Produced by Stephen Hutcheson, Lisa Corcoran and the Online Distributed Proofreading Team at https://www.pgdp.net The History and Romance of Air Mail Stamps _By Emil Bruechig_ EMIL BRUECHIG 522 FIFTH AVENUE NEW YORK CITY, N. Y. CABLE ADDRESS: âBRUECHIG,â N. Y. COPYRIGHT 1936 BY EMIL BRUECHIG The history of the flying machine reaches back as far as the earliest of manâs 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. Â¶ 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. Â¶ 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 sunâin war and in peace. Â¶ 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. Â¶ And, better than volumes of words could describe, one will find this vast panorama of manâs 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. Â¶ 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. Â¶ 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 âGraf,â air-traveler supreme, is flying before your eyes! Â¶ 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. Â¶ But to single out stamps here and there does not do full justice to this themeâthe 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. Â¶ 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, âI assign limits neither to the extent nor the duration of the empire.â Â¶ 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. Â¶ 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. Â¶ 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 Brazilianâs ships circling the Eiffel Tower of Paris, on a stamp issued by his native land. Â¶ 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. Â¶ 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 dayâhis ship sailed on as he tinkered with the spark and brought his sputtering motor back to a healthy roar. Â¶ 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. Â¶ The dirigible wobbled, it swung up and then down, the engine wheezed and coughedâbut 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 wasnât a question whether he would make it, now, but whether he would do it on time. For the minutes were flying faster than the shipâat 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 crossedâand the flight completed in twenty-nine minutes and thirty seconds! Â¶ Another countryman of this successful aeronaut was Augusto Severo who built a much larger balloon than had ever been attempted up to that time. âThe Paxâ 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. Â¶ 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. Â¶ 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. Â¶ The morning of that epochal day was clear and bright, as bright as the feverish glint in Zeppelinâs 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. Â¶ 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. Â¶ 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. Â¶ And now the Wright brothers come to the fore! After years of patient experimenting, these humble bicycle builders from Dayton, Ohio, launched a âplane 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. Â¶ The Wright âplaneâs successful performance, which is shown on a two-cent U. S. stamp of 1928, gave new impetus to this branch of aeronautics. Â¶ 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 Brazilianâs experiments, was the first official European ascension of a heavier-than-air craft. Â¶ 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. Â¶ But before Lindbergh could take a âplane 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. Â¶ For the war had wrought a great change in this deviceâno longer were âplanes but the playthings of a few, but servants that could serve a world! Â¶ Today we can see on the air mail stamps of Spain, of Brazil, and the African Congo, portraits of the early craftâand by turning a few leaves of the album, can view the wartime âdevils of the airââthe D. H. 4âs, the Curtiss âJennies,â and the deadly Fokkers. Â¶ 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. Â¶ The London âDaily Mailâ 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. Â¶ On the morning of Sunday, May 18, 1919, while the populace of Newfoundlandâs 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 Hawkerâs 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. Â¶ 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. Â¶ 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 Hawkerâs 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. Â¶ 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 âMary,â 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. Â¶ 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 Erinâs 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 âDaily Mailâ prize of ten thousand pounds was theirs, and an appropriate trophy, commemorating this feat, was also presented to Alcock and Brown. Â¶ 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. Â¶ All these pioneering flights, with their attendant narratives of death and danger, are recorded on the air mail stamps of Newfoundland. The âplanes they used, and the routes the fliers followed are pictured for all time on these mute bits of postal paper. Â¶ 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. Â¶ 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. Â¶ 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. Â¶ 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. Â¶ In landing their ships, however, through the jagged fissures of open ice, both âplanes 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. Â¶ 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 âplane. 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. Â¶ 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, Amundsenâs 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. Â¶ At last, all perils were overcome and the crew piled into the ship, dumping every unnecessary article from the âplane to lighten the load. The motors were started. With a surge the ship moved forwardâit bumpedâit swayedâit traveled 300 metersâthen 400âand at last it tore itself from the ice and flew! Â¶ That evening the adventurers were picked up by a cruising steamer and returned safely to their homelandâleaving another Arctic adventure behind them. Â¶ 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. Â¶ The round-the-world trampings of the âGrafâ 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 Balboâall 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. Â¶ 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. Â¶ 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. Â¶ 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. Â¶ There are scores of philatelic publications, both weekly and monthly, which boast appreciable circulations paid for by popular subscription. By the âmovieâ 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. Â¶ 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. Â¶ 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. Â¶ 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 copiesâa 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. Â¶ 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 supplyâone 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. Â¶ 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. Â¶ 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 âGraf Zeppelinâ 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. Â¶ 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. Â¶ 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. Â¶ 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. Â¶ 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 âbargainâ 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. Â¶ 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. Â¶ 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 Â¶ All stamps listed in this price-list are identified by numbers from Scottâs Standard Postage Stamp Catalogue, followed by the numbers from the Standard Catalogue of Air Post Stamps. * * * * * * * * Â¶ 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. * * * * * * * * Â¶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. * * * * * * * * Â¶ 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. * * * * * * * * Â¶ Remittances may be made by Money Order or personal check. Cash is sent at senderâs 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 6Â¢ Orange .75 3.75 1301 2 16Â¢ Green 3.00 15.00 1302 3 24Â¢ Carmine rose and blue 1.00 5.00 Set of three 4.25 20.00 1923 1303 4 8Â¢ Green .25 1.25 1304 5 16Â¢ Blue 1.60 7.50 1305 6 24Â¢ Carmine 1.60 7.50 Set of three 3.25 16.00 1926-27 1306 7 10Â¢ Dark blue .15 .75 1307 8 15Â¢ Olive brown .25 1.25 1308 9 20Â¢ Yellow green .30 1.50 Set of three .65 3.25 1927 1309 10 10Â¢ Dark blue .15 .75 1928 1310 11 5Â¢ Carmine and blue .08 .35 649 12 2Â¢ Carmine rose .06 .25 650 13 5Â¢ Blue .20 1.00 Set of two .25 1.25 1930 1311 14 5Â¢ Violet .10 .50 1312 15 65Â¢ Green 1313 16 $1.30 Brown 1314 17 $2.60 Blue Set of three 40.00 180.00 1931-32 1315 18 5Â¢ Violet .08 .35 1316 19 8Â¢ Olive bistre .10 .50 1933 1317 20 50Â¢ Green 3.00 12.50 1934 1318 21 6Â¢ Dull orange .09 .45 1400 22 16Â¢ Dark blue .20 1.00 1935 771 23 16Â¢ Dark blue .40 1.75 1319 24 25Â¢ Blue .30 1.20 1936 1401 25 16Â¢ Red and blue .20 .90 1929 2900 100 5Â¢ Blue on white .10 1932 2901 101 8Â¢ Olive green on white .16 1934 2902 102 6Â¢ 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_ 1920 171-2 1-2 2pi/15c, 5pi/40c 300.00 1,000.00 _COLOMBIAN REPUBLIC_ 1919 481 1 2c 500.00 1932 482-94, 125-138 5c-5p, 20c 13.00 55.00 99 1933 495-498 139-142 10c/50c-30c/2p 3.00 17.50 _CONGO_ 1920 501-4 1-4 50c-5F .40 1.75 1930 505-6 5-6 15F-30F 2.00 8.00 1934 507-515 7-15 50c-50F 5.50 22.00 _COSTA RICA_ 1926 301 1 20c .10 .40 1928 147 2 10c on 12c .75 3.00 1930 302-5 3-6 10c-1C .75 3.00 306-9 7-10 8c-1C 1.25 5.00 1932 310 11 5c on 10c .05 .20 12-14 2c-5c 1st ptg. 18.00 75.00 311-13 15-17 2c-5c 2nd ptg. 5.50 22.00 314 18 40c .20 1.00 1934 315-27 18-30 5c-10C 6.75 27.00 525-37 100-12 5c-10C 6.00 25.00 _CUBA_ 1927 701 1 5c .10 .50 1928 702 2 5c .15 .75 1930 703 3 10c on 25c .20 .80 1931 704-11 4-11 5c-1p 3.75 15.00 1931-32 712-15 12-15 5c-50c 1.15 4.75 1935 716-17 16-17 10c on 10c Perf. and Imperf. 2.25 9.00 _CURACAO_ 1929 201-3 1-3 500-2gld 7.75 35.00 1931 204-11 4-11 20c-2.80gld 6.25 25.00 1934 212 12 10c on 20c 1.00 5.00 213 13 10c .10 .40 _CYRENAICA_ 1932 301-3 1-3 50c-80c .30 1.25 304-6 4-5 50c, 80c .15 .60 307-12 6-11 50c-5L 1.40 6.00 1933 313-18 12-17 3L-20L 5.50 22.00 319-20 18-19 19L75, 44L75 6.00 24.00 1934 321-24 20-23 2L/5L-10L/5L 1.75 7.00 325-30 24-29 25c-2L .50 2.00 500-9 30-39 25c/10c-25L/2L 3.75 15.00 100 25L/2L 17.50 75.00 _CZECHOSLOVAKIA_ 1919 601-3 1-2 1k50-4k 75.00 375.00 1920 504-6 4-6 14k-28k 4.50 20.00 507-9 7-9 14k-28k 3.50 15.00 1922 510-12 10-12 50h-250h .15 .75 1930 513-20 13-20 50h-20k 2.75 11.00 _DANZIG_ 1920 401-3 1-3 40pf-1m .25 1.00 1921 404-9 4-9 40pf-10m .30 1.50 1923 410-22 10-21 40pf-500m .40 2.00 423-27 22-25 250,000m-500,000m .10 .50 1924 428-32 26-30 10pf-2Â½g 1.50 6.00 1932 433-37 31-35 10pf-30pf 1.85 8.00 1934 36-40 10c-1g .60 2.50 _DENMARK_ 1925-26 701-5 1-5 100-1Kr. .80 3.00 1934 706-10 6-10 100-1Kr. .75 3.00 _DOMINICAN REPUBLIC_ 1928 501 1 10c .35 1.75 1930 502-5 2-5 10c-30c 2.00 10.00 506-9 6-9 10c-30c 2.00 9.00 551-7 10-16 5c/5c-10c/10c (6 values) 25.00 125.00 553 12 10c/10c 125.00 600.00 1931 510-15 17-22 10c-1p 3.50 16.00 1932 516 23 10c .50 2.50 1933 517 24 10c .50 2.50 518 25 2c .05 .20 519 26 10c .15 .60 1934 520 27 10c .15 .60 1935 521 28 10c .15 .60 1936 522 29 10c .15 .60 1931 601-2 100-1 10c, 20c 15.00 75.00 _DUTCH INDIES_ 1928 551-5 1-5 10c-1Â½gld 2.00 9.00 556-60 6-10 10c-1g50c 2.75 12.00 1930 561 11 30c on 40c .30 1.50 1931 562 12 1gld 1.00 5.00 563-65 13-15 30c-7Â½g1d 11.00 44.00 1932 566-67 16-17 30c-50c .75 3.00 1933 568 18 30c .50 _ECUADOR_ 1929 401-7 8-14 2c-5s 3.00 15.00 1929 401-8 8-15 2c-10s 17.50 100.00 1930 409-11 27-29 1c-10s 5.25 21.00 412-14 30-32 1s-10s 5.50 25.00 1929 451-57 100-6 2c-5s 5.00 25.00 1929 451-58 100-7 2c-10s 85.00 400.00 1930 459-62 108-11 50c-10s 5.50 22.00 1935 463-66 33-36 50c-2s 2.25 10.00 37-41 5c-5s .80 3.20 _EGYPT_ 1926 251 1 27m .40 1.60 1929 252 2 27m .20 .80 1931 253-4 3-4 50m-100m 2.75 12.00 1933 255-74 5-24 1m-200m 6.50 26.00 170-4 25-29 5m-20m .65 2.75 _ERITREA_ 1934 500-5 1-6 25c-2L .50 2.00 800-9 7-16 25c/10c-25L/2L 4.00 16.00 100 25L/2L 17.50 75.00 _ESTONIA_ 1920-23 201-3 1-3 5m-15m .80 4.00 1923 204-6 4-6 10m-45m 3.00 14.00 207-8 7-8 10m, 20m 5.00 25.00 1924 212-16 9-13 5m-45m .65 2.75 1928 218-22 14-18 5m-45m .45 2.00 _ETHIOPIA_ 1929 451-61 1-10 1/8m-3t 2.75 12.00 1931 462-68 11-17 1g-3t 2.75 12.00 _FINLAND_ 1930 401 1 10m 1.25 5.00 _FRANCE_ 1927 351-2 1-2 2F, 5F 1.25 5.00 1928 353-4 3-4 10F/90c, 10F/1F50 125.00 650.00 1930 355 5 1F50 .15 .75 356 6 1F50 .15 .75 1934 357 7 2F25 .20 .80 1936 8-13 85c-3F50 1.35 5.40 _FRENCH GUIANA_ 1933 301-08 1-8 50c-20F 3.85 15.50 _FRENCH MOROCCO_ 1922 501 1 75c 5.50 35.00 502-11 2-11 1F-3F 1.50 6.00 1928 551-60 12-21 5c-5F 2.75 11.00 1929 561-70 22-31 5c-5F 2.75 11.00 1931 512-13 32-33 1F-1F50 .35 1.40 1933 514-19 34-39 50c-10F 1.85 7.40 1935 571 40 1F50/1F50 .45 2.00 _FRENCH OCEANICA_ 1934 250 1 5F .45 1.80 _GERMANY_ 1919-23 601-21 1-19 10pf-200m .35 1.50 1924 622-28 20-26 5pf-300pf 4.50 18.00 1926 629-36 27-34 5pf-15pf 3.75 15.00 1928 637-8 35-36 2m-4m 4.00 16.00 1930 639-40 37-38 2m-4m 10.00 50.00 1931 641 39 1m .60 2.50 642-44 40-42 1m-4m 16.00 85.00 1933 645-47 43-45 1m-4m 6.00 25.00 1934 648-58 46-56 5pf-3m 4.75 19.00 1936 57 40pf .25 1.00 58-59 50pf, 75pf .65 2.60 _GREECE_ 1926 751-4 1-4 2d-10d .30 1.50 1933 755-7 5-7 30d-120d 3.50 14.00 1933 758-64 8-14 50l-50d 1.50 6.00 765-71 15-21 50l-50d 1.50 6.00 1935 772-80 22-30 1d-100d 3.10 12.40 _GUATEMALA_ 1929 701-4 1-4 3c-20c .75 3.75 704d 5 5c on 15p .50 2.50 705 6 3c on 2.50p .30 1.50 1930 706 7 6c .12 .60 707-11 8-12 1c-10c .40 2.00 1931 712-13 13-14 4c-6c .15 .75 714-15 15-16 15c-30c .75 4.50 716-18 17-19 2c-15c 2.00 10.00 1932 719-23 20-24 2c-15c .70 3.50 1933 724 25 4c .10 .40 1934 725-27 26-28 2c-15c .30 1.20 1935 728-30 29-31 10c-30c .75 3.00 1936 731-39 32-40 2c-1q 6.50 26.00 740-50 41-51 1c-1q 7.50 20.00 _HAITI_ 1929-30 401-4 1-4 25c-1g .75 3.75 1933 405-6 5-6 50c-1g .45 1.60 324 7 60c on 20c 3.00 12.00 407-8 8-9 50c-60c .35 1.40 _HONDURAS_ 1925 401 1 5c (B) 25.00 200.00 402 2 5c (B1) 75.00 500.00 403 4 10c (R) 25.00 200.00 404 5 10c (B) 900.00 405 6 20c (B) 25.00 200.00 406 7 20c (B1) 90.00 600.00 407 8 50c (B) 100.00 850.00 408 9 1p (B) 200.00 1,500.00 409 11 25c on 1c (B) 25.00 200.00 410 12 25c on 5c (B1) 50.00 300.00 411 13 25c on 20c (B1) 60.00 400.00 1929 15-19 50c-50c/20c 6.00 25.00 412 20 25c on 50c 2.00 10.00 413-15 21-23 5c/20c-15c/1p 3.75 15.00 416-17 24-25 5c/10c-20c/50c .70 3.50 1930 418 26 5c on 10c (R) .15 .75 419 27 5c on 10c (Y) 300.00 1,500.00 420 28 5c on 20c (B1) 40.00 200.00 421 29 10c on 20c (B) .40 2.00 422 30 10c on 20c (V) 300.00 1,500.00 423 31 25c on 50c (B) .40 2.00 425-27 32-34 5c-20c .75 3.75 428 35 10c on 5c on 20c .20 1.00 429 36 10c on 10c on 20c 50.00 250.00 430 37 50c on 25c on 1p 1.25 6.25 431 38 5c on 20c .20 1.00 432 39 5c on 10c 300.00 1,500.00 433 40 5c on 20c 300.00 1,500.00 434 41 25c on 50c 200.00 1,000.00 435 42 20c on 50c 500.00 2,500.00 436 43 50c .75 3.75 438-40 44-46 20c-1p 1.50 7.50 441-45 47-51 5c-1p 2.00 8.50 446-50 10c-5c/6c 2.00 10.00 451-55 5c-1p 4.50 22.50 456-59 79-82 15c/20c-15c/1p 5.50 27.50 460-63 83-86 15c/20c-15c/50c 3.60 16.00 464-72 87-95 1c-1p 2.50 10.00 473-75 105-7 15c/2c-15c/10c .45 1.50 476 108 15c on 10c 125.00 500.00 477-83 132-38 8c-1L 1.65 6.50 _HUNGARY_ 1918 951-2 1-2 1k50-4k50 .50 2.50 1920 953-5 2-4 3k-12k .07 .12 1924 956-61 5-10 100k-10,000k .50 2.50 1927 962-69 11-18 12f-80f 1.50 6.00 1930 970-73 19-22 4f-5p 4.25 17.00 1931 974-75 22-23 1p-2p 1.25 6.25 1933 976-84 24-32 1Of-5p 3.75 15.00 _ICELAND_ 1928 301 1 10a .08 .40 1929 302 2 50a .20 1.00 1930 303 3 10a .05 .20 304-8 4-8 15a-1k 1.00 5.00 1931 309-11 9-11 30a-2k 1.00 5.00 1933 312-14 12-14 5k-10k 7.00 35.00 1934 315-20 15-20 10a-2k 1.40 6.00 1930 331 100 10a .30 _INDIA_ 1929 501-6 1-6 2a-12a 3.50 15.00 _INDO-CHINA_ 1933 701-14 1-14 1c-10pi 18.50 75.00 _ITALIAN COLONIES_ 1932 301-06 1-6 50c-10L/2L50 3.85 15.25 307-11 7-11 50c-5L/1L 1.35 5.00 312 12 100L 12.00 50.00 400-1 13-14 2L25/1L, 4L50/1L50 1.10 4.40 1933 313-19 15-21 50c-50L 3.75 15.00 320-27 22-29 50c-50L 4.25 17.00 1934 328 30 25L 1.10 4.40 329-35 31-37 50c-50L 4.50 18.00 _ITALIAN SOMALILAND_ 1934 300-5 1-6 25c-2L .50 2.00 1934 700-9 7-16 25c/10c-25L/2L 4.00 16.00 50 25L/2L 17.50 70.00 _ITALY_ 1917-28 1001-11 1-11 25c-80c 1.50 6.00 1930 1012-16 12-16 50c-5L 1.10 4.40 1017-19 17-19 50c-5L/2L 1.00 4.00 1020-23 20-23 50c-9L/2L 1.60 6.40 1024 24 10L 1.20 4.80 1931 1025 25 7L70 9.00 40.00 1932 1026-31 26-31 50c-10L/2L50 3.75 15.00 1032-36 32-36 50c-5L/1L 1.35 5.40 1037-38 37-38 25c-75c .15 .60 1481-82 39-40 2L25/1L, 4L50/1L50 1.20 4.80 1039 41 100L 12.00 50.00 1040-41 42-43 50c, 75c .15 .60 1933 1483 44 2L25 .30 1.20 1042-47 45-50 3L-20L 5.75 23.00 1048-49 51-52 5L25/19L74, 5L25/44L75 12.00 50.00 1050-51 53-54 50c/25c, 75c/50c .30 1.25 1934 1052-55 55-58 2L/2L-10L/2L 1.75 7.00 1056-61 (59-66) 25c-4L50/2L 3.00 12.00 & 1484-5 1062-65 67-70 50c-10L/5L 2.75 9.50 1487 71 2L .25 1.00 1486 72 2L/1L25 .40 1.60 1066-72 (73-81) 25c-4L50/2L 2.75 11.00 & 1488-89 1073-78 82-87 1L-10L 2.25 9.00 1600 88 50c/50c .12 .50 89-93 25c-5L/2L 1.25 5.00 94-97 20c-1L25 .30 1.20 1261 200 5L25/44L75 25.00 125.00 1262 201 10L 8.50 35.00 _JAPAN_ 1919 451-2 1-2 1Â½s, 3s 4.75 20.00 1929 453-57 3-7 8Â½s-33s .50 2.00 1934 8 Exhibition sheet of 4 1.00 _JUGOSLAVIA_ 1934 1000-04 1-5 50pa-10d .60 2.50 1005 6 3d .25 1.00 _KUWAIT_ 1933-34 200-03 1-4 2a-6a 13.25 66.25 _LATAKIA_ 1931 301-10 1-10 Op50-100pi 4.00 16.00 1933 311 11 Op50 .03 .15 _LATVIA_ 1921 251-2 1-2 10r, 20r .40 253-4 3-4 10r, 20r 1.50 1928 255-7 6-7 10s-25s .25 1930 8-11 10s/20s-15s/30s 10.00 40.00 1931 258-60 12-14 10s-25s .25 301-6 15-20 10s/5Os-25s/1.50 1.10 1932 307-12 21-26 10s/20s-25s/50s 3.50 27-36 5s/25s-25s/125s 6.00 28.00 1933 37-44 2s/52s-20s/70s 4.00 16.00 45-50 3s/53s-35s/135s 4.00 51-58 8s/68s-40s/190s 10.00 40.00 _LEBANON_ 1924 201-4 1-4 2pi-10pi 1.75 7.00 205-8 5-8 2pi-10pi 1.25 5.00 1925 209-12 9-12 2pi-10pi .35 1.40 1926 213-16 13-16 2pi-10pi .50 2.00 413-16 17-20 2pi-10pi .55 2.75 1927 217-20 21-24 2pi-10pi .40 1.60 1928 221-24 25-28 2pi-10pi 1.10 4.50 225-28 29-32 2pi-10pi .40 1.60 229-32 37-40 2pi-10pi 35.00 150.00 1929-30 233-36 41-44 Op50-25pi 5.50 22.00 237 45 Op50 on Op75 .04 .20 238 46 2Opi on 1p25 .05 .25 1930-31 239-48 47-56 Op50-100pi 4.00 16.00 _LIBIA_ 1928 151-2 1-2 50c, 80c .25 1.25 _LIECHTENSTEIN_ 1930 401-6 1-6 15rp-1F 2.25 11.00 1931 407-8 7-8 1F, 2F 2.00 9.00 1934-35 409-13 9-13 10rp-50rp 1.00 4.00 1935 414 14 60rp on 1F .75 3.75 _LITHUANIA_ 1921 401-7 1-7 2Osk-5auk 1.25 5.00 408-14 8-14 2Osk-5auk .45 2.50 1922 415-17 15-17 1auk-5auk .25 418-20 18-20 2auk-10auk .60 2.50 421-31 21-31 10c-1L 5.00 25.00 1924 432-35 32-35 20c-1L .60 2.40 36 20c 40.00 160.00 438 37 60c 30.00 150.00 551-54 38-41 20c/20c-1L/1L 1.20 5.00 42 60c/60c 30.00 150.00 1926 440-42 43-45 20c-60c .25 1.00 1930 443-49 46-52 5c-1L .40 1.60 1932 450-65 53-68 5c-2L 1.50 6.00 69-84 5c-2L 2.50 10.00 1933 85-89 20c-2L 30.00 150.00 90-105 5c-2L 2.75 11.00 1934 106-21 5c-2L 2.75 11.00 466-71 122-27 20c-5L 3.00 12.00 _LUXEMBURG_ 1931 501-4 1-4 75c-1Â¾F .30 1.25 1933 505-6 5-6 1F50, 3F .30 1.25 _MADAGASCAR_ 1935 300-12 1-13 50c-20F 8.25 33.00 _MALTA_ 1926 601 1 6p .25 1.00 _MEMEL_ 1921 301-7 1-7 60pf/40c-3m/60c 6.50 27.50 1922 308-19 8-19 40pf/40c-4m/2F 5.75 25.00 320-30 20-29 40pf/40c-9m/5F .80 3.25 _MEXICO_ 1922 901a 1 50c 9.00 45.00 1927 902 2 50c .40 1.75 901 3 50c 2.00 10.00 1928 903 4 25c .25 1.00 905 5 25c .15 .60 1929 906-11 15-20 5c-1p 1.35 6.00 913-22 21-28 10c-10p 8.50 34.00 1929-30 923-28 29-33 10c-50c .60 2.40 930-31 34-35 20c, 40c 3.00 15.00 1930 932 36 10c .08 .40 933-34 37-38 5c, 15c .25 1.25 935-40 39-44 5c-1p 1.50 7.00 1931 941 45 25c .15 .60 941a 45a 25c 3.00 15.00 942 46 15c/20c .75 3.75 943 47 15c/20c .10 .40 1932 944 48 5c .03 .12 947-51 49-53 5c-50c 1.00 4.00 952 59 20c/25c .10 .40 952a 60 20c/25c 3.00 15.00 953 61 30c-20c .85 4.00 954 62 40c/25c .25 1.00 955 63 40c/25c 1.00 5.00 956 64 30c/20c .15 .60 957 65 80c/25c .50 2.00 1933 958-60 66-68 20c-1p 3.00 15.00 1934 961 69 50c .30 1.20 962-69 70-77 20c-20p 40.00 200.00 970 78 20c .10 .40 971 79 30c .15 .60 972-79 80-87 5c-5p 3.25 13.00 1935 980 88 30c .50 2.50 89 20c 200.00 1,000.00 981 90 20c .10 .40 982 91 40c .20 .80 1929 1151 201 25c .40 1.75 1152 202 25c .80 4.00 203 25c 2.50 12.60 1153-59 204-10 2c-40c 35.00 175.00 1160 211 1p 215.00 1,050.00 1930 1161 212 20c .15 .75 213 20c 4.00 20.00 1164-68 214-17 20c-70c 1.00 4.00 1931 1168 218 15c/20c .10 .40 1932 1169 219 5c .03 .12 1170 220 50c 125.00 750.00 1171 221 50c .25 1.00 1172 222 10c 1.25 5.00 1173 223 15c 10.00 50.00 1174 224 10c .05 .20 1175 225 15c .10 .40 1176 226 20c .70 3.00 1933 1178 227 5c .05 .25 1179 228 20c .10 .40 1180 229 50c .25 1.00 1934 1181 230 10c .05 .20 1182 231 50c .30 1.25 1183 232 10c 6.00 25.00 _MONACO_ 1933 601 1 1F50/5C .15 .60 _MOZAMBIQUE COMPANY_ 1935 165-74 1-10 5c-80c .25 1.00 250-64 11-25 5c-20E 2.75 11.00 _NETHERLANDS_ 1921 701-3 1-3 10c-60c 1.50 7.50 1928 704-5 4-5 40c-75c 1.15 5.75 1929 706-8 6-8 1Â½gld-7Â½gld 12.00 50.00 1931 709 9 36c .35 1.50 1933 710 10 30c .45 1935 409 11 6c/4c .10 .40 _NEW CALEDONIA_ 1932 164-65 1-2 40c, 50c 35.00 175.00 1933 171-96 3-28 1c-30F 6.25 26.00 _NEWFOUNDLAND_ 1919 501 1 3c 1,500.00 502 3 $1 on 15c 8.00 50.00 1921 503 4 35c (2Â¾mm spacing) 5.00 503 5 35c (1Â½mm spacing) 10.00 1927 504 6 60c 3,000.00 1930 505 7 50c on 36c 350.00 1931 506-8 8-10 15c-$1 Unwmkd. 3.75 18.75 509-11 11-13 15c-$1 Wmkd. 4.75 22.50 1932 512 14 $1.50 on $1 6.50 32.50 1933 513-17 15-19 5c-75c 6.00 24.00 518 20 $4.50 on 75c 8.00 40.00 _NEW GUINEA_ 1931 101-13 1-13 Â½p-Â£1 13.50 65.00 114-27 14-27 Â½p-Â£1 17.50 85.00 1932 128-41 28-41 Â½p-Â£1 12.00 60.00 1934 142-43 42-43 2Â½p, 3Â½p .15 .60 1935 144-45 44-45 Â£2, Â£5 37.50 150.00 _NEW ZEALAND_ 1931 301-3 1-3 3p-7p .40 2.00 304 4 5p on 3p .25 1.25 1934 305 5 7p .50 2.00 1935 306-8 6-8 1p-6p .40 1.60 _NICARAGUA_ 1929 1001-3 1-3 25c, 25c, 25c 1.25 5.00 1004-6 4-6 25c-1C 2.50 10.00 1930 1007-8 7-8 15c/25c, 20c/25c .65 3.00 1931 1009-12 9-12 15c/25c-20c/25c 60.00 300.00 1013-16 14-17 15c/20c/25c-15c/1C 35.00 175.00 1017-18 18-19 15c, 20c .50 2.00 1932 1020-24 20-24 15c-1C 4.25 20.00 1025-28 25-29 30c/50c-55c/1C 8.00 32.00 1029 30 15c 3.00 14.00 1030 31 8c/1C 2.25 10.00 1031-45 32-48 1c-40c/1C (15 values) 10.00 50.00 38 15c 15.00 75.00 39 20c 15.00 75.00 1046-47 49-50 1c, 2c 5.00 20.00 1049-62 51-65 1c/2c-$1/1C (14 values) 5.00 20.00 63 40c/50c 20.00 100.00 1063a 66 $1/2c 50.00 250.00 67 $1/1C 50.00 250.00 1063 68 $1/1C 75.00 375.00 1063b 69 24c/25c 4.00 20.00 1063c 70 25c/25c 4.00 20.00 1064-68 71-75 15c-100c 4.00 20.00 1069-73 76-80 15c-100c 4.00 20.00 1933 1074-84 81-91 1c-1C 4.50 25.00 1085-88 92-95 10c-50c 3.50 15.00 1089-1102 96-109 1c/2c-$1/1C 4.25 17.00 1103-6 1101-3 30c/50c-55c/1C 2.00 8.00 1107 114 10c/20c .15 .60 115 10c/20c 35.00 175.00 1935 1108 116 10c/25c .15 .60 1108e 117 10c/25c 10.00 50.00 1936 1109-17 118-27 10c/25c-1C 45.00 225.00 128-37 10c/25c-1C 4.50 18.00 1118-31 138-51 1C/2c-1C/1C 4.00 16.00 1132 152 10c/20c 20.00 100.00 1929 301 25c 15.00 75.00 1201 302 25c .40 1.75 1202 303 50c .70 3.50 1932 1203-9 304-9 15c-1C (5 values) 2.40 10.00 1205 306 20c 125.00 600.00 1210 310 25c 15.00 75.00 1933 1211-15 311-15 15c-1C 2.65 10.60 1216-20 316-20 15c-1C 50.00 250.00 321-25 15c-1C 2.65 10.60 _NORWAY_ 1925 120-6 1-7 2o-25o .85 4.00 1927 501 8 45o .25 1.25 _PANAMA_ 1928 256-7 1-2 2c, 5c .20 1.00 1929 701 3 25c on 10c .60 3.00 702-4 4-6 10c-25c/20c .75 3.75 1930 705 7 5c on 10c .10 .50 706 8 1B 1.75 8.00 708-10 9-11 15c-25c .90 4.50 711-15 12-16 5c-1B 2.75 11.00 1931 716 17 5c .20 1.00 1932 717 18 20c on 25c .30 1.50 1934 718 19 20c .30 1.50 1935 719 20 10c on 20c .15 .60 _PAPUA_ 1929 1 3p (Harrison ptg.) 10.00 50.00 2 3p (Cooke ptg.) .25 1.25 201 3 3p (Ash ptg.) .20 1.00 1930 203-4 4-5 6p, 1sh (Harrison ptg.) 3.50 17.50 202-4 6-8 3p-1sh (Ash ptg.) .50 2.00 _PARAGUAY_ 1929 400-2 1-3 2.85p-11.30p .90 4.50 404-6 4-6 3.40p-17p 4.00 20.00 407-9 7-9 2.85p-11.30p .75 3.75 410-15 10-15 95c-17p 1.75 8.75 416-19 16-19 95c-1.90p .25 1.25 1929-30 420-21 20-21 6.80p-6.80p .60 3.00 1930 422-31 22-30 5c-10p 5.00 25.00 432-34 31-33 2.85p-4.75p .45 2.25 435-36 34-35 3c/70c, 20c/1p .30 1.50 1930-31 437-39 36-38 2.85p-11.30p .50 2.50 1931 440-44 39-43 1p-10p .75 2.75 445-46 44-45 3p/4p, 4p .50 2.75 447-51 46-50 5c-80c .10 .50 1932 452-56 51-55 4p-20p 1.90 9.00 1933 457-60 56-59 5c-80c .10 .50 461-65 60-64 4.50p-45p 2.75 13.00 466-69 65-68 5c-80c .10 .50 1934 470 69 33.75p .90 4.00 471-75 70-74 4.50p-45p 2.00 10.00 1935 476 75 10c .05 .20 477 76 20c .05 .20 478 77 10p .10 .40 479-83 78-82 4.50p-45p 1.75 7.50 484 83 5c .05 .20 485 84 40c .05 .20 486 85 17p .15 .60 487 86 33.75p .50 2.00 488 87 102p 1.50 6.00 489 88 17p .15 .60 _PERSIA_ 1927 1101-16 1-16 1c-30k 40.00 200.00 1928 1117-21 17-21 3k-3t 8.50 45.00 1929 1122-28 22-28 1c-2k .65 2.60 1129-33 29-33 3k-30k 9.00 47.50 1930 1134-50 34-50 1c-3t 10.00 50.00 1935 1151-67 51-67 1c-3t 7.50 30.00 _PERU_ 1927 801 1 50c (1st. ptg.) 10.00 50.00 2 50c (2nd ptg.) 3.00 15.00 1928 802 2 50c .50 2.50 1932 803 3 50c 1.50 6.00 1934 804-5 4-5 2s, 5s 2.50 10.00 1935 806-12 6-12 5c-10s 14.00 90.00 _PHILIPPINES_ 1926 305-14 1-10 2c-30c 24.00 120.00 316 11 2p 50.00 250.00 317 12 4p 100.00 500.00 318 13 10p 160.00 900.00 310a 14 16c (Violet) 175.00 310b 15 16c (Red) 200.00 318a 16 26c 200.00 318b 17 1p 17.50 85.00 1928 328-38 18-28 2c-1p 14.00 70.00 1932 361-67 29-35 2c-32c 4.50 20.00 1933 370-79 36-45 2c-30c 3.00 20.00 601-6 46-51 2c-32c 1.00 4.00 1935 607-8 52-53 10c, 30c 1.00 4.50 _POLAND_ 1925 401-9 1-9 1g-45g .50 2.50 1932 410 10 30g .10 .40 1934 411-12 11-12 20g, 30g .40 1.75 _PORTUGAL_ 1923 266-81 1-16 1c-2e .90 4.00 _ROUMANIA_ 1928 501-3 1-3 1L-5L .20 1.00 504-6 4-6 1L-5L .15 .75 1930 507-9 7-9 1L-5L .30 1.50 510-12 10-12 1L-5L 12.50 62.50 513-16 13-16 1L-10L .30 1.50 1931 517-21 17-21 2L-20L .60 3.00 594-96 22-24 50b-2L .10 .40 1932 612-14 25-27 50b-2L .08 .32 769-70 28-29 1L, 2L .05 .20 _RUSSIA_ 1922 701 10 45r .20 .80 1923 702-5 11-14 1r-10r 1.10 4.50 1924 706-9
{'title': 'The History and Romance of Air Mail Stamps by Emil Bruechig', 'source': 'Project Gutenberg', 'lang': 'en'}