Ten cases of high-grade liquor were discovered in his personal Ford 5-AT Tri- Motor "The Cementer." Halliburton paid the then staggering sum of $13,000 as a fine for tariff evasion, but avoided felony prosecution, unlike the vast majority of other aerial smugglers of the era. A little less than three years later, Glennan, still acting as Halliburton's pilot, perished in the crash of a Bellanca Skyrocket in Mexico, twenty-eight miles south of Fabens, Texas. The Coast Guard Intelligence Division determined that Glennan was still engaged in smuggling, acting in concert with the manager of the El Paso Municipal Airport, A. E. Johnson, though this time the contraband was not liquor, but narcotics.1 Ed Musick, Pan American Airways' lead clipper pilot and newsreel hero from the late twenties to the mid-thirties, first rose to prominence as chief pilot of Aeromarine Airways, the nation's first airline of domestic and international significance. Aeromarine's management and investors formed the company to capitalize on Prohibition by flying passengers to Cuba, the Bahamas and other destinations where Americans could freely imbibe. Musick acted as the airline's voice and public face. He also actively directed a program of liquor smuggling that would, by any definition, be organized crime. Evidence suggests ties with traditional mob organizations, including Al Capone's.2 While no documentation has emerged of Aeromarine's management actively directing smuggling, Musick's criminality appears to have been so prolific that it appears highly unlikely that there was not a corporate policy of illicit activity. The involvement of Halliburton, a prominent businessman, and Musick, a prominent aeronautical pioneer raises significant questions. Both had strong stakes in establishing the commercial legitimacy of aviation, so why risk engaging in such an illicit activity? Given that the traditional narratives of aviation in the Prohibition-era scarcely mention smuggling, does their participation suggest a much larger role for criminality in the development of the airplane when the historiography has framed the emergence of American aeronautical commerce almost exclusively in terms of air mail and barnstorming?