—no longer were
’planes but the playthings of a few, but servants that could serve a
world!
¶ Today we can see on the air mail stamps of Spain, of Brazil, and the
African Congo, portraits of the early craft—and by turning a few leaves
of the album, can view the wartime “devils of the air”—the D. H. 4’s,
the Curtiss “Jennies,” and the deadly Fokkers.
¶ Soon after the great conflict had ended, the hundreds of daring airmen
who found themselves footloose, began to gamble their lives against a
new element. Where formerly they had defied machine-gun bullets, they
now pitted their skill against the hazards of sea and jungle.
¶ The London “Daily Mail” had offered a handsome prize of ten thousand
pounds for the first successful dash across the Atlantic Ocean. Having
this as a powerful incentive, two intrepid flyers, Major Harry G. Hawker
and Commander K. Mackenzie Grieve, were striving to be the first to span
this dangerous trail with a non-stop flight.
¶ On the morning of Sunday, May 18, 1919, while the populace of
Newfoundland’s capital were sunk in slumber, these two men trundled
forth their frail Sopwith biplane and launched it over the turbulent
sea, a desert of water that would menace them for thousands of miles.
According to available records, they soon had the ill fortune to be
caught in a series of storms. In Hawker’s own story of the flight, he
states that after these will-o-the-wisp squalls had been overcome, the
cooling system began to clog. In a few moments, the temperature of the
water spurted to the boiling point.
¶ By diving quickly several times, Hawker managed to free the flow
momentarily, but this expedient soon proved useless as the trouble
became more acute. With its cooling agency crippled, the engine balked.
Hawker declared that when the motor had gone dead, they suffered some
nerve-racking seconds as the sea came toward them at a smashing speed.
¶ But Grieve climbed to the forward part of the ship, near the gasoline
tank, and furiously worked to bring life back to the stilled engine.
Despite Hawker’s best efforts to check the fall, they were dropping
steadily and, according to his statement, were but twenty feet above the
sea when the cylinders spluttered. Only ten feet when the motor took up
its full load again.
¶ Knowing that their only hope was to sight a vessel, they searched
frantically for one through the gathering dusk. At last when things
seemed rather bleak, a Danish freighter, the “Mary,” was espied by the
anxious airmen and after twelve hundred arduous miles of flying, they
landed to be rescued by this good Samaritan of the sea.
¶ Soon after, another team of aviators, Alcock and Brown, took off from
the same soil, and sixteen hours from Newfoundland, they were circling
over Clifden, on the west coast of Ireland. Many a son of Erin’s Sabbath
peace was rudely shattered as this great Vickers-Vimy bomber came
droning out of the sky to bury its nose deep in an Irish bog. The “Daily
Mail” prize of ten thousand pounds was theirs, and an appropriate
trophy, commemorating this feat, was also presented to Alcock and Brown.
¶ Others still followed the path of the North Atlantic, even though the
incentive of the prize money had been removed. Admiral Sir Mark Kerr,
Captain Boyd, Chamberlain and Levine, and De Pinedo were but a few of
those who followed in the wake of the triumphant Alcock.
¶ All these pioneering flights, with their attendant narratives of death
and danger, are recorded on the air mail stamps of Newfoundland. The
’planes they used, and the routes the fliers followed are pictured for
all time on these mute bits of postal paper.
¶ After Lindbergh had made his Atlantic voyage, he hopped off on his
famous Pan-American tour. And as he flew from country to country, he
left behind a trail of philatelic mementos of this venture. Costa Rica,
Panama, and Cuba, to mention but a few countries, issued special stamps
to honor his visits.
¶ Exploration, too, has been immeasurably aided by the airplane and one
case in point is the Amundsen-Ellsworth expedition of 1925, a polar trip
which has been chronicled by a Norwegian set of air mail stamps.
¶ Their journey started on the afternoon of May 21, 1925, when two
Dornier-Wal flying-boats rose from the waters of Kings Bay, Spitzbergen,
and headed for the North Pole. With motors roaring in unison, the flight
got under way auspiciously.
¶ After traversing six hundred miles, the navigators calculated that
their position should be directly above the North Pole, but a strong
wind had been blowing, which had driven them unawares over a hundred
miles off their course.
¶ In landing their ships, however, through the jagged fissures of open
ice, both ’planes were damaged. Amundsen, Ellsworth and the crew
realized that their only hope of salvation lay in repairing at least one
of the ships. A couple of weeks passed before this task was
accomplished, and only completed in that length of time through almost
superhuman endeavor.
¶ To effect a take-off, a smooth plateau of ice had to be found and
small scouting parties discovered a large floe for this purpose, but it
was a half mile from their ’plane. And between that broad field of ice
and the Dornier-Wal, there rose a high ridge, and a bit further on, a
deep chasm gouged across the trail.
¶ But to this handful of men, necessity was a taskmaster that bade them
conquer all the hazards that an angry Arctic hurled against them. With
nothing but primitive tools, Amundsen’s party hacked a passage through
the fifteen-foot thickness of the ice-ridge, a passage wide enough to
accommodate the great wing-span of their craft.
¶ At last, all perils were overcome and the crew piled into the ship,
dumping every unnecessary article from the ’plane to lighten the load.
The motors were started. With a surge the ship moved forward—it
bumped—it swayed—it traveled 300 meters—then 400—and at last it tore
itself from the ice and flew!
¶ That evening the adventurers were picked up by a cruising steamer and
returned safely to their homeland—leaving another Arctic adventure
behind them.
¶ And so we can see, in a never-ending panorama, the story of flight on
air mail stamps. Twenty-eight hundred stamps have been issued,
approximately, and one by one they add color and zest to this
adventurous story.
¶ The round-the-world trampings of the “Graf” Zeppelin, the never-ending
stream of long-distance flights, the break-neck air races at Cleveland,
the wanderings of the DO-X, and the gigantic air armada of Balbo—all are
chronicled on air mail stamps. And even while they portray the struggles
of the past, they also prophesy still greater triumphs for the future.
¶ The thousands of air mail collectors, drawn from all walks of life
including Emperors, Presidents, and leaders of industry, bear witness to
the fascination of this hobby. Besides being an interesting avocation,
however, the collecting of mint air mail stamps excels most gilt-edged
securities when considered from a purely investment point of view.
¶ This might seem to be a rash statement, but the history of the past
few years has irrefutably proven it to be true. While statistics are
usually dry-as-dust things, let us examine a few. They will, in this
case, prove as exciting to the collector as his air stamps themselves.
¶ First, consider the age-old economic law of supply and demand. In the
case at hand, we find the demand for stamps so deep-seated and secure
that it literally stretches from the cradle to the grave. From the
business transacted by government agencies and the multitude of dealers
in philatelic merchandise, authorities have estimated that five out of
every hundred people, both here and abroad, are stamp collectors. Such a
computation means, that in the United States alone, well over 5,000,000
people pursue this hobby.
¶ There are scores of philatelic publications, both weekly and monthly,
which boast appreciable circulations paid for by popular subscription.
By the “movie” newsreels publicizing new stamp issues, and metropolitan
newspapers featuring a regular column on this subject, one can easily
realize that this vast network for the dissemination of stamp
information must reach a tremendous audience. And this Gargantuan
following was not built in a day, a year, or a decade. No, for well over
a half-century has gone into its making.
¶ This hobby was almost as firmly established before the dawn of the
gas-lit nineties as it is today. Its vast army of adherents prove that
stamp collecting is no fad, no fleeting joy-of-the-moment, but that it
can be rightfully called the universal hobby.
¶ Placed squarely against the problem of demand is the question of
supply. It is, of course, simple economics to understand that when the
demand for something is greater than the supply, the value rises
accordingly. And the wider the difference between these two poles, the
greater will be the appreciation in value.
¶ Unused air mail stamps fit such a situation admirably. For these
special adhesives are seldom printed in large quantities. Because their
use is limited, in the majority of cases, to prepaying matter carried by
airplane, issues of stamps in lots of less than 100,000 copies are the
rule, rather than the exception. Quite frequently, the smaller
governments will confine a special issue to five or ten thousands
copies—a fact which means that on this broad globe of ours only a
handful of people can ever hope to own such a specimen, regardless of
their wealth or position in life. And this number of possible possessors
is materially lessened because of the fact that most specialists build
their collections with blocks of four stamps of each issue as well as
single copies.
¶ Looking back only three short years ago at the prices which air mail
stamps commanded during the spring of 1933, the reader will quickly
realize the soundness of the foregoing remarks. Ascribe it to what you
will: their popularity, their intriguing history, or their limited
supply—one principal fact will stand out. The simple fact that air mail
stamps have, as a whole since this time, _doubled_ in value, with many
instances of issues which trebled and quadrupled their former price.
¶ For the purpose of illustration, we can choose a few air mail
adhesives issued by our own government for no one could question the
integrity behind the postal paper of the United States. The first
triumvirate of values brought out in 1918 was in six, sixteen, and
twenty-four cent denominations. During April of 1933, the market price
for this set was $2.50. Today, it is offered at $4.00.
¶ The 1923 set, however, shows a much greater appreciation in value when
percentage of increase is considered. On the date mentioned above, this
issue sold for $1.25, and today commands at least $3.00 for fine
specimens. And the famous “Graf Zeppelin” issue has soared from $10.00
in 1933 to a present-day figure which varies from $35.00 to $40.00 per
set, depending upon condition.
¶ And to bring the reader still another amazing instance, we can refer
to the special stamp printed in October, 1933, in commemoration of the
Century of Progress flight made by the Graf Zeppelin. Just about two and
a half years have passed since this fifty cent adhesive left the
printing presses at the Bureau of Engraving. Today, copies of it are
bringing $3.00, with many dealers unable to supply them at that price
because of their scarcity and unabated demand.
¶ We could, without question, continue this parade of statistics through
the entire list of air stamps issued by all countries of the world, but
lack the space to make such a lengthy comparison. If, however, any
reader has any lingering doubts, we invite him to make a complete
check-up. To his amazement, we can foretell, he will find that our
statements are conservative indeed.
¶ Of course, the racketeer, the bucket-shop, and the confidence-man, to
mention but a few, are types of vicious parasites that fasten themselves
on legitimate business, and prey on the unwary, doing as much harm to
the honest merchant as to the swindled purchaser. And, we must admit,
that the philatelic business is no exception to this rule.
¶ It is regrettable that while people know they cannot buy diamonds in a
five-and-ten cent store, yet they will, time and again, be persuaded to
buy philatelic merchandise from doubtful sources at “bargain” prices. A
forgery is no bargain at any price as many a collector has learned to
his embarrassment and dismay, when a counterfeit specimen is discovered
in his album. And, strange as it may seem, these tricksters of the trade
do not confine themselves to counterfeiting the rarities alone, but lend
their shady talents to duplicating the low-priced issues also.
¶ When dealing with errors, especially, one must exercise care and
judgment before purchasing. While genuine errors do make a collection
distinctive and complete, yet they should only be acquired after an
acknowledged specialist has guaranteed their authenticity.
¶ The House of Emil Bruechig can rightfully offer such a guarantee.
Having served collectors in all parts of the globe for many years, and
always maintaining a complete stock of air mail stamps, including many
rarities and errors, we stand squarely behind every item we sell. As our
old friends know, and our new friends will discover, their air mail
stamps are always genuine and of superior quality, when they bear the
insignia of:
BRUECHIG
_The Guarantee of Satisfaction_
[Illustration: EVOLUTION OF THE AIRPLANE]
[Illustration: AIRPLANES OVER THE WORLD]
[Illustration: (continued)]
[Illustration: DEVELOPMENT OF THE DIRIGIBLE
TWO FAMOUS TRANS-ATLANTIC FLIGHTS]
NOTES
¶ All stamps listed in this price-list are identified by numbers from
Scott’s Standard Postage Stamp Catalogue, followed by the numbers from
the Standard Catalogue of Air Post Stamps.
* * * * * * * *
¶ Specialists are invited to send us their want-lists, as we have a
varied and large stock of errors and unique items which lack of space
prevents listing in the following columns.
* * * * * * * *
¶All stamps listed are guaranteed to be genuine and of superior quality.
Approval selections will gladly be sent to all persons either personally
known to us, or those submitting recognized references.
* * * * * * * *
¶ Prices quoted are net, but a discount of 5% will be allowed on
purchases ranging from $100.00 to $1,000.00. On purchases larger than
this, a discount of 10% will be granted.
* * * * * * * *
¶ Remittances may be made by Money Order or personal check. Cash is sent
at sender’s risk, and should always be registered. Postage charges are
extra on purchases of less than one dollar.
_Year_ _Scott _Airpost _Description_ _Single_ _Block_
Cat._ Cat._
_UNITED STATES_
1918 1300 1 6¢ Orange .75 3.75
1301 2 16¢ Green 3.00 15.00
1302 3 24¢ Carmine rose and blue 1.00 5.00
Set of three 4.25 20.00
1923 1303 4 8¢ Green .25 1.25
1304 5 16¢ Blue 1.60 7.50
1305 6 24¢ Carmine 1.60 7.50
Set of three 3.25 16.00
1926-27 1306 7 10¢ Dark blue .15 .75
1307 8 15¢ Olive brown .25 1.25
1308 9 20¢ Yellow green .30 1.50
Set of three .65 3.25
1927 1309 10 10¢ Dark blue .15 .75
1928 1310 11 5¢ Carmine and blue .08 .35
649 12 2¢ Carmine rose .06 .25
650 13 5¢ Blue .20 1.00
Set of two .25 1.25
1930 1311 14 5¢ Violet .10 .50
1312 15 65¢ Green
1313 16 $1.30 Brown
1314 17 $2.60 Blue
Set of three 40.00 180.00
1931-32 1315 18 5¢ Violet .08 .35
1316 19 8¢ Olive bistre .10 .50
1933 1317 20 50¢ Green 3.00 12.50
1934 1318 21 6¢ Dull orange .09 .45
1400 22 16¢ Dark blue .20 1.00
1935 771 23 16¢ Dark blue .40 1.75
1319 24 25¢ Blue .30 1.20
1936 1401 25 16¢ Red and blue .20 .90
1929 2900 100 5¢ Blue on white .10
1932 2901 101 8¢ Olive green on white .16
1934 2902 102 6¢ Orange on white .09
_AEGEAN ISLANDS_
1930 151-3 1-3 5c-5L/2L 1.00 6.00
154-7 4-7 500-9L/2L 1.60 6.40
1932 158-63 8-13 50c-10L/2L50 3.85 16.00
164-8 14-18 50c-5L/1L 3.00 12.00
300-1 19-20 2L25L/1L, 4L50/1L50 3.25 14.50
169 21 100L 12.00 48.00
1933 170-5 22-27 3L-20L 5.75 23.00
176-7 28-29 5.25L/19.75L, 5.25L/44.75L 6.25 25.00
1934 151-4 50c-5L 50c-5L Rodi 1.35 7.50
178-81 34-37 50c-10L/5L 1.40 5.60
1935 182-8, 38-46 25c-4L50/2L 10.00 40.00
302, 3
_ALAOUITES_
1925 201-204 1-4 2pi-10pi 2.00 10.00
205-208 5-8 2pi-10pi .35 1.75
1926 209-212 13-16 2pi-10pi .30 1.40
1928 213-216 17-20 2pi-10pi 17.50 70.00
1929 217-220 21-24 Op50-15pi .65 2.75
1930 221 25 2pi/1p25 .04 .20
_ALBANIA_
1925 601-7 1-7 5q-3F 1.90 9.50
1927 608-14 8-14 5q-3F 3.60 15.00
1928 615-21 15-21 5q-3F 7.00 30.00
1929 622-25 22-25 5q-50q 4.00 16.00
622-28 22-28 5q-3F 65.00 300.00
1930 629-35 29-35 5q-3F 1.50 6.00
1931 636-42 36-42 5q-3F 2.75 11.00
_ARGENTINE_
1928 501-19 1-19 5c-3p60 7.00 28.00
1930 520-24 20-24 200-2p60 13.00 65.00
525-28 25-28 20c-1p 4.50 25.00
525-29 25-29 20c-1p80 30.00 150.00
1931 530-34 31-35 18c-3p60 3.50 14.00
1932 535-37 36-38 5c-90c .80 3.25
_AUSTRALIA_
1929 301 2 3p .15 .60
1931 111-12 3-4 2p, 3p .20 .85
302 5 6p .35 1.50
303 6 6p .20 .80
1934 304 7 1sh6p .45 2.00
1930 50 3p 5.00 25.00
1931 401-2 51-52 2p, 3p 12.00 60.00
451 53 6p .20 .85
_AUSTRIA_
1918 675-77 1-3 1k50-4k .90 4.50
1922-24 678-85 4-11 300k-4800k .90 3.75
1925-30 686-95 12-21 2g-2s 1.80 10.00
1926 696-702 22-28 10g-10s 5.25 22.50
1930 703-5 29-31 20g-80g .30 1.25
1935 706-20 32-46 5g-10S 6.00 25.00
_BELGIUM_
1930 831-34 1-4 50c-5F .60 2.60
835 5 5F .80 4.00
1932 251-3 6-8 75c-2F50 .75 3.00
1935 836-37 9-10 1F/1F50-4F/5F .45 1.90
_BOLIVIA_
1924 301-7 1-7 10c-5b 5.00 20.00
1928 308-10 8-10 15c-35c .35 1.75
1930 311-18 11-18 5c/10c-1B (6 values) 15.00 75.00
313 13 10c 150.00 1,000.00
317 17 50c 150.00 1,000.00
319-23 19-23 5c/10c-1B 80.00 325.00
324-26 24-26 1b50/15c-6b/35c 7.50 30.00
327-34 27-34 5c-3b 5.00 25.00
1932 335-41 35-41 5c-1b 1.50 7.50
1935 342-51 42-51 5c-1b 2.00 8.00
_BRAZIL_
1927 901-16 1-17 50r/10c-10,000r/1,000,000r 10.00 40.00
(16 values)
906a 7 500r/10r 40.00 200.00
1930 917-25 19-27 50r-3000r 2.75 11.00
1931 926-27 28-29 2,500r/200r-5,000r/300r 1.25 6.00
928 30 2,500r/3,000r .60 3.00
1932 929-30 31-32 3,500r/5,000r-7,000r/10,000r 1.50 7.50
1933 931 33 3,500r .45 2.00
932 34 100r .03 .15
1934 933-38 35-40 50r-1,000r .75 3.00
386 41 200r .05 .20
_BULGARIA_
1927-28 801-4 1-4 2L-1L/6L 1.00 4.00
1931 805-11 5-11 1L-50L 2.00 8.00
1932 812-14 12-14 18L-28L 2.00 8.00
_CANADA_
1928 501 1 5c .08 .40
1930 502 2 5c .08 .40
1932 503 3 6c on 5c .10 .50
504 4 6c on 5c .15 .75
1935 505 5 6c .09 .36
_CANAL ZONE_
1929 201-2 1-2 15c, 25c .60 2.00
203-4 3-4 10c, 20c .45 1.80
1931 205-10 5-10 5c-$1 2.50 10.00
_CHILE_
1928 601-9 6-14 20c-50c 3.50 14.00
610 15 3p on 5c 5.00 25.00
1929 611 16 6p on 10c 10.00 40.00
612 17 10p 1.75 7.00
1929-31 613-19 18-23 20c-1p 2.50 10.00
620 24 2p .50 2.50
621 24a 5p .50 2.00
1931 623-30 25-32 5c-5p 2.25 9.50
1932 631 33 1p .60 2.50
632 34 5p .60 2.50
36 50c .05 .20
1934-35 641, 35, 47-51 10c-80c (6 values) .40 1.60
46-50
633-45 37-46, 1p-50p (12 values) 14.00 68.00
52, 53
1936 54 50c .05 .25
_CHINA_
1921 651-55 1-5 15c-90c 3.75 18.00
1929 656-60 6-10 15c-90c 1.75 6.50
1932 661-66 11-15 15c-90c 1.50 6.00
1933 667-69 16-18 25c-100c 1.50 6.00
_OFFICES IN SIN KIANG_
1932 1900 19 5c 175.00 750.00
1901 20 10c 175.00 750.00
1902 21 15c 2,000.00
1903 22 30c 2,000.00
_CILICIA_