The U.S. Mint Just Struck Morgan Silver Dollars for the First Time in 100 Years!
It’s been more than 100 years since the last Morgan Silver Dollar was struck for circulation. Morgans were the preferred currency of cowboys, ranchers and outlaws and earned a reputation as the coin that helped build the Wild West. Struck in 90% silver from 1878 to 1904, then again in 1921, these silver dollars came to be known by the name of their designer, George T. Morgan. They are one of the most revered, most-collected, vintage U.S. Silver Dollars ever.
Celebrating the 100th Anniversary with Legal-Tender Morgans
Honoring the 100th anniversary of the last year they were minted, the U.S. Mint struck five different versions of the Morgan in 2021, paying tribute to each of the mints that struck the coin. The coins here honor the historic New Orleans Mint, a U.S. Mint branch from 1838–1861 and again from 1879–1909. These coins, featuring an “O” privy mark, a small differentiating mark, were struck in Philadelphia since the New Orleans Mint no longer exists. These beautiful coins are different than the originals because they’re struck in 99.9% fine silver instead of 90% silver/10% copper, and they were struck using modern technology, serving to enhance the details of the iconic design.
Very Limited. Sold Out at the Mint!
The U.S. Mint limited the production of these gorgeous coins to just 175,000, a ridiculously low number. Not surprisingly, they sold out almost instantly! That means you need to hurry to add these bright, shiny, new legal-tender Morgan Silver Dollars with the New Orleans privy mark, struck in 99.9% PURE Silver, to your collection. Call 1-888-395-3219 to secure yours now. PLUS, you’ll receive a BONUS American Collectors Pack, valued at $25, FREE with your order. Call now. These will not last! FREE SHIPPING! Limited time only. Standard domestic shipping only. Not valid on previous purchases.
of the cockpit to prove to myself that the world really was round. It looked flat, sad to say. I suspected that this stratosphere thing was grossly exaggerated. This flight in the Hellcat would be a piece of cake.
A very recalcitrant engine
At 32,640 feet, the engine quit as though someone had turned the ignition switch off—not one belch, backfire or even a bit of smoke to clue me in on its imminent demise. The plane became startlingly quiet as it turned into a very heavy glider and descended as surely as a barn-bound horse. When I came to my senses, I informed the ground station of my plight and tried to start the engine; ASAP was not fast enough for this unhappy pilot. I quickly checked the three fuel tanks, and the fuel feeding from a full tank was at the correct pressure. I checked outside the airplane for smoke, fire, or oil, but there wasn’t any.
I tried to cycle the magneto switch. I tried a lower supercharger selection to take the load from the now-defunct internal combustion. Nothing happened. By this time, I was down to 29,000 feet and pointing towards the Grumman airport just in case I had to make an engine-off landing. As my altitude decreased, no noisy results were forthcoming, so I then reduced the throttle to idle with the same results. By this time, I was down to 24,000 feet, and I started to get a little upset with Pratt & Whitney and its well known “Reliability and Dependability” logo attached to the oil sump on the front of the engine. I then reduced the propeller revolutions from the full-power setting to a much lower cruise setting. Quiet still reigned supreme. The only thing that I could think of was to reduce the mixture control from auto-rich to auto-lean. That only continued the silence. Without any help from me, the engine came back to life at 17,000 feet. The cylinder-head temperatures soon returned to normal, and I then cautiously increased the throttle and propeller rpm settings. The engine ran very rough, but it ran! I was then at about 15,000 feet, and although the engine was doing its duty, I was totally out of steam. As I continued to descend, the engine got smoother, but the magneto drop was still more than 300rpm per side. It should have been less than 100rpm.
The “experts” are all too quiet
After I had landed, I went over the salient points of the flight. I was met with an ominous quiet that made me feel that the problem was as perplexing to my group as it was to me. The Pratt & Whitney service engineering representative said that he would inspect the engine, change the cigarettes in the spark plugs, replace the “knockulator” pins, etc., and that everything would be back to normal.
The next day, the engineer told me that there was nothing wrong with the engine, but they had put new spark plugs in and adjusted the carburetor and several other parts. It didn’t really sound as if they had found the culprit. He sounded like a doctor, who, after giving you a zillion very costly tests, says, “Take two aspirin and call me in the morning if you don’t feel better.”