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William J. Hammer Collection

Creator:
Hammer, William J. (William Joseph), 1858-1934 (electrical engineer)  Search this
Names:
Hudson-Fulton Celebration (1909)  Search this
Curtiss, Glenn Hammond, 1878-1930  Search this
Hammer, William J. (William Joseph), 1858-1934 (electrical engineer)  Search this
Wright, Wilbur, 1867-1912  Search this
Extent:
5.66 Cubic feet (13 boxes)
Type:
Collection descriptions
Archival materials
Drawings
Scrapbooks
Publications
Manuscripts
Correspondence
Photographs
Date:
1881-1934
bulk 1905-1915
Summary:
The collection is the result of Major Hammer's passion for amassing material related to aeronautics and technology, and it is arranged into eleven series: articles, clippings, correspondence, drawings and blueprints, leaflets, legislation, minutes, miscellaneous, photographs, programs and publications. Housed in 23 folders, the correspondence is the most comprehensive series, reflecting the original order which grouped the letters into series by topic. Much of the correspondence concerns the planning of the Hudson-Fulton Celebration of 1909, and the involvement of Wilbur Wright and Glenn Curtiss. There is also a scrapbook of black and white photographs providing front and side views of specified airplanes. Each page has 3 photos showing different views of the same plane accompanied by a label with additional information. (See written copy for details. Also, please see information written on 8x11 notebook paper.)
Scope and Contents:
The William J. Hammer Collection reflects Hammer's great interest in aeronautics --a passion he cultivated for several decades by accumulating a veritable storehouse of materials. Hammer's important contributions to the early development of aviation are also evident in this collection.

The collection of materials listed in the finding aid is arranged into two series. The first series includes correspondence, reports, handbooks, drawings, brochures, programs, leaflets, magazines, articles, newspaper clippings and miscellaneous materials. The second series is comprised of photographs of various sizes, scrapbooks, scrapbook pages and miscellaneous materials (the front pages of newspapers, certificates, posters, etc.).

Hammer's papers are arranged both chronologically and alphabetically. Correspondence, drawings, brochures, programs, leaflets, miscellaneous materials, scrapbook pages, articles and newspaper clippings are organized by the former method. Reports, handbooks, magazines and booklets are grouped alphabetically by either title of publication or author. Photographs are arranged either by subject or chronologically.

The reader should note that at some point, Hammer produced a series of large format photographs. These mounted photographs are duplicates. Due to the very fragile condition of these particular images, the photographs and are not available to researchers.

Additional photographic material regarding Hammer Collection photographs can be found in the NASM Archives Images database. An Archives staff member will assist you with research using this database.

Box 13 of the William J. Hammer Collection has not been scanned.

Note: The digital images in this finding aid were repurposed from scans made by an outside contractor for a commercial product and may show irregular cropping and orientation in addition to color variations resulting from damage to and deterioration of the original objects.
Arrangement:
The William J. Hammer Collection is arranged by content type.
Biographical/Historical note:
William J. Hammer was born in Cressona, Pennsylvania, on February 26, 1858, was an associate of Thomas Edison and an early aviation supporter and enthusiast. He began his career as an assistant to Edward Weston of the Weston Malleable Nickel Company. In 1879, he moved on to a new position as laboratory assistant to Thomas Edison at Menlo Park, New Jersey. His duties ranged from aiding in conducting experiments on such devices as the phonograph, telephone and ore separator to acting as Edison's key person in further developing the incandescent electric lamp. By 1880, he was made chief engineer of the Edison Lamp Works. A year later, Edison dispatched Hammer to London to be chief engineer of the English Electric Light Company. In this position, he helped construct the Holborn Viaduct Central Electric Light Station in London. This was the first central station ever built for incandescent electric lighting. In 1883, Hammer became chief engineer for the German Edison Company. This task included planning and supervising the construction of all Edison plants in Germany. He returned to the United States late in the following year and acted as chief inspector of central stations of the parent Edison Electric Light Company. In 1886-87, Hammer was general manager and chief engineer of the Boston Edison Electric Illuminating Company. In 1888, he worked as an independent engineer and supervised the completion of the then-largest isolated electric lighting plant, located at the Ponce de Leon Hotel in St. Augustine, Florida. During that year, Hammer also was chosen as consulting electrical engineer to the Cincinnati Centennial Exposition. Subsequently, Edison selected him as his personal representative to the Paris Exposition of 1889. This assignment rounded out Hammer's eleven years with Edison. During his time as one of Edison's most trusted and important employees, Hammer devised a number of innovations to the incandescent electric lamp. He designed and built the first electric sign, which spelled out the name "Edison". While in Germany, he invented the automatic motor-driven flashing electric lamp sign. This particular sign flashed the word "Edison" letter by letter and then all at once. At the International Electrical Exhibition, held in Philadelphia in 1884, Hammer also constructed the first flashing column of electric lights.

Upon his return to the U.S. in 1890, Hammer worked as an independent consulting electrical engineer by assisting in a variety of electrical projects, carrying out tests, giving lectures and providing expert testimony in patent disputes. He based this modest enterprise in an office in New York City and continued in this occupation until 1925. His career as an electrical engineering consultant was interrupted by World War I. In June 1918, he was commissioned a major in the U.S. Army. He was assigned to the Inventions Section of the War Plans Division of the General Staff in charge of Aeronautical and Electrical Inventions at the Army War College, Washington, D.C.. By December of that year, he was attached to the Operations Division General Staff at the War Department (Inventions Section). During the war and on into 1919, Hammer also worked for the U.S. Patent Office by identifying any aviation-related patents likely to convey too much information to potential enemies. In conjunction with his War Department duties, he acted as a member of the Advisory Board of Experts affiliated with the Alien Property Commission.

Busy as he was with his private consulting work, Hammer also immersed himself in other scientific activities. He took a particular interest in radium after visiting Pierre and Marie Curie in Paris in 1902. The two discoverers of radium gave him some samples of this substance. Soon after returning to the United States, Hammer experimented with radium. His research yielded numerous useful applications for this material such as radium-luminous powders and paints that were used to coat everything from watch and clock dials to aeronautical instruments, switches and toys. Hammer also advocated the use of radium for cancer and tumor treatment. Beyond his interest in this material, he invented selenium light-sensitive cells and recommended many practical uses for them. He also conducted a great deal of laboratory work on X-rays, ultraviolet and cathode rays, phosphorescence and wireless communications. Accordingly, he lectured and published extensively on many of these fields of research and study.

Hand in hand with his overall interest in science and technology, Hammer had a particular passion for aeronautics. Beyond paying careful attention to the rapid progress made in this field at the turn of the twentieth century, he also played an active role as participant and supporter. He made his first balloon flight over France during the Paris Exposition of 1889. His last lighter-than-air journey took place in 1931 aboard the U.S. Navy dirigible Los Angeles. Moreover, he attended and officiated over many balloon, airship and airplane exhibitions and races. Hammer was a member of the Aero Club of America and a director of the Aeronautical Society. This latter group made the first ever purchase of an airplane in January 1909. He served as expert and secretary of the Aeronautics Committee on the Hudson-Fulton Celebration Commission of 1909 and wrote the contracts for Wilbur Wright and Glenn Curtiss to fly their airplanes for this event. This occasion in New York was important as it marked the first time a large gathering of people in the U.S. witnessed heavier-than-air powered flight. As a friend of the Wright brothers, Hammer testified as an expert witness on their behalf during various patent litigation suits. His contact with aviation pioneers went beyond the Wrights and Curtiss. He also knew and interacted with, among others, Samuel Langley, Alberto Santos-Dumont, Henri Farman and Count Ferdinand von Zeppelin. Even his work with radium had applications for aviation. Hammer developed radium-based luminous compounds and used them on aircraft instruments so pilots could more easily view their cockpits' dials and gauges.

Hammer's last years were filled with serving as Historian General of the Military Order of the World War, as well as participating in many scientific, engineering and aeronautical committees and societies. During this time, he was the recipient of numerous honors and awards, including the Elliott Cresson Gold Medal, John Scott Medal from the Franklin Institute and the Cross of the Legion of Honor from France. Up until his death on March 24, 1934, he also labored in his efforts to organize a vast personal collection of rare and valuable scientific artifacts, photographs and other materials accumulated since his days with Edison. Following Hammer's death, this important collection was left in the care of his daughter Mabel (his wife of twelve years, Alice, having died in 1906). Some years later, International Business Machines (IBM) acquired it. In 1962, IBM donated the William J. Hammer Scientific Collection to the Smithsonian Institution. The bulk of the collection resides with the National Museum of American History's Archives Center. In the mid 1980s, the aeronautical portion of this collection was transferred to the National Air and Space Museum (NASM) Archives.
Provenance:
IBM (Mr. William J. Hammer Collection), gift, 1961, XXXX-0074, not NASM
Restrictions:
No restrictions on access
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Aeronautics -- Exhibitions  Search this
Aeronautics -- 1903-1916  Search this
Periodicals  Search this
Aeronautics  Search this
Genre/Form:
Drawings
Scrapbooks
Publications
Manuscripts
Correspondence
Photographs
Citation:
William J. Hammer Collection, Acc. NASM.XXXX.0074, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0074
See more items in:
William J. Hammer Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2b19d3684-d8df-43fc-ba10-9da9e20ed7c2
EDAN-URL:
ead_collection:sova-nasm-xxxx-0074
Online Media:

Giuseppe M. Bellanca Collection

Creator:
Bellanca, Giuseppe M., 1886-1960  Search this
Names:
Bellanca Aircraft Corporation  Search this
Wright Aeronautical Corporation  Search this
Chamberlin, Clarence  Search this
Extent:
248.5 Cubic feet (245 boxes)
Type:
Collection descriptions
Archival materials
Correspondence
Financial records
Newspaper clippings
Drawings
Photographic prints
Date:
1919-1959
Summary:
This collection consists of the archives of Giuseppe M. Bellanca and his company, including the following types of mediums: drawings, stress analysis tests, reports, photographs/negatives, documents, correspondence, patent information, newspaper clippings, business records, and financial statements.
Scope and Contents:
Series I: Mr. Bellanca's professional life

Here, the researcher will find documents regarding the day-to-day operations of the Bellanca Aircraft Corporation. The material is generally divided into core documents of the corporation, correspondence, financial documents, subcontracting pursuits, patents, employee relations, and company history.

Series II: Technical Material

This material is separated into the following subseries: Miscellaneous Handwritten Notes and Sketches, Bellanca Aircraft Technical Data, Bellanca Aircraft Corporation Reports, Technical Research Files, Bellanca Aircraft Drawing Lists, Bellanca Aircraft Drawings, and Bellanca Aircraft Drawing Indexes. The Bellanca Collection is not a complete history of the Bellanca Aircraft Corporation. Over the years, it appears that many items were loaned out by the Bellanca Family to researchers and not returned. Therefore, there are significant gaps in correspondence, formal, numbered reports, and other areas of the collection. For example, the earliest report in the Bellanca Collection is Report #28, the next report which appears is report #45.

The Giuseppe M. Bellanca Collection contains over 10,000 drawings. (At the time of processing, not all drawings were entered into the Bellanca Drawings Database. These drawings will be entered as time allows.) The drawings vary in size from 8 x 11 inches to 36 x 185 inches. There are original pencil drawings, blueprints, and blueline drawings. Over 130 models of Bellanca aircraft are represented in the Collection. There are General Arrangement, or Three-View drawings for over 80 of these models. Bellanca drawings are not easy to decipher. Most of the drawings have data blocks which contain only a finite amount of information. Often the aircraft has been identified only by serial number. In some cases the model number of the aircraft is also the drawing number. Other times, the aircraft name would be given, but no model number, i.e. Skyrocket. Also, words were abbreviated and it was left up to the processing archivist to determine their probable meaning. Despite the explanation in the scope and content notes, the Bellanca Corporation was not consistent when assigning model numbers. Letters were sometimes assigned that reflected a United States War Department designation, i.e. the VSO and the VF. By using the Bellanca Drawing indexes, the processing archivist was able to supply model numbers for some of the drawings.

7136 Bellanca Aircraft Company Drawings have been added to the National Air and Space Museum Miscellaneous Drawings Database. As time allows, the remaining Bellanca Drawings will be added to this database. An Archives Staff member will assist researchers in retrieving these materials from the database finding aid.

The Bellanca drawings were stored for over thirty years in less-than-ideal conditions. Many of the drawings were drawn on poor-quality tracing paper, and have become extremely brittle and fragile. Therefore, many of the drawings in the Bellanca Collection may not be available to researchers.

During processing of the collection, the project archivist has gained some insight about how Mr. Bellanca chose the model designations for his aircraft. The earliest system of model designations was based upon letters of the alphabet. No model designations appear for any Bellanca design until his work for Maryland Pressed Steel in 1916. The CD, which he designed for that company, was his fourth aircraft design that was built, and the letter D is the fourth letter of the alphabet. This pattern continues through the Bellanca CF. During 1926, when Mr. Bellanca worked for the Wright Corporation, he already had in mind an improved version of the CF, which was designated the CG. This aircraft received the designation WB-1 from the Wright Corporation.

When Mr. Bellanca formed his own company in 1927, the letter pattern described above reasserted itself for a time with the introduction of the Bellanca CH. It was a common practice of manufacturers of the time to also include the engine horsepower as part of the model number, so the Bellanca CH actually received its Approved Type Certificate (ATC) as the CH-200. When the next model came out, it was the CH-300 with a 300 horsepower Wright Whirlwind engine. This system remained in place through the CH-400. Names were given to some Bellanca aircraft. It appears that the names were a marketing tool meant to appeal to the buying public. With this idea in mind, the CH-300 became the "Pacemaker", the CH-400 became the "Skyrocket", and the P 100 was christened the "Airbus". In the early 1930's, the Bellanca Corporation moved away from the alphabetical designations and moved to numerical designations. Later Bellanca aircraft model designations consist of a series of numbers, such as 31-50. The first number was the wing area, in this case, 310 square feet, divided by 10. The second number was the horsepower of the engine, 500, divided by 10. This resulted in a distinctive system of model designations, which lasted until Mr. Bellanca sold the company.

Series III: Mr. Bellanca's personal material.

In this series, the researcher will find personal correspondence among family members, from both Giuseppe and Dorothy Bellanca's families and personal, legal and financial records for Bellanca family. As the lines between Mr. Bellanca's personal and professional lives were sometimes blurred, a fine line of separation between the two was not always possible. For example, at one time or another, two of Mr. Bellanca's brothers, John and Frank, worked for the Bellanca Aircraft Corporation and Andrew Bellanca, Mr. Bellanca's nephew, was his lawyer throughout his life. Therefore, the processing archivist suggests that the researcher look in the professional series of documents as well as Mr. Bellanca's personal papers for a more complete representation of Mr. Bellanca's correspondence.

After processing was completed, publications which previously had been offered to the NASM Branch Library were returned to the collection. They are listed in an addendum at the end of this finding aid.

Series IV: Photographs.

The researcher will find photographs of Bellanca aircraft, including the Bellanca Aircraft Corporation's Master Photograph Files, photographs of the Bellanca factory and factory workers, and photographs of Giuseppe M. Bellanca, business associates, and family members.

Series V: Miscellaneous and Oversize Materials.

This series contains ephemera of the Bellanca Collection: Scrapbooks, Loose Newspaper Clippings, Artwork, Ephemera and Magazine Clippings.

The Bellanca Collection included 27 motion picture films. In May of 2000, this film was transferred to the NASM Film Archives. Researchers wishing to access this part of the collection should contact the NASM Film Archivist.
Arrangement:
Series I: Mr. Bellanca's Professional Life

Series II: Technical Data

Series III: Personal Papers

Series IV: Photographs

Series V: Miscellaneous and Oversize Materials
Biographical / Historical:
Giuseppe Mario Bellanca was born in 1886 in Sciacca, Sicily. As a young man, he attended the Technical Institute in Milan, graduating with a teaching degree in mathematics in 1908. During his quest for a second mathematics and engineering degree, he became enamoured of aviation, and set out to design and build his own airplane. Bellanca's first aircraft design was a "pusher" aircraft, somewhat similar to the Wright Flyer. Lacking funds for such an endeavor, he joined with two partners, Enea Bossi, and Paolo Invernizzi. The union of the three produced the first flight of a totally Italian-designed and Italian-built aircraft in early December of 1909. The flight was short, but it was a start. Bellanca's second design was a tractor-type aircraft. Although the aircraft was successfully constructed, it was never flown due to insufficient funds for an engine.

At the urging of his brother Carlo, who was already established in Brooklyn, New York, Giuseppe Bellanca immigrated to America in 1911. Before the end of the year, he began construction of his third airplane design, a parasol monoplane. After construction was completed, he took the small craft to Mineola Field on Long Island, NY, and proceeded to teach himself to fly. He began by taxiing. He then, taxied faster, which gave way to short hops. The hops got longer, until, on May 19, 1912, there was not enough room to land straight ahead, and Bellanca had to complete a turn in order land safely. Having successfully taught himself to fly, Bellanca then set about teaching others to fly, and from 1912 to 1916, he operated the Bellanca Flying School. One of his students was a young Fiorello La Guardia, the future mayor of New York City. In return for flying lessons, La Guardia taught Bellanca how to drive a car.

In 1917 the Maryland Pressed Steel Company of Hagerstown, MD hired Bellanca as a consulting engineer. While there, he designed two trainer biplanes, the CD, and an improved version, the CE. With the conclusion of WWI, Maryland Pressed Steel's contracts were cancelled and the company entered into receivership. Thus, the CE never went into production.

In 1921, a group of investors lured Bellanca westward to Omaha, NE, in hopes of establishing that town as a center for aircraft manufacture. Before the aircraft could be built, the company went bankrupt, but construction of the aircraft continued under the financial backing of a local motorcycle dealer named Victor Roos. The resultant aircraft, the Bellanca CF, was called by Janes's All the World's Aircraft "the first up-to-date transport aeroplane that was designed, built, and flown with success in the United States." Among the local people helping to build the aircraft was the daughter of Bellanca's landlord, Dorothy Brown. Giuseppe and she were married on November 18, 1922.

Despite its advanced design, the Bellanca CF could not compete with the economics of the time. In the days just after World War I, a surplus Curtiss Jenny could be purchased for as little as $250.00. A Bellanca CF, with a price tag of $5000.00, was just too expensive and the aircraft never went into production. After the disappointment of the CF, Bellanca designed wings for the Post Office Department's DH-4's. His new wings were a tremendous improvement over the original design, but only a few aircraft were so modified.

In 1925, Bellanca went to work for the Wright Aeronautical Corporation of Paterson, NJ. His assignment there was to develop an aircraft around the new Wright Whirlwind engine. He already had a design in mind, which was an improved version of the CF, called the CG. This design evolved into the Wright-Bellanca WB-1.

The WB-1 enjoyed a short, but successful flying career. The aircraft had already won one race and efficiency contest before an untimely accident destroyed the craft during preparation for an attempt to break the world's non-refueled endurance record. Fortunately, at the time of the crash, Bellanca was already working on an improved version, of the WB-1 designated the WB-2.

During 1926, the WB-2 won two efficiency trophies at the National Air Races in Philadelphia. Wright considered putting the aircraft into production, but decided against it to avoid alienating other aircraft companies that were potential customers for their engines. Disappointed by Wright's decision, Bellanca left the company and joined with a young businessman named Charles Levine to form the Columbia Aircraft Company. Wright sold the WB-2 and all drawings and production rights to the new company. The WB-2 went on to a long and fruitful flying career starting with establishing a new world's non-refueled endurance record of 51 hours, 11 minutes, and 59 seconds in April of 1927.

In the latter half of 1926, Charles Lindbergh wanted to buy the WB-2, now named the 'Columbia', for his proposed flight from New York to Paris. He was rebuffed by Levine who also had designs on the flight and the $25,000 prize money. Lindbergh then went to Ryan for his specially designed NYP. Meanwhile Levine, in choosing the crew, managed to promise two seats to three people. So while the Columbia was grounded by a court order brought by the third party, Lindbergh took off on his successful flight to Paris.

Eventually, the 'Columbia' was cleared of litigation and took off on its successful transatlantic flight on June 4, 1927. In the cockpit were Clarence Chamberlin, one of the pilots of the endurance record and Charles Levine, who became the first transatlantic passenger. The plan was to fly all the way to Berlin, and Chamberlin had vowed to fly until they ran out of fuel. Forty-three hours later, they landed in Eisleben, Germany, the first of two successful Atlantic crossings for Bellanca's most famous aircraft.

Disappointed because the 'Columbia' was not the first aircraft to accomplish the New York to Paris flight, Bellanca severed all relations with Levine, and started his own company, the Bellanca Aircraft Corporation of America, and rented facilities on Staten Island, NY. The new Bellanca model was designated the CH, and was basically a commercial version of the WB-2. The new company also had two other models that were built for special orders, the Bellanca Model J and the Model K.

It was not long before Bellanca caught the attention of the Du Pont family of Delaware. They wanted to start aircraft manufacturing in Delaware, and in late 1927, an agreement was made with Bellanca to locate his factory outside of Wilmington. The site was large enough for a first-class airfield, with a seaplane ramp on the nearby Delaware River.

This was a busy time in Bellanca's life. Along with all that was happening in his professional life, he and Dorothy celebrated the birth of their son August T. Bellanca in March of 1927.

With the exception of a few years immediately before and during the early stages of WWII, Bellanca was President and Chairman of the Board from the corporation's inception on the last day of 1927 until he sold the company to L. Albert and Sons in 1954. After his departure from the company, Giuseppe and his son, August, formed the Bellanca Development Company with the purpose of building a new aircraft. It would have increased performance due to the use of lighter materials for its structure. Work on this aircraft was progressing when Giuseppe Bellanca succumbed to leukemia and died on December 26, 1960. After his father's death, August continued the project, and under his guidance, the aircraft first flew in 1973.

In 1993, August Bellanca donated his father's personal and professional papers to the National Air and Space Museum Archives. Prior to that time, they were kept in the Bellanca home near Galena, MD, and administered by Dorothy and August Bellanca.

1886 -- Born in Sciacca, Sicily

1909 -- Built first airplane. It completed the first flight of an Italian-designed, Italian-built, aircraft on December 8, 1909.

1911 -- Immigrated to America, settled in Brooklyn, NY.

1912 -- Completed construction of parasol monoplane. Successfully learned to fly this aircraft at Mineola, Long Island, NY.

1912 - 1916 -- Taught others to fly the parasol monoplane, including Fiorello LaGuardia.

1917 - 1920 -- Employed as a consulting engineer for Maryland Pressed Steel Company of Hagerstown, MD. While there, Bellanca designed and built the Bellanca CD and CE tractor biplanes.

1921 - 1922 -- Moved to Omaha, NE, and with Victor Roos, formed the Roos-Bellanca Aircraft Company. Bellanca designed and built the Bellanca CF. Married Dorothy Brown on November 18, 1922, in Omaha, NE.

1923 -- Moved back to New York, and designed and built new sets of wings for the Post Office Department's DH-4 mailplanes

1925 -- Employed by the Wright Aeronautical Corporation of Paterson, NJ, designing an aircraft around their new "Whirlwind" engine. The Wright-Bellanca 1, or WB-1, was the result, and was first flown in the latter part of that year.

1926 -- First flight of the WB-2.

1927 -- Bellanca started the Bellanca Aircraft Corporation of America, on Staten Island, NY. Bellanca established the Bellanca Aircraft Corporation of New Castle, DE. Wright decided not to enter into quantity production of the WB-2. Bellanca entered into a partnership with Charles A. Levine, and together, they formed the Columbia Aircraft Corporation. From Tuesday, April 12 to Thursday, April 14, Clarence Chamberlin and Bert Acosta set a new world's non-refueled endurance record in the WB-2, which was shortly thereafter, renamed the "Columbia". On June 4th, the Columbia set off across the Atlantic, and landed in Eisleben, Germany.

1941 - 1943 -- Head of the aviation department at Higgins Industries, Inc., in New Orleans, designing large cargo aircraft for troop movement during the war.

1954 -- Formed the Bellanca Development Company, to conduct research in lightweight aircraft construction materials.

1960 -- Died of leukemia in New York, December 26.
Provenance:
Mr. and Mrs. August Bellanca, Gift, 1993, NASM.1993.0055
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Aeronautics  Search this
Bellanca WB-2 "Miss Columbia"  Search this
Transatlantic flights  Search this
Genre/Form:
Correspondence
Financial records
Newspaper clippings
Drawings
Photographic prints
Citation:
Giuseppe M. Bellanca Collection, Acc. NASM.1993.0055, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.1993.0055
See more items in:
Giuseppe M. Bellanca Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg271dc0842-f969-4959-847e-2fe8d6d09920
EDAN-URL:
ead_collection:sova-nasm-1993-0055
Online Media:

Curtiss-Wright Corporation Records

Creator:
Curtiss-Wright Corporation  Search this
Names:
Curtiss-Wright Airports Corporation  Search this
Keystone Aircraft Corp  Search this
Extent:
212.29 Cubic feet (598 boxes)
Type:
Collection descriptions
Archival materials
Motion pictures (visual works)
Reports
Drawings
Financial records
Date:
1868-1972
bulk 1925-1949
Summary:
This collection consists of the corporate records of the Curtiss-Wright Corporation. Included in the collection are technical and engineering reports of Curtiss-Wright Airplane Division's operations in St. Louis (Robertson), MO (1935-1945) and Buffalo, NY, (1932-1945), as well as AAS Material Division and AAF Air Technical Services Command memorandum reports collected by Curtiss-Wright's St. Louis and Buffalo technical reference libraries. The collection also contains the files of Curtiss-Wright's Patent Department, which hold records of patents filed by Curtiss-Wright and patent-infringement cases involving Curtiss-Wright. Also included in the collection are specifications issued by and photos commissioned by the Keystone Aircraft Corporation (Huff-Daland Airplanes, Inc. until March 1927), which had been acquired by Wright in 1928 along with Loening Aeronautical Engineering Corp., and formed the Keystone Division of Curtiss-Wright until 1932 when Keystone's Bristol, PA factory closed its doors. The collection also contains financial records of the Curtiss-Wright Airports Corporation, which was liquidated in 1936, as well as an extensive negative collection featuring Curtiss-Wright aircraft from the 1930s and 1940s, concentrated especially on the war years.
Scope and Contents:
The Curtiss-Wright Corporation Records collection contains approximately 212 cubic feet of material. The collection contains the following material:

Army Air Service Material Division & Army Air Force Technical Services Command Memo

Reports & Technical Reports which include testing of various Curtiss-Wright models of aircraft and/or various parts of aircraft

Technical & Engineering Reports from the St. Louis, MO plant [Robertson] & Buffalo, NY plant

Patents, Patent Dockets, Patent Serial numbers, Suits, License Agreements, Patents filed by Curtiss-Wright & Patent Infringement Cases [1800s to 1940s]

Miscellaneous Research Files

Corporate & Financial Records [1923 to 1972]

Correspondence

Blueprint Drawings

Advertisements from Newspapers & Magazines in Scrapbooks

Engine Decals

Photographs

Negatives & Glass Plates
Arrangement:
This collection was arranged into Series and Subseries:

Series I: Curtiss-Wright Corporation Records

Subseries I: Corporation Reports\Records Subseries II: Patents Subseries III: Patent Serial Numbers Subseries IV: Patent Application/Dockets Subseries V: Patent Litigation Subseries VI: Aircraft & Engine Designations arranged by Designation Subseries VII: Photographs Subseries VIII: Keystone Aircraft Corporation Subseries IX: Oversize Scrapbooks of Advertising Material, Newspaper Clippings

Series II: Technical Reports

Subseries I: Air Corps Materiel Division, Reports [ACMR] Subseries II: Buffalo Reports Subseries III: St. Louis

Series III: Glass Format Photography

Series IV: 1969 Accretion - Listing of Archival Material

Series V: Master Print Books [this part of the collection has not been processed]
Historical note:
An historic event in aviation occurred on June 26, 1929 when two major aircraft companies: the Curtiss Aeroplane and Motor Company merged with the Wright Aeronautical Corporation to form the Curtiss-Wright Corporation. After this merger, the former Wright organization took over all of the engine and propeller manufacture while Curtiss concentrated on airplanes. This merger was completed by organizing two major divisions under their original names, but under the direction of a corporate headquarters located in New York City. However, there was a recognized separation of spirit as well as specialized facilities that was never completely resolved in succeeding years. The election of former Wright personnel to key corporate positions soon led to Wright becoming the dominant division. At the height of the Lindbergh Boom during the 1920s and 1930s, the Curtiss-Wright Corporation was made up of the following identified organizations: The Curtiss Aeroplane & Motor Company; The Curtiss-Caproni Corporation; The Curtiss-Robertson Airplane Manufacturing Company; The Keystone Aircraft Corporation; The Moth Aircraft Corporation; The Travel Air Manufacturing Company; The Wright Aeronautical Corporation; Curtiss-Wright Flying Service; The Curtiss-Wright Sales Corporation; The Curtiss-Wright Export Corporation. Curtiss-Wright was quickly becoming the 'General Motors of the Air' until the great depression in October 1929. Sales dropped and Curtiss-Wright was forced to close certain satellite plants and transfer some of their product lines to the St. Louis facility. It looked like even the Buffalo plants would also have to close when Curtiss-Wright received an order from Colombia, South America for Hawks and Falcons. This was the largest military order to Curtiss since the war. The Colombia sale saved the Curtiss-Wright organization at this low point in its history. This order kept the production lines going until new military and civil markets began to open up as the depression waned and the build-up for World War II began. During the U.S. military build-up prior to the attack on Pearl Harbor, all existing Curtiss-Wright plants were expanded and new aircraft factories were built at Columbus, Ohio and Louisville, Kentucky. The dropping of the two atomic bombs on Japan resulted in an unexpected early end to World War II. All of the major U.S. airplane builders including Curtiss-Wright were hit by massive contract cancellations because of the Japanese surrender. In 1946 Curtiss-Wright had only two experimental military models at hand for postwar delivery and no assurance of production orders. Curtiss-Wright was forced to shut down all airplane plants and transfer all units of the Aeroplane Division to their Columbus Plant. The eventual sale of the Airplane Division to North American included design rights to the former Curtiss-Wright airplanes. The Curtiss-Wright Airplane Division, which manufactured airframes, finally closed down in 1951.
Provenance:
Curtiss-Wright Corporation, gift, XXXX, 1969
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Aeronautics  Search this
Curtiss, General, Aircraft  Search this
Aeronautics, Commercial -- United States  Search this
Curtiss-Wright aircraft  Search this
Aeronautics, Military  Search this
Genre/Form:
Motion pictures (visual works)
Reports
Drawings
Financial records
Citation:
Curtiss-Wright Corporation Records, Acc. XXXX-0067, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0067
See more items in:
Curtiss-Wright Corporation Records
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg21b19fbef-7db3-4c81-be86-3bb02ecbfee0
EDAN-URL:
ead_collection:sova-nasm-xxxx-0067
Online Media:

Fairchild Industries, Inc. collection

Creator:
Fairchild Aircraft Corp  Search this
Names:
Fairchild Aircraft Corp  Search this
Fairchild Engine and Airplane Corp  Search this
Fokker Aircraft Corp  Search this
Hiller Aircraft Corp  Search this
Kreider-Reisner Aircraft Co.  Search this
Pilatus Flugzeugwerke AG  Search this
Republic  Search this
Swearingen Aircraft  Search this
Fairchild, Sherman M.  Search this
Extent:
277.95 Cubic feet (255 records center boxes)
Type:
Collection descriptions
Archival materials
Drawings
Correspondence
Manuscripts
Financial records
Negatives
Photographs
Videotapes
Publications
Motion pictures (visual works)
Date:
1919-1980
Summary:
This collection consists of historical files on FI, its predecessors, and subsidiaries. The material consists primarily of historical/public relations material, including photographs and brochures, but also includes significant amounts of business records for FEAC, Kreider-Reisner, Hiller, Republic, Ranger, Stratos, and Swearingen. The collection also documents Fairchild's joint ventures with Fokker, Pilatus, and other aircraft manufacturers. The material also includes an extensive negative collection as well as film and videotape libraries.
Scope and Contents note:
Sherman Mills Fairchild (1896-1971) founded Fairchild Aerial Camera Corporation (FAEC) in 1920. FAEC was incorporated in New York State for the purpose of developing, manufacturing and selling aerial photographic equipment. It went through many changes over the course of its existence. By 1971, FAEC was called Fairchild Industries, Inc. and had become an enormous corporation that produced such famous and history making aircraft as the Model 24 and A-10 as well as acquired other aviation industry giants such as Republic Aviation and Hiller Aircraft Company.

The Fairchild Industries, Inc. Collection, accessions 1989-0060 and 1990-0047, was donated to the Archives Division of the National Air and Space Museum, Smithsonian Institution in 1989 and 1990. The collection consists of printed and photographic materials. The subject matter of the material has a wide scope that includes, but is not restricted to, the following subject areas: public relations, legal matters, production photography, aircraft drawings and manuals, company published materials such as brochures and press releases, and history files. This collection does not contain the engineering files or the complete photo holdings or corporate records of Fairchild Industries, Inc or any of its predecessors.

The collection was maintained for many years by Theron Rinehart, a Fairchild Industries employee. Due to the large size and lack original order, the Archives Division decided to create a database as well as a traditional finding aid for access to the collection. Access to the Fairchild Docs database is available from the Archives Division by appointment. Aircraft types and designations are listed in the database and finding aid as they are in The Smithsonian National Air and Space Museum Directory of Airplanes Their Designers and Manufacturers, edited by Dana Bell, 2002 (Greenhill Books: London). Folder titles are those that appeared on the original folders and dates are provided for those materials that had them. The material was rehoused by the Archives Division and is now in acid free folders and boxes. There are few instances of water damage; these materials are indicated in the finding aid and database.

This finding aid contains a corporate history and chronology of the companies owned by of Fairchild Industries, Inc and a list of the Fairchild, Hiller, Republic and Swearingen aircraft documented in this collection. The books, periodicals and artifacts that were part of this collection have been removed. This finding aid contains a list of these materials. Please ask for assistance in contacting the NASM Branch and Smithsonian Libraries and the NASM Aeronautics Division.

Sherman Mills Fairchild's personal papers, The Sherman Fairchild Papers, can be found in the Manuscript Division of the Library of Congress.
Biographical/Historical note:
The following information was taken from The Smithsonian National Air and Space Museum Directory of Airplanes: Their Designers and Manufacturers, edited by Dana Bell, 2002 (Greenhill Books: London).

"In 1924, Sherman Fairchild established the Fairchild Aviation Corp as the parent company for his many aviation interests. In 1930, The Aviation Corp (AVCO) purchased Fairchild Aviation and its subsidiaries, initially operating the various companies under their original names. The following year, Sherman Fairchild repurchased Fairchild Aviation Corp and began repurchasing the subordinate companies. In a December 1936 reorganization, Fairchild Aviation Corp divested itself of all aircraft manufacturing interests, placing them under a new Fairchild Engine and Airplane Co.

The original aircraft manufacturing subsidiary of Fairchild Aviation Corp was Fairchild Airplane Manufacturing Co; it was created in 1924 to design and build aircraft as platforms for Fairchild's aerial survey cameras. Fairchild Airplane Manufacturing was one of the subsidiaries purchased by AVCO in 1930, but not one of the first companies repurchased by Sherman Fairchild. In 1931 AVCO combined the aircraft company with Fairchild Engine Co, forming American Airplane and Engine Corp. Fairchild Aviation Corp bought American Airplane and Engine in 1934, renaming the company the Fairchild Aircraft Manufacturing and Engine Co.

In the 1936 reorganization that divided Fairchild Aviation Corp assets, Fairchild Aircraft Manufacturing and Engine Co became Fairchild Engine and Airplane Co and took charge of all Fairchild aircraft and engine holdings. Fairchild Engine and Airplane Co became Fairchild Engine and Airplane Corp in 1950 and Fairchild Stratos Corp in 1961. With the 1964 purchase of Hiller Aircraft Corp, Fairchild Stratos was renamed Fairchild Hiller Corp, then, again, renamed Fairchild Industries after the separation of all Hiller interests in 1973. Although Fairchild Industries closed and sold its military and commercial aircraft manufacturing divisions in 1987, "Fairchild" aircraft continued to be produced through the Swearingen Metro and Fairchild Dornier lines (see below).

Fairchild created, purchased, and merged with several companies during its history. The following are the most important subsidiaries:

Fairchild Aircraft Ltd was created in 1929 as Fairchild Aviation Corp's Canadian subsidiary. The company ended all aircraft production in 1948.

The Kreider Reisner Aircraft Co Inc was formed in 1927. Kreider Reisner became a wholly-owned division of (first) the Fairchild Airplane Manufacturing Co in 1929, (second) AVCO's American Airplane and Engine Corp (which renamed KR aircraft "Pilgrims") in 1931, and (third) Fairchild Aircraft Manufacturing and Engine Co in 1934. Kreider-Reisner was renamed the Fairchild Aircraft Corp in 1935, becoming Fairchild Engine and Airplane Co's principle US aircraft manufacturing subsidiary. Fairchild Aircraft Corp was renamed the Fairchild Aircraft Division in 1939, the Fairchild Aircraft and Missiles Division in 1961, the Fairchild Stratos Aircraft and Missiles Division in 1961, the Aircraft-Missiles Division in 1965, and the Aircraft Division in 1967. With a growing number of aircraft subsidiaries reporting to Fairchild Industries, the Aircraft Division was broken up in a corporate reorganization of the 1970s. While the Kreider Reisner Midget is listed under Kreider Reisner, all Kreider Reisner Challenger series aircraft (designated "KR" biplanes by Fairchild) appear under Fairchild.

In 1936 Fairchild Engine and Airplane Co founded the subsidiary Duromold Aircraft Corp to better account for time spent developing the Duromold wood/resin bonding process and the Model 46 aircraft. In 1938, the majority interest in Duromold was bought by a group of investors (including process inventor Col. Virginius E. Clark), who formed the Clark Aircraft Corp. Fairchild kept a minority interest in Clark, retaining Duromold as a holding company. In September 1938, Fairchild renamed its Duromold division Fairchild Airplane Investment Corp, and Clark created a subsidiary called Duramold Aircraft Corp (note the spelling change). In 1938 Duramold was renamed Molded Aircraft Corp. In 1939, Fairchild Engine and Airplane Corp bought back a controlling interest in Clark and renamed Molded Aircraft Duramold Aircraft Manufacturing Corp. The Duramold and Clark companies disappeared during one of Fairchild's World War II reorganizations.

In 1952 Fairchild licensed the rights to Dutch Fokker's F.27 medium-range airliner. In 1953, the USAF transferred production contracts for the Chase Aircraft Co, Inc C 123 to Fairchild. The Chase-built XC 123 and XC 123A appear under Chase, while Fairchild's C-123 production is listed under Fairchild.

In 1954, the American Helicopter Co, Inc (founded 1947) became the Helicopter Division of Fairchild Engine and Airplane Corp. The division closed by the end of decade.

In 1964, Fairchild Stratos purchased Hiller Aircraft Corp, and both companies were renamed: Hiller Aircraft Co Inc become a subsidiary of Fairchild Hiller Corp. In the 1973 reorganization of Fairchild Hiller into Fairchild Industries, Hiller helicopter interests passed to an independent Hiller Aviation Inc….

In 1965, the Republic Aviation Corp became Republic Aviation Division (also known as Fairchild Republic) of Fairchild Hiller Corp. In 1987, Republic was shut down when Fairchild Industries ceased building commercial and military aircraft.

Swearingen Aircraft formed in the late 1950s, modifying Beech aircraft for executive transport. In 1965 the company produced its first new design, the Merlin. In 1970 Swearingen began development of the Metro, a joint venture to be marketed by Fairchild Hiller Corp. As a subsidiary of Fairchild Industries, Swearingen became Swearingen Aviation Corp, in 1971, Fairchild Swearingen in 1981, and Fairchild Aircraft Corp in September 1982. When Fairchild Industries closed its aircraft design and production facilities in 1987, Fairchild Aircraft Corp was sold to GMF Investments, Inc; GMF continued to operate the company under the Fairchild name. In 1990, Fairchild Aircraft filed for Chapter 11 protection and was purchased by Fairchild Acquisition Inc as Fairchild Aircraft Inc. Fairchild Aircraft delivered its last aircraft in 2001. Most Swearingen designs are filed under Swearingen; the Metro and Expediter can be found under Fairchild.

In 1996, Fairchild Acquisition became Fairchild Aerospace. While continuing to operate Fairchild Aircraft, the company also purchased 80% of the stock of Germany's Dornier Luftfahrt GmbH (with the remaining 20% of shares held by Daimler Benz Aerospace). Dornier's aircraft manufacturing operations were taken over by Fairchild Dornier Luftfahrt Beteiligungs GmbH. In 2000, Fairchild Aerospace was renamed Fairchild Dornier Aerospace, with corporate headquarters moved to Germany. Dornier designs predating Fairchild's takeover are listed under Dornier. Subsequent designs are found under Fairchild Dornier."

The following lists companies owned by Sherman Fairchild Industries and their years of incorporation. Major divisions of Fairchild are also listed. This list does not include when these entities were divested of or liquidated.

1920 -- Fairchild Aerial Camera Corporation

1922 -- Fairchild Aerial Surveys (of Canada) Limited

1924 -- Fairchild Aerial Surveys, Incorporated

1924 -- S.M. Fairchild Flying Corporation

1925 -- Fairchild Aerial Camera

1925 -- Fairchild Caminez Engine Corporation

1925 -- Fairchild Airplane Manufacturing Corporation

1925 -- Fairchild Flying Company, Incorporated (name change from S.M. Fairchild Flying Corp.)

1925 -- Fairchild Aviation Corporation (holding company for Fairchild Aerial Camera Corporation, Fairchild Aerial Surveys, Inc., Fairchild Flying Company, Inc, Fairchild Caminez Engine Corporation, Fairchild Airplane Manufacturing Corporation and Fairchild Aerial Surveys (of Canada) Ltd.)

1925 -- Fairchild Aerial Camera Corporation

1926 -- Elliot-Fairchild Air Service, Limited

1926 -- Elliot-Fairchild Air Transport, Limited

1926 -- Fairchild Aviation, Limited (name change from Fairchild Aerial Surveys (of Canada) Limited)

1926 -- Fairchild Air Transport, Limited (name change from Elliot-Fairchild Air Transport, Limited)

1927 -- Fairchild Aviation Corporation (reorganization and refinancing of the following subsidiaries and minority holdings, Fairchild Aerial Camera Corporation, Fairchild Aerial Surveys, Inc., Fairchild Flying Company, Inc, Fairchild Caminez Engine Corporation, Fairchild Airplane Manufacturing Corporation, Fairchild Aviation, Limited, Compania Mexicana de Aviacion, S.A. [20% stock] and International Aerial Engineering Company [20% stock])

1928 -- Faircam Realty Corporation

1928 -- Fairchild Boats, Incorporated

1928 -- Fairchild Engine Corporation

1928 -- V.E. Clark Corporation

1928 -- West Indian Aerial Express, Incorporated

1928 -- Fairchild Aviation Corporation of Illinois

1929 -- Fairchild Shares Corporation

1929 -- Fairchild Aircraft, Limited

1930 -- Fairchild-American Photo Aerial Surveys, S.A.

1932 -- Fairchild Airplane Sales Corporation

1934 -- Fairchild Aircraft Corporation

1936 -- Fairchild Aviation, Incorporated

1936 -- Fairchild Engine and Airplane Corporation (holding company for Fairchild Aircraft Corporation, Ranger Engineering Corporation and Fairchild Aircraft, Limited [50% stock])

1937 -- Duramold Aircraft Corporation

1938 -- Clark Corporation

1938 -- Fairchild Airplane Investments Corporation

1938 -- Duramold Aircraft Corporation

1938 -- Molded Aircraft Corporation (name change from Duramold Aircraft Corporation)

1938 -- Duramold Aircraft Corporation

1939 -- Ranger Corporation

1941 -- AL-FIN Corporation

1941 -- Stratos Corporation

1945 -- Fairchild Pilotless Planes Division formed by Fairchild Engine and Airplane Corporation

1945 -- Fairchild Personal Planes Division formed by Fairchild Engine and Airplane Corporation

1946 -- Fairchild – NEPA (nuclear powered aircraft engines) Division is formed by Fairchild Engine and Airplane Corporation

1949 -- Fairchild Guided Missiles Division (name change from Fairchild Pilotless Planes Division)

1953 -- Fairchild Speed Control Division formed by Fairchild Engine and Airplane Corporation

1953 -- Fairchild Aviation, (Holland) N.V.

1954 -- American Helicopter Division formed by Fairchild Engine and Airplane Corporation

1954 -- Fairchild Kinetics Division formed by Fairchild Engine and Airplane Corporation

1955 -- Fairchild Armalite Division formed by Fairchild Engine and Airplane Corporation

1956 -- Fairchild Electronics Division (name change from American Helicopter Division)

1957 -- Jonco Aircraft Corporation

1958 -- Fairchild Arms International, Limited

1958 -- Fairchild Astronautics Division (name change from Fairchild Guided Missiles Division)

1958 -- Fairchild Aircraft and Missiles Division (name change from Fairchild Aircraft Division)

1958 -- International Aluminum Structures Incorporated

1960 -- Astrionics Division (name change from Electronics Systems Division)

1960 -- Aircraft Service Division

1961 -- Fairchild Stratos Corporation (operating division, subsidiaries and affiliates: Aircraft-Missile Division, Aircraft Service Division, Electronic Systems Division, Stratos Division, Fairchild Arms International Ltd, Fairchild Aviation (Holland) N.V., and Aerotest Laboratories, Inc.)

1962 -- Space System Division formed by Fairchild Stratos Corporation

1962 -- Data Systems Engineering formed by Fairchild Stratos Corporation

1964 -- Hiller Aircraft Company, Inc

1964 -- Fairchild Hiller Corporation (name change from Fairchild Stratos Corporation; division and subsidiaries: Aircraft Missiles Division, Aircraft Service Division, Electronic Systems Division, Data Systems Engineering, Space Systems Division, Stratos Division, Hiller Aircraft Company, Inc., Fairchild Aviation (Holland) N.V. and Fairchild Arms International, Inc.)

1965 -- Republic Aviation Corporation

1965 -- Republic Aviation Division

1965 -- Electronic and Information Systems Division (formed by combining Electronic Systems Division, Data Systems Engineering and similar disciplines from Republic Aviation Corporation)

1966 -- Burns Aero Seat Company, Incorporated

1966 -- Fairchild Hiller – FRG Corporation

1966 -- Aircraft Division (formed by combining Aircraft-Missiles Division and Hiller Aircraft Company, Inc.)

1966 -- Space and Electronics Systems Division (formed by combining Space Systems Division and Electronic and Information Systems Division)

1966 -- Industrial Products Division (forms from the Industrial Products Branch of Stratos Division)

1967 -- S.J. Industries, Inc.

1967 -- Air Carrier Engine Services, Inc.

1967 -- Fairchild Chemical Corporation

1967 -- EWR-Fairchild International

1968 -- Fairchild Aircraft Marketing Company

1968 -- FAIRMICCO

1969 -- Fairchild-Germantown Development Company, Incorporated

1970 -- Fairchild Aviation (Asia) Limited

1971 -- Fairchild Industries, Incorporated (name changes from Fairchild Hiller Corporation, division and subsidiaries: Fairchild Aircraft Marketing Company, Fairchild Aircraft Service Division, Fairchild Industrial Products Division, Fairchild Republic Division, Fairchild Space and Electronics Division, Fairchild Stratos Division, Burns Aero Seat Company, Incorporated, Fairchild Arms International, Ltd., Fairchild Aviation (Asia) Limited, Fairchild Aviation (Holland) N.V., Fairchild-Germantown Development Company, Incorporated and S.J. Industries, Inc.)

1971 -- Fairchild KLIF, Incorporated

1971 -- Swearingen Aviation Corporation

1972 -- American Satellite Corporation

1972 -- Fairchild Minnesota, Incorporated

1972 -- Fairchild International Sales Corporation

1979 -- Bunker Ramo Corporation [18.4% interest]

1980 -- American Satellite Company

1980 -- Space Communications Company (Spacecom) [25% interest]

1980 -- VSI Corporation

1980 -- Saab-Fairchild HB

1981 -- Fairchild Swearingen Corporation (name change from Swearingen Aviation Corporation)

1982 -- Fairchild Credit Corporation

1982 -- Fairchild Control Systems Company (name change from Fairchild Control Systems Company)

1983 -- Fairchild Space Company and Fairchild Communications and Electronics Company (formed from the Fairchild Space and Electronics Company)

1929 -- Kreider-Reisner Aircraft Company, Incorporated [82% stock]
Fairchild, Hiller, Republic and Swearingen Aircraft documented in this collection:
Fairchild

Fairchild A 10 Thunderbolt

Fairchild YA 10 Thunderbolt II

Fairchild A 10A Thunderbolt II

Fairchild YA 10B Thunderbolt II (N/AW, Night/Adverse Weather)

Fairchild XAT 13 Yankee Doodle

Fairchild XAT 14 Gunner

Fairchild XAT 14A Gunner

Fairchild AT 21 Gunner

Fairchild XBQ 3

Fairchild XC 8

Fairchild C 8

Fairchild C 8A

Fairchild (American) Y1C 24 (C 24) Pilgrim

Fairchild XC 31 Pilgrim

Fairchild UC 61 Forwarder

Fairchild UC 61A Forwarder

Fairchild UC 61K Forwarder

Fairchild XC 82 Packet

Fairchild C 82A Packet

Fairchild UC 86

Fairchild UC 96

Fairchild C 119A (XC 82B) Flying Boxcar

Fairchild C 119B Flying Boxcar

Fairchild C 119C Flying Boxcar

Fairchild C 119F Flying Boxcar

Fairchild C 119G Flying Boxcar

Fairchild AC 119G Shadow Gunship

Fairchild YC 119H Skyvan

Fairchild C 119J Flying Boxcar

Fairchild YC 119K Flying Boxcar

Fairchild AC 119K Stinger Gunship

Fairchild C 119L Flying Boxcar

Fairchild XC 120 Packplane

Fairchild XC 123 Avitruc

Fairchild XC 123A Avitruc

Fairchild C 123B Provider

Fairchild (Stroukoff) YC 123E Provider (Pantobase)

Fairchild YC 123H Provider

Fairchild C 123J Provider

Fairchild C 123K Provider

Fairchild NC 123K (AC 123K) Provider

Fairchild UC 123K Provider

Fairchild VC 123K Provider

Fairchild (Stroukoff) YC 134A (BLC, Pantobase)

Fairchild YF 1 (F 1, C 8)

Fairchild F 27 Friendship

Fairchild F 27A Friendship (Fokker F.27 Series 200)

Fairchild F 27B Friendship (Fokker F.27 Series 300)

Fairchild F 27E Friendship

Fairchild F 27F Friendship

Fairchild F 27G Friendship

Fairchild F 27J Friendship

Fairchild F 27M Friendship

Fairchild F 27 (M 258) Military Configuration

Fairchild FH 227 Friendship

Fairchild FH 227B Friendship

Fairchild FH 227C Friendship

Fairchild FH 227D Friendship

Fairchild FH 227E Friendship

Fairchild F 47

Fairchild F 78 (M 82) Packet

Fairchild FB 3 (Special Flying Boat Monoplane)

Fairchild FC 1

Fairchild FC 2L

Fairchild FC 2W

Fairchild FC 2W, NASM

Fairchild FC 2W2

Fairchild FC 2W2 Stars and Stripes

Fairchild FC 2W2 City of New York

Fairchild GK 1

Fairchild JK 1

Fairchild J2K 1

Fairchild J2K 2

Fairchild XJQ 2 (XRQ 2, FC 2)

Fairchild KR 21 (Challenger C 6)

Fairchild KR 31 (Challenger C 2)

Fairchild KR 34 (Challenger C 4)

Fairchild M 62

Fairchild M 84

Fairchild M 186

Fairchild M 225

Fairchild M 253

Fairchild M 270D

Fairchild M 288

Fairchild (Swearingen) Metro

Fairchild (Swearingen) Metro II

Fairchild (Swearingen) Metro III

Fairchild (Swearingen) Metro IV

Fairchild (Swearingen) Metro 23

Fairchild XNQ 1

Fairchild (American) Pilgrim 100

Fairchild (Pilatus) Porter (Heli Porter, Turbo Porter)

Fairchild PT 19

Fairchild PT 19A

Fairchild PT 19B

Fairchild PT 23

Fairchild PT 23A

Fairchild PT 26 Cornell

Fairchild XR2K 1 (F 22)

Fairchild R4Q 1 Packet

Fairchild SF 340

Fairchild T 46 NGT

Fairchild AU 23A Peacemaker (Armed Pilatus Turbo Porter)

Fairchild VZ 5 Fledgling (M 224 1)

Fairchild 21 (FT 1)

Fairchild 22

Fairchild 24

Fairchild 24R40

Fairchild 34 42 Niska

Fairchild 41

Fairchild 42

Fairchild 45 (F 45)

Fairchild 45 80 Sekani Floatplane

Fairchild 46

Fairchild 51

Fairchild 51A

Fairchild 71

Fairchild 71A

Fairchild 71B

Fairchild 71C

Fairchild 71CM

Fairchild Super 71

Fairchild 91 Baby Clipper (942, XA 942A, XA 942B)

Fairchild 125

Fairchild 135

Fairchild 140

Fairchild 150

Hiller

Hiller YOH 5 (YHO 5, Model 1100)

Hiller H 23A (Model UH 12A) Raven

Hiller H 23B (Model UH 12B, OH 23B) Raven

Hiller H 23C (OH 23C) Raven

Hiller H 23D (OH 23D) Raven

Hiller H 23F (Model 12E 4, OH 23F) Raven

Hiller YH 32 (Model HJ 1 Hornet)

Hiller YH 32A (Sally, 3 Seat)

Hiller Model XH 44

Hiller Copter

Hiller Model XH 44

Hiller Copter, NASM

Hiller Model HJ 1 (Model J 1) Hornet

Hiller HOE 1 (Model HJ 1 Hornet)

Hiller HTE 1 (Model UH 12A)

Hiller HTE 2 (Model UH 12B)

Hiller Model J 5

Hiller XROE 1 Rotorcycle

Hiller YROE 1 Rotorcycle

Hiller STORC (Self Ferrying Trans Ocean Rotary Wing Crane)

Hiller Model UH 4 Commuter

Hiller Model UH 5

Hiller Model UH 12 (Model 12) Family

Hiller Model UH 12E 4 (E 4)

Hiller Model UH 12L 4 (L 4, SL 4)

Hiller VZ 1 Pawnee (YHO 1E, Flying Platform)

Hiller Model X 2 235

Hiller X 18 Propelloplane

Hiller Model 360

Hiller Model Ten99

Hiller Model 1100 (FH 1100)

Republic

Republic (Sud) Alouette II

Republic AT 12

Republic EP 1

Republic XF 12 (R 12) Rainbow

Republic XF 84 (XP 84) Thunderjet

Republic YF 84A (YP 84A) Thunderjet

Republic F 84B (P 84B) Thunderjet

Republic F 84E Thunderjet

Republic YF 84F (YF 96A) Thunderstreak

Republic F 84F Thunderstreak

Republic YRF 84F Thunderflash

Republic RF 84F Thunderflash

Republic F 84G Thunderjet

Republic XF 84H Thunderjet

Republic XF 91 Thunderceptor

Republic XF 103

Republic YF 105B Thunderchief

Republic F 105B Thunderchief

Republic YP 43 Lancer

Republic P 43 Lancer

Republic XP 44 (AP 4J, AP 4L) Rocket (Warrior)

Republic P 47B Thunderbolt

Republic P 47C Thunderbolt

Republic P 47D (F 47D) Thunderbolt

Republic TP 47G Thunderbolt

Republic XP 47J Thunderbolt

Republic XP 47K Thunderbolt

Republic P 47M Thunderbolt

Republic P 47N (F 47N) Thunderbolt

Republic XP 72

Republic RC 2 Airliner

Republic RC 3 Seabee

Swearingen

Swearingen Excalibur (Modified Beech Twin Bonanza)

Swearingen Merlin I

Swearingen Merlin II

Swearingen Merlin IIA

Swearingen Merlin III

Swearingen Merlin IV
List of Artifacts:
Kreider-Reisner Aircraft Co., Inc, 1925, corporate stamp

Dummy 30mm canon round (used on A-10)

Cork screw

Brief case with map holder detached

Bronze Plaque, William Preston Lane, Jr., 189 --1967, Attorney, Publisher, Governor of Maryland 1947 --1951, Director of Fairchild Hiller Corporation 1951 - 1966

Fairchild flag 1964-71
Provenance:
Fairchild Industries, gift, 1989, 1989-0060
Restrictions:
No restrictions on access
Topic:
Periodicals  Search this
Aerial photography  Search this
Aeronautics, Commercial  Search this
Aircraft industry  Search this
Aeronautics, Commercial -- United States  Search this
Aeronautics  Search this
Genre/Form:
Drawings
Correspondence
Manuscripts
Financial records
Negatives
Photographs
Videotapes
Publications
Motion pictures (visual works)
Identifier:
NASM.1989.0060
See more items in:
Fairchild Industries, Inc. collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg228aec5d8-47db-4493-99fd-06bcebf6c77e
EDAN-URL:
ead_collection:sova-nasm-1989-0060
Online Media:

Curtiss NC-4 Design, Construction, and Testing Reports

Creator:
United States. Navy  Search this
Curtiss Aeroplane and Motor Company  Search this
Names:
Curtiss Aeroplane and Motor Company  Search this
United States. Navy  Search this
Extent:
1.51 Cubic feet (2 records center boxes)
2.27 Linear feet
Type:
Collection descriptions
Archival materials
Financial records
Drawings
Date:
1918-1969
bulk 1919-1919
Summary:
This collection consists of reports on the design, construction, and testing of the NC series flying boats and photographs of NC-4's construction and transatlantic flight.
Scope and Contents:
This collection consists of reports on the design, construction, and testing of the NC series flying boats and photographs and 3 negatives of the NC-4's construction and transatlantic flight. The collection is set up in a series of books with two copies of each book, except books 11 and 13. There is some water damage to book 10. Due to the fact that book 5 contained oversize materials, both copies of this book are filed out of sequence in box 4.
Arrangement:
The collection is set up in a series of books with two copies of each book, except books 11 and 13. There is some water damage to book 10. Due to the fact that book 5 contained oversize materials, both copies of this book are filed out of sequence in box 4.
Biographical/Historical note:
In 1917, during World War I, the United States Navy sent out specification for a flying boat of sufficient range to cross the Atlantic Ocean by air to Great Britain, where it would serve as an anti-submarine patrol aircraft. The Curtiss Aeroplane and Motor Company, in conjunction with the United States Navy, developed a three-engine aircraft to meet these specifications. The first of the new aircraft was the NC-1 that flew for the first time on October 4, 1918. This was followed by the NC-2 whose maiden flight took place on April 12, 1919 with four engines in tandem pairs. The engine arrangement of the NC-2 had been declared unsatisfactory for the mission and the wings were removed and installed on the NC-1 to replace the originals that had been damaged in a storm. By this time, World War I had ended, but the Navy decided to continue the program in an effort to make the first transatlantic flight crossing by air. The new NC-3 and NC-4 models reverted to the three-engine format, although the NC-4 had a fourth engine mounted as a pusher behind the center engine. On May 16, 1919 the NC-1, NC-3 and NC-4 assembled at Trepassy Bay, Newfoundland, under the command of Commander John H. Towers, to begin the 1400-mile flight to the Azores. The NC-1 was forced down short of the island and sank. Naval vessels stationed along the flight path rescued the crew of the NC-1. The NC-3 landed two hundred miles short and taxied the remaining distance to the island. Only the NC-4 completed the flight successfully, reaching Plymouth, England, via Lisbon, Portugal, on May 31, 1919. Following publicity tours of the Atlantic and Gulf coasts of the United States, the Curtiss NC-4 was given over to the Smithsonian Institution and is now part of the National Air and Space Museum collection.
Provenance:
Lee Pearson, XXXX-0422, Unknown.
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Seaplanes  Search this
Aeronautics  Search this
Curtiss NC-4 (P2N-1)  Search this
Curtiss NC-Boat Family  Search this
Aeronautics, Military  Search this
Genre/Form:
Financial records
Drawings
Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0422
See more items in:
Curtiss NC-4 Design, Construction, and Testing Reports
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2dc82368c-f25a-4738-bfef-00fd2ed97574
EDAN-URL:
ead_collection:sova-nasm-xxxx-0422
Online Media:

NASA F-8 Supercritical Wing Collection

Creator:
National Aeronautics and Space Administration. Langley Research Center  Search this
Names:
National Aeronautics and Space Administration. Langley Research Center  Search this
North American Aviation, Inc.  Search this
Whitcomb, Richard, 1921-  Search this
Extent:
5.85 Cubic feet (13 boxes)
Type:
Collection descriptions
Archival materials
Reports
Drawings
Manuscripts
Correspondence
Notes
Photographs
Publications
Date:
1964-1972
Summary:
The supercritical wing concept was developed by Dr. Richard T. Whitcomb of the NASA Langley Research Center in Hampton, Virginia. Whitcomb's airfoil was designed to delay formation of shock waves at high speeds.
Scope and Contents:
This collection contains documents gathered from Langley Research Center on the development of the supercritical wing concept and the F-8 test bed program. The material primarily consists of notes and reports covering the wind tunnel development, flight testing, and evaluation of the concept. The collection also includes general and press information about the program.
Series and Subseries Organization:
The NASA F-8 Supercritical Wing Collection is divided into four series:

Series 1 - Background Information

The Background Information Series contains publicity material, articles, general information, and technical reports. The technical reports are then arranged chronologically.

Series 2 - Wind Tunnel Testing

Test reports of the Wind Tunnel Testing Series are arranged numerically, and reports are arranged alphabetically by folder title.

Series 3 - Development and Flight Testing

The Development and Flight Testing Series begins with work statements and requests for proposal (RFP) information. These are followed by notes arranged in chronological order. Developmental technical reports are in alphabetical order by folder title. The flight test reports are arranged chronologically. These reports are then followed by photographs.

Series 4 - Evaluation of the Supercritical Wing

Evaluation reports on the Supercritical Wing Series are in chronological order
Biographical Note:
Richard T. Whitcomb (1921- ) was born in Evanston, Illinois. His family later moved to Worcester, Massachusetts, where Whitcomb attended public schools. He received a B.S. degree in mechanical engineering from Worcester Polytechnic Institute in 1943. Following graduation he accepted a position with the National Advisory Committee for Aeronautics (NACA, the forerunner of NASA) at Langley Laboratories, Virginia. Whitcomb devoted much of his career to research in the problems of supersonic flight.

In the early 1950s Whitcomb discovered the transonic area rule concept. This rule amounts to a sensitive balance of fuselage and wing volume, which minimizes drag at transonic speeds. This concept was applied to post World War II fighters and resulted in operational military aircraft capable of supersonic flight.

Whitcomb earned international acclaim through his accomplishments with the area rule concept and the supercritical wing. Until his retirement from NASA he worked on aircraft energy efficiency and new winglet configurations.
Historical Note:
The supercritical wing concept was developed by Dr. Richard T. Whitcomb of the NASA Langley Research Center in Hampton, Virginia. Whitcomb's airfoil was designed to delay formation of shock waves at high speeds.

In comparison with conventional wing cross sections, the supercritical wing was flattened on top, delaying the formation of shock waves and moving them further aft along the wing to increase total wing efficiency. To compensate for the lift lost with the flattened wing top, the rear lower surface was shaped with a deeper, more concave curve. The Mach number (the speed of the aircraft calculated as a percentage of the speed of sound) at which the relative airflow reaches the speed of sound at some point on the airframe is called the critical Mach number. Below the critical Mach number the flow is said to be subcritical, and above the critical Mach number it is called supercritical. The initial wind tunnel tests of the supercritical wing indicated that the new airfoil shape could allow highly efficient flight near the speed of sound of approximately 660 mph at cruising altitudes.

Initial designs for the supercritical wing were produced in 1964. The development of the supercritical airfoils included three phases: slotted (1964-1966); integral (1967); and thickened trailing edge integral (1968-1969). Flight testing of the supercritical wing began in 1971 and ended in December 1972. A Ling-Temco-Vought (LTV) F-8 aircraft modified with the supercritical wing was used in these tests, making its first flight on 25 March 1955. The LTV F-8 was a single place land or carrier based supersonic aircraft equipped with radar to provide an all-weather capability. Its most unusual feature was the hydraulically operated variable incidence wing.

The blunt leading edge of the supercritical wing led to better takeoff, landing, and maneuvering characteristics. Subsonic transports, business jets, STOL (short takeoff and landing) aircraft, and remotely piloted vehicles made use of the supercritical wing technology, using less fuel and flying more efficiently than aircraft with conventional wings.

The F-8 Supercritical Wing Collection was received by the National Air and Space Museum in July 1984 from NASA's Langley Research Center. The collection was assembled originally by Dennis W. Bartlett Richard Whitcomb's colleague at Langley's 8-Foot Transonic Dynamics Tunnel. The material in the collection came from the offices and warehouses of the tunnel facility.
Provenance:
NASA, gift, 1984, XXXX-0104, unknown
Restrictions:
No restrictions on access
Rights:
Permissions Requests
Topic:
Vought F-8 (F8U) Crusader Family  Search this
Airplanes -- Flight testing  Search this
Aerodynamics  Search this
Transonic wind tunnels  Search this
Aerodynamics, Transonic  Search this
Periodicals  Search this
Genre/Form:
Reports
Drawings
Manuscripts
Correspondence
Notes
Photographs
Publications
Citation:
NASA F-8 Supercritical Wing Collection, Acc. XXXX-0104, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0104
See more items in:
NASA F-8 Supercritical Wing Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg27b54bd96-8a15-460e-b507-e8e503d34456
EDAN-URL:
ead_collection:sova-nasm-xxxx-0104
Online Media:

9- series Drawings [SA-9A Sky-Coupe]

Collection Creator:
Stits, Ray  Search this
Extent:
13 Drawings
Container:
Drawer RL24 - 1
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤24" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2a6293eaa-03de-44c6-83c5-382d841dedd4
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref159

10- series Drawings [SA-10A Sky-Streak]

Collection Creator:
Stits, Ray  Search this
Extent:
4 Drawings
Container:
Drawer RL24 - 1
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤24" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2c03436b9-9d53-4447-8b90-2a55420d3824
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref160

12- series Drawings [SA-12A Air-Mate]

Collection Creator:
Stits, Ray  Search this
Extent:
1 Drawing
Container:
Drawer RL24 - 1
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤24" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg25c41e96a-6334-456d-b90c-02a1c4383dff
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref161

9- series Drawings [SA-9A Sky-Coupe]

Collection Creator:
Stits, Ray  Search this
Extent:
11 Drawings
Container:
Drawer RL36 - 1
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤36" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2019081f5-5f21-4731-b821-d47a3465d7e2
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref163

10- series Drawings [SA-10A Sky-Streak]

Collection Creator:
Stits, Ray  Search this
Extent:
6 Drawings
Container:
Drawer RL36 - 1
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤36" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2fd7781d1-d7a7-44db-92f9-7ed755498f5b
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref164

11- series Drawings [SA-11A Playmate]

Collection Creator:
Stits, Ray  Search this
Extent:
16 Drawings
19 Drawings
Container:
Drawer RL36 - 1
Drawer RL36 - 2
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤36" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2b80cf809-467d-4bcd-9656-eec3be8c0f7a
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref165

12- series Drawings [SA-12-160 Air-mate]

Collection Creator:
Stits, Ray  Search this
Extent:
10 Drawings
Container:
Drawer RL36 - 2
Type:
Archival materials
Graphic Materials
Drawings
Collection Restrictions:
No restrictions on access
Collection Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Stits Aircraft Collection, NASM.2019.0024, National Air and Space Museum, Smithsonian Institution.
See more items in:
Stits Aircraft Collection
Stits Aircraft Collection / Series 2: Engineering Drawings / Rolled Drawings (≤36" wide)
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg217aaedc3-755f-4e70-a646-68beeb8f82d6
EDAN-URL:
ead_component:sova-nasm-2019-0024-ref166

George W. Beatty Collection

Creator:
Beatty, George W., -1955  Search this
Names:
Early Birds of Aviation (Organization).  Search this
Wright Flying School  Search this
Beatty, George W., -1955  Search this
Page, Handley  Search this
Wright, Orville, 1871-1948  Search this
Extent:
0.63 Linear feet
0.68 Cubic feet (1 legal document box; 1 20 x 24 x 3 flatbox; 1 slim legal document box)
Type:
Collection descriptions
Archival materials
Publications
Correspondence
Photographs
Drawings
Date:
1910-1955
bulk 1910-1912
Summary:
George W. Beatty (-1955) was an Early Bird, aviator, and instructor.
Scope and Contents:
The George W. Beatty Collection (accessions 1989-0013 and 1991-0069) contains approximately one cubic foot of material relating to the career of this pioneering aviator. The bulk of the material dates from 1910 to 1912 and includes an Early Birds plaque, several small banners from flying meets, and a 1928 letter from Orville Wright. The collection also includes correspondence, a great deal of photographic material, and scrapbooks.
Arrangement note:
Original order, when identified, has been maintained.

SERIES Series in the collection are as follows:

Series I: Documentary Material Series II: Photographic Material Series III: Oversized Materials
Biographical/Historical note:
Born in 1887 or 1888 in Whitehouse, New Jersey, George W. Beatty was employed as a young man as a linotype operator. He was shortly to enter the field that would define much of his life. In June of 1911 he enrolled at the Wright School at Nassau to be taught by Al Welsh. Soloing on July 23 of that year, he set a new two-man American altitude record on the same day. Throughout that summer, Beatty would set several more records, in altitude, weight-carrying and duration. On August 6, 1911, Beatty obtained license number 41 and subsequently attended meets where he was to break several American and world records. Also in that year, he would become the first to fly a plane in which air to ground communication was maintained throughout the flight.

Early in 1912, Beatty established a school on Long Island. Its proximity to New York allowed Beatty to become the first person to land on Manhattan when he flew over the city and into Central Park. He would soon need to take his skills elsewhere, however. After the unfortunate death of Al Welsh, Beatty took the place of his former instructor at College Park, Maryland, testing aircraft for the government.

The next year, Beatty shipped his Wright plane to England. The aircraft had by now been equipped with a GYRO seven-cylinder rotary motor. He formed a partnership with Handly-Page to establish a flying school at the Hendon Aerodrome, outside of London. This venture was highly successful and was to produce over one thousand fliers for the Royal Air Force. After the war, Beatty worked for a Parisian motorcycle manufacturer and remained in Europe for nineteen years.

In later life, Beatty was to return to the field of his youth, working for the Hughes Printing Company. On February 21, 1955, George W. Beatty, a member of the Early Birds and an outstanding figure in early aviation, passed away at 67.

George W. Beatty (-1955) was an Early Bird, aviator and instructor. After finishing school, Beatty became a mechanic and linotype operator. In 1909 he became interested in a New York gliding club and assisted in the construction of an unsuccessful home-built Santos-Dumont Demoiselle. In 1911 he entered the Wright Flying School and received his license in July of that year. He spent much of the remaining years before World War I carrying passengers, flying exhibitions, and instructing, both in England and the United States. In February 1914 he established a flying school at Hendon, near London, in cooperation with Handley Page and instructed military pilots during the war. Following the war he returned to the US and became superintendent of the Hughes Printing Company, where he remained until his death.
General note:
Other materials: Artifacts from this collection were transferred to the NASM Aeronautics Division; books were transferred to the NASM branch Library.
Provenance:
The National Air and Space Museum (NASM) received these materials in 1988, a donation from Louise Beatty.

Louise Beatty, gift, 1988, 1991, 1989-0013, 1991-0069, NASM
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit and Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Aeronautics  Search this
Aeronautics, Commercial -- United States  Search this
Flight training  Search this
Aeronautics -- 1903-1916  Search this
Aeronautics -- Exhibitions  Search this
Aeronautics, Military  Search this
Genre/Form:
Publications
Correspondence
Photographs
Drawings
Citation:
George W. Beatty Collection, Acc. 1989-0013, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.1989.0013
See more items in:
George W. Beatty Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg29e11cf8b-c309-432c-a2f5-d3adc3dc43a9
EDAN-URL:
ead_collection:sova-nasm-1989-0013
Online Media:

Jerome Clarke Hunsaker Papers

Creator:
Hunsaker, Jerome Clarke, 1886-1984  Search this
Names:
Bell Telephone Laboratories  Search this
Goodyear-Zeppelin  Search this
Hunsaker, Jerome Clarke, 1886-1984  Search this
Extent:
8 Cubic feet (28 boxes)
Type:
Collection descriptions
Archival materials
Drawings
Diaries
Photographs
Correspondence
Publications
Date:
1916-1969
Summary:
The Hunsaker Papers are rich in aeronautical information relating to the 1920s and 1930s. The material furnishes a generous account of his contributions in the aeronautics field as an engineer. Interested researchers should pursue materials pertaining to Hunsaker in such repositories as MIT's Institute Archives and Special Collections Department, the Goodyear Tire & Rubber Corporation, the U.S. Navy History and Archives at the Washington Navy Yard, and the NASA History Office, Headquarters Building, Washington, DC. This archivist views the Hunsaker Papers, NASM.XXXX.0001, most relevant to research dealing with Hunsaker's professional career.
Scope and Contents:
These papers include material beginning with Hunsaker's work during his naval career. The largest quantity of material consists of correspondence, memos, and reports covering Hunsaker's tenure at Bell Telephone Laboratories and Goodyear Tire & Rubber Company; his association with the Chrysler and Sperry Corporations; and his tenure as Chairman of NACA while teaching at MIT.

Note: The digital images in this finding aid were repurposed from scans made by an outside contractor for a commercial product and may show irregular cropping and orientation in addition to color variations resulting from damage to and deterioration of the original objects.
Arrangement:
The papers can be grouped into three categories. The first is documentation pertaining to his work while Chief of the Aircraft Division, Bureau of Construction and Repair, Navy Department. In this capacity, Hunsaker was in a position to influence US Naval planning for all aspects of aviation during the post-World War I period. The second category of documentation concerns Hunsaker's entrance into the civilian work force. By this time, Hunsaker had begun to create an identity for himself as a determined leader. He was actively publishing and delivering papers on all facets of aeronautical engineering. When Hunsaker joined the staff of MIT as Head of the Department of Aeronautical Engineering in 1933, the world aviation community recognized and began to call upon his expertise regarding all aspects of aviation. The final category of documentation reflects Hunsaker's involvement with many professional societies including the American Philosophical Society and the American Society of Mechanical Engineers. He served as member and chairman of many corporate boards including the Chrysler Corporation, the Goodyear Tire & Rubber Corporation as well as the Guggenheim Medal Board.
Biographical/Historical note:
Jerome Clarke Hunsaker (b. August 26, 1886; d. September 10, 1984) was an aeronautical engineer and designer. He graduated from the United States Naval Academy in 1908 at the head of his class and received his Masters of Science (1912) and Doctor of Science (1916) from the Massachusetts Institute of Technology (MIT) before being posted as Chief, Aircraft Division, Bureau of Construction and Repair, Navy Department (1916-1921). He advanced to Chief of the Design Division (1921-1923) where he designed the airship USS Shenandoah (ZR-1, commissioned in 1923). He served as Assistant Naval AttachŽ, Europe beginning in 1923 until resigning his commission in November of 1926. Between 1927 and 1928, he worked as Assistant Vice President and Research Engineer for Bell Telephone Laboratories. In this position, he helped standardize wire, radio and weather service for America's developing airways. He moved to Goodyear-Zeppelin Company as Vice President in 1928 where he supervised the design and construction of the airships USS Akron (ZRS-4) and USS Macon (ZRS-5). In 1933, he returned to MIT as Chairman of the Department of Aeronautical Engineering. Dr. Hunsaker served on numerous committees, including the National Advisory Committee for Aeronautics (NACA) between 1923 and 1956. He was NACA's Chairman from 1941 to 1956. Hunsaker also served NACA as a Main Committee member during 1922, 1923 and 1938 to 1958.
Provenance:
Jerome Clarke Hunsaker, gift, 1964, NASM.XXXX.0001, unknown
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Aeronautics  Search this
Periodicals  Search this
Electricity in aeronautics  Search this
Airships  Search this
Aeronautical engineers  Search this
Genre/Form:
Drawings
Diaries
Photographs
Correspondence
Publications
Citation:
Jerome Clarke Hunsaker Papers, NASM.XXXX.0001, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0001
See more items in:
Jerome Clarke Hunsaker Papers
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg23202a3ca-e3e8-4f9b-b406-7cd18fe7932b
EDAN-URL:
ead_collection:sova-nasm-xxxx-0001
Online Media:

Gerard Post Herrick Papers

Creator:
Herrick, Gerard Post, 1873-1955  Search this
Names:
Convertoplane Corp  Search this
Herrick, Gerard Post, 1873-1955  Search this
Extent:
17.68 Cubic feet (2 records center boxes; 5 drawers)
Type:
Collection descriptions
Archival materials
Clippings
Black-and-white negatives
Publications
Motion pictures (visual works)
Correspondence
Drawings
Date:
1909-1963
bulk 1909-1921
Summary:
This collection consists of correspondence, newspaper and magazine clippings, handwritten technical notes, drawings, photographs, reports, and affidavits in support of historical statements. Also included are several hundred black-and-white negatives and three reels of motion-picture film of the Herrick Vertoplane.
Scope and Contents:
The material in this collection was donated to the National Air and Space Museum (NASM) in December 1958 and relates to Herrick, the Herrick Balanced Rotary Engine, and the Herrick Vertoplane/Convertoplane series. The material consists primarily of correspondence, news clippings, and engineering drawings or sketches. Portions of the collection were discovered in the Paul E. Garber Papers (NASM Archives Accession 1991-0063) during the preliminary processing of that collection and were returned to the Herrick Collection at that time. Only the materials that now make up the bulk of Series I (Patent Related Material) and Series II (Technical Material) were found in their original enclosures (mostly envelopes) and were organized based on those enclosures. Series III (Miscellaneous Material) was created during processing primarily from loose, unorganized materials. Series IV (Engineering Drawings) consists of oversized materials and engineering drawings which had been stored rolled or folded.

A collection of negatives donated with the accession are currently housed in the curatorial files of the NASM Aeronautics Department. Some photographs from the collection were included in the NASM Archives Videodisc project; such photographs and others from the collection are housed in the NASM Archives Technical Reference Files. Three motion picture films from the collection were transferred to the NASM Film Archives in January 1995.

Note: The digital images in this finding aid were repurposed from scans made by an outside contractor for a commercial product and may show irregular cropping and orientation in addition to color variations resulting from damage to and deterioration of the original objects.
Arrangement:
The collection has been divided into four series. The first series contains patent-related material. The second pertains to technical materials. The third series, created during processing primarily from loose, unorganized materials, consists of miscellaneous material. The fourth series contains engineering drawings and oversized material which had been stored rolled or folded.

A collection of negatives are currently housed in the curatorial files of the NASM Aeronautics Department. Some photographs from the collection were included in the NASM Archives Videodisc project; such photographs and others from the collection are housed in the NASM Archives Technical Reference Files. Three motion picture films from the collection were transferred to the NASM Film Archives in January 1995.

SERIES I: Patent-Related Material

SERIES II: Technical Material

SERIES III: Miscellaneous Material

SERIES IV: Engineering Drawings and Oversized Material
Biographical / Historical:
Gerard Post Herrick (1873-1955) was a lawyer and engineer who is known as the inventor of the convertible aircraft. In 1911 Herrick, a graduate of Princeton (A.B.1895) and the New York Law School (L.L.B.1897), founded the Herrick Engine Co. to market his "balanced rotary engine" concept. During World War I, he served as a captain in the Army Air Service (1918-19). After the war, Herrick developed the concept of the convertible aircraft, which could operate both as a fixed-wing airplane and as a giroplane. In late 1930, Herrick engaged F. E. Seiler, ex-chief engineer of Kellett Aircraft Corp, to assist in the design of a full-scale Vertoplane, as Herrick called his invention. After delivering a number of drawings and reports to Herrick, Seiler began work at Heath Aircraft Co. and, before his death in mid-1931, pedaled the convertible aircraft concept and the data from his work with Herrick to C. L. Stauffer, a promoter and Heath dealer. In the meantime, Ralph H. McClarren, who had met Herrick in the late 1920s at the Guggenheim School of Aeronautics and had been Seiler's assistant at Kellett, left Kellett to join Heath, where he uncovered Seiler's and Stauffer's activities.

By this time Herrick had established the Vertoplane Development Corp. of New York to finance his aircraft. Herrick contracted with Heath for the actual construction of the craft, the design of which fell to McClarren. The first aircraft, the HV-1, was ready on November 6, 1931. The test pilot, Merrill Lambert, made several successful test flights in both fixed- and rotating-wing mode, but when he attempted an in-flight transition between the two, the aircraft fell out of control and crashed. Lambert bailed out of the aircraft, but was killed when his parachute failed to open.

Post-crash analysis found no fault with the basic convertible aircraft concept and Herrick continued development work with McClarren remaining as consulting engineer. The new aircraft, the HV-2, was flight tested beginning October 31, 1936 with George Townson as test pilot. Although the aircraft flew in both fixed- and rotating-wing mode, vibrations in the rotating wing delayed the first in-flight conversion until July 30, 1937.

Herrick continued to develop the convertible airplane concept with McClarren and others, including designs with both powered and unpowered rotors, as well as a variety of configurations and power plants. In the immediate post-World War II years, he changed the company name to Convertoplane Corp. and unsuccessfully lobbied financial interests and the government for support. He remained the president of Covertoplane and stayed active in the development process until his death in 1955.
Provenance:
Gerard P. Herrick, gift, 1958, NASM.XXXX.0097, unknown.
Restrictions:
Please see NASM Archives for restrictions.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Aeronautics  Search this
Autogiros  Search this
Herrick Vertaplane Family  Search this
Herrick rotary engine  Search this
Aeronautics, Commercial -- United States  Search this
Genre/Form:
Clippings
Black-and-white negatives
Publications
Motion pictures (visual works)
Correspondence
Drawings
Citation:
Gerard Post Herrick Papers, NASM.XXXX.0097, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0097
See more items in:
Gerard Post Herrick Papers
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg24479c400-d2bd-4bad-bd8e-783821ae7b19
EDAN-URL:
ead_collection:sova-nasm-xxxx-0097
Online Media:

Curtiss-Wright Corporation Records - Patent Files

Creator:
Curtiss Aeroplane and Motor Company  Search this
Names:
Aerial Experiment Association  Search this
Curtiss-Wright Corporation  Search this
Herring-Curtiss Co.  Search this
Bell, Alexander Graham, 1847-1922  Search this
Curtiss, Glenn Hammond, 1878-1930  Search this
Herring, Augustus Moore, 1867-1926  Search this
Extent:
9 Cubic feet (18 document boxes)
Type:
Collection descriptions
Archival materials
Financial records
Drawings
Date:
1906-1947
Summary:
The years before World War I were spent in patent litigation for aviation pioneers Glenn Curtiss and Orville and Wilbur Wright.
Scope and Contents:
The Curtiss-Wright Corporation Archives - Patent Files collection consists primarily of materials relating to patents issued to and maintained by the Curtiss-Wright Corporation and its subsidiaries from the 1910s to the 1950s, though the bulk of the materials pre-date World War II. The majority of the collection is original patent certificates. Other materials include records of litigation proceedings, correspondence, memoranda, aircraft drawings and blueprints, reports, sales brochures, meeting minutes, and annual reports.
Arrangement:
The collection is arranged in four series: Patents, Patent File Wrappers, Patent Litigation, and Curtiss-Wright Corporation Records. Series I contains original patents and related materials issued or assigned to the Curtiss-Wright Corporation and related organizations. Covering the years between 1911 and 1939, the series is further divided into two subseries: United States Patents and International Patents. Series II consists of file wrappers prepared by the United States Patent Office, containing a complete record of the patent's history. The third series includes materials from Curtiss-Wright's numerous litigation proceedings in defense of its patents. The fourth series contains business records created by the Curtiss-Wright Corporation including photocopies of historic patent and stock documents, division minutes, and reports for the U.S. Navy Department.

Series I - Patents, 1911-1939

Subseries I - United States Patents, 1911-1939

Subseries II - International Patents, 1916-1935

Series II - Patent File Wrappers, 1916-1930

Series III - Patent Litigation, 1916-1947

Series IV - Curtiss-Wright Corporation Records, 1906-1945
Historical Note:
The years before World War I were spent in patent litigation for aviation pioneers Glenn Curtiss and Orville and Wilbur Wright. The Wright brothers claimed wing warping patents and sought to prevent Curtiss and others from manufacturing and selling aircraft and products based on these patents. During World War I, the aircraft manufacturing industry set up the Manufacturer's Aircraft Association, a patent pool in which all participants were allowed to use any patents to build aircraft for the war effort. After the war, Wright Aeronautical Corporation and the Curtiss Aeroplane and Motor Company continued to be major players in the aircraft industry, long after Curtiss and the Wrights ended association with their namesakes.

In 1929, the Curtiss Aeroplane and Motor Company merged with the Wright Aeronautical Corporation to form the Curtiss-Wright Corporation. After the merger, responsibility for engine and propeller manufacture was consolidated under the Wright name while Curtiss concentrated on airplanes. Although the two companies were merged by name and under the direction of a corporate headquarters located in New York City, the separation and specialization of the two divisions continued to cause problems for the company. The election of former Wright personnel to key corporate positions soon led to Wright becoming the dominant division. The Great Depression and the collapse of the market for commercial aviation revealed how reliant the aviation industry was on military production. Sales dropped and Curtiss-Wright was forced to close certain satellite plants and transfer some of their product lines to the St. Louis facility.

During the U.S. military build-up prior to World War II, existing Curtiss-Wright plants were expanded and new aircraft factories were built to meet the growing production demand. The company failed, however, to plan for the future after the war. In 1946, Curtiss-Wright had only two experimental military models at hand for postwar delivery and no assurance of production orders. Wright Aeronautical continued to build engines, but was no longer at the forefront of development. The eventual sale of the Airplane Division to North American included design rights to the former Curtiss-Wright airplanes. The Curtiss-Wright Airplane Division, which manufactured airframes, finally closed down in 1951.

The Curtiss-Wright Corporation still exists in the 21st century, but has become a diversified technology corporation in various markets, including aviation and defense.
Provenance:
Curtiss-Wright Corporation, gift, 1987.
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Patent suits  Search this
Aeronautics  Search this
Aeronautics, Commercial -- United States  Search this
Aircraft industry  Search this
Genre/Form:
Financial records
Drawings
Citation:
Curtiss-Wright Corporation Archives - Patent Files, Acc. 1987-0029, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.1987.0029
See more items in:
Curtiss-Wright Corporation Records - Patent Files
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg2856fe9ac-89f2-4f30-ae6f-ec8eebb8ae47
EDAN-URL:
ead_collection:sova-nasm-1987-0029
Online Media:

Eric Preece Engine Collection

Creator:
Preece, Eric  Search this
Names:
American Society of Tool and Manufacturing Engineers  Search this
Wright Aeronautical Corp  Search this
Extent:
4.4 Cubic feet (8 records center boxes; 1 flatbox)
Type:
Collection descriptions
Archival materials
Notebooks
Correspondence
Photographs
Reports
Memoranda
Drawings
Manuals
Catalogs
Brochures
Date:
1933-1944
Summary:
This collection traces Preece's engineering work with WAC, and includes the following types of materials: correspondence, memos, technical drawings, minutes of meetings from both the WAC Gear Committee and the American Society of Tool Engineers, descriptions of various projects and equipment, photographs, reports, catalogues, brochures, manuals, notebooks, and personnel information.
Scope and Contents:
This collection traces Preece's engineering work with Wright Aeronautical Corporation (WAC), and includes the following types of materials: correspondence, memos, technical drawings, minutes of meetings from both the WAC Gear Committee and the American Society of Tool Engineers, descriptions of various projects and equipment, photographs, reports, catalogues, brochures, manuals, notebooks, and personnel information.
Arrangement:
The original arrangement of this collection was maintained.
This collection is arranged into six series:

Series I: Professional Materials

Series II: Material Related to Notebooks

Series III: Material Related to Business Practices

Series IV: Drawings

Series V: Miscellaneous Material

Series VI: Oversized Material
Biographical/Historical note:
Eric Preece was an engineer with the Wright Aeronautical Corporation (WAC) of Paterson, New Jersey, a company involved in the engineering development of the mass production of cylinder heads for WAC air-cooled engines for Boeing B-29 bombers during World War II. Mr. Preece served as the manager of Experimental Manufacturing prior to his promotion to Production Manager of WAC's Plant 7 in 1943. He was also an active member of the American Society of Tool Engineers, serving as the Public Relations Chairman and later as chapter president.
Provenance:
Unknown (Eric Preece?)
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Airplanes  Search this
World War, 1939-1945  Search this
Wright Cyclone 18 (R-3350) 18-cyl radial engine family  Search this
Aeronautics  Search this
Airplanes -- Motors  Search this
Airplanes -- Design and construction  Search this
Aeronautics, Military  Search this
Genre/Form:
Notebooks
Correspondence
Photographs
Reports
Memoranda
Drawings
Manuals
Catalogs
Brochures
Citation:
Eric Preece Engine Collection, Acc. XXXX-0502, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0502
See more items in:
Eric Preece Engine Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg29b62841d-8d1b-4005-80eb-ca611a16b170
EDAN-URL:
ead_collection:sova-nasm-xxxx-0502
Online Media:

Charles W. Chillson Collection

Creator:
Chillson, Charles W., 1910-  Search this
Names:
American Rocket Society  Search this
Chillson, Charles W., 1910-  Search this
Goddard, Esther C.  Search this
Von Braun, Wernher, 1912-1977  Search this
Extent:
3.12 Linear feet
3.5 Cubic feet (8 boxes)
Type:
Collection descriptions
Archival materials
Photographs
Correspondence
Manuscripts
Drawings
Publications
Date:
1950-1956
Summary:
This collection largely documents Chillson's affiliation with the ARS, particularly his presidency in the early 1950s, and includes correspondence with ARS members, aerospace companies, and organizations such as the American Society of Mechanical Engineers, the British Interplanetary Society, the International Astronautical Federation, and the Institute of Aeronautical Sciences. There is also correspondence with Wernher von Braun and Esther C. Goddard. The collection also includes papers presented to or published by the ARS, some diagrams and photographs highlighting rocket plans or capabilities, and some pamphlets and articles on rockets.
Scope and Contents:
This collection largely contains documents of Chillson's affiliation with the American Rocket Society (ARS), particularly his presidency in the early 1950s. The collection includes ARS organizational documents, correspondence regarding arrangements for National and Regional meetings, copies of technical papers presented at conventions and a few photographs. The collection is arranged as follows:
Arrangement:
Series I:

ARS National Meetings ARS Regional Meetings Director Correspondence Conventions Meetings Committees

Series II:

Joint Meetings Technical Papers Publications

Each series was listed in chronological order. The ARS Regional Meetings are listed alphabetically by state and then in chronological order.
Biographical/Historical note:
Charles W. Chillson (1910 - ) was an expert in air and rocket propulsion. Chillson received his B.S. in Mechanical Engineering from Stanford University in 1931 and went to work in Chemical Engineering at the California Institute of Technology from 1931 until 1936. During those years, Chillson worked with C. K. Greene on a mechanical controllable-pitch propeller which progressed through whirl-testing at the Army Air Force Engineering Division at Wright Field, OH. Chillson then moved to Curtiss-Wright's Curtiss Propeller Division as an engineer and project designer (1936-1940) and was later promoted to chief researcher for the years 1940 to 1947. In 1947, Chillson won the Collier Trophy for his propeller work and became chief engineer of the newly formed Rocket Department at Curtiss-Wright. In 1950, he became program chairman of the American Rocket Society (ARS) Board of Directors and was later elected vice president (1951) and president (1952-1955), before being made a fellow of the ARS in 1956.
Provenance:
Charles W. Tillson, Gift, 1971, XXXX-0008
Restrictions:
No restrictions on access
Topic:
Periodicals  Search this
Astronautics  Search this
Jet propulsion  Search this
Genre/Form:
Photographs
Correspondence
Manuscripts
Drawings
Publications
Identifier:
NASM.XXXX.0008
See more items in:
Charles W. Chillson Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg26fcf1336-a53d-401a-8f01-94e6c173419a
EDAN-URL:
ead_collection:sova-nasm-xxxx-0008
Online Media:

A. Roy Knabenshue Collection

Creator:
Knabenshue, A. Roy (Augustus Roy), 1876-1960  Search this
Names:
Early Birds of Aviation (Organization).  Search this
Knabenshue, A. Roy (Augustus Roy), 1876-1960  Search this
Extent:
3.6 Cubic feet (8 legal document boxes)
Type:
Collection descriptions
Archival materials
Diaries
Drawings
Correspondence
Manuscripts
Photographs
Date:
circa 1890s-1960s
Summary:
This collection contains approximately three and a half cubic feet of material relating to the life and career of A. Roy Knabenshue. The collection includes correspondence, photographic material, drawings of aircraft, and flight records.
Scope and Contents:
The A. Roy Knabenshue Collection (accession XXXX.0136 and related accession XXXX.0370) contains approximately three and a half cubic feet of material relating to the life and career of a daring aeronaut and the United States' first successful dirigible pilot. The collection includes correspondence, photographic material, drawings of aircraft, and flight records. The material spans over seventy years, from the end of the nineteenth century to the nineteen-sixties.

The National Air and Space Museum (NASM) received these materials in several parts in the early 1960s. Material was donated by Mrs. A. Roy (Jane) Knabenshue and their son, Glenn Knabenshue. Original order, where identified, has been maintained.
Arrangement note:
Series 1: Personal

Subseries 1: Biographical

Subseries 2: Articles and Manuscripts

Subseries 3: Correspondence

Series 2: Career

Subseries 1: The Wright Company

Subseries 2: National Park Service

Series 3: Photographs and Scrapbooks

Series 4: Drawings

Series 5: Subject files

Series 6: Miscellaneous
Biographical/Historical note:
Augustus Roy Knabenshue was born July 15, 1876 in Lancaster, Ohio to Samuel S. and Salome Matlack Knabenshue. The family later moved to Toledo, Ohio where Roy's father became editor-in-chief of the Toledo Blade. It was there that Roy became interested in lighter-than-air flight after seeing a balloon ascension when he was five years old. His interest continued to grow in the years that followed and in 1899 he bought a captive balloon and its equipment. The next season, he began to take short leaves of absence from his job at Central Union Telephone Company and was operating his balloon at fairs and carnivals, charging attendees for ascensions. To protect his day job and spare his socially prominent family embarrassment, Knabenshue used the name "Professor Don Carlos" at his balloon engagements. By 1900, Knabenshue had begun to fabricate additional spherical balloons himself, for use in free ascensions.

In October of 1904, Knabenshue took a new balloon to Saint Louis to enter it in contests associated with the Louisiana Purchase Exposition. There he met Thomas S. Baldwin, who had brought his dirigible the California Arrow to the event. The airship proved incapable of take off with Baldwin at the controls, and the slimmer Knabenshue was asked to substitute as pilot. Possessing no experience with dirigibles, Knabenshue accepted Baldwin's instructions and on October 25 became the first person to successfully pilot a dirigible in the United States.

Roy Knabenshue's name would be associated with the term "first" many times in the next few years. In 1905, Knabenshue built his own airship, the Toledo I, and flew it at its namesake city on Independence Day. A month later, Knabenshue made the first flight of an airship over Manhattan, taking off from Central Park and circling the Times Building. On December 17, 1908, he made the first successful night flight of a dirigible in the United States.

By 1909, Knabenshue had teamed up with Lincoln Beachey to fly airships at various events. Beachey was to fly a Knabenshue dirigible a year later at the Los Angeles International Air Meet, held at Dominguez Field, Los Angeles, which Knabenshue was instrumental in organizing. Knabenshue also raced his own airship during the event, setting several records.

His success attracted the attention of the Wright brothers, who were considering entering the exhibition field. Knabenshue was hired to manage the Wright Exhibition Team beginning in 1910, and worked with the team periodically for the next few years. Associated professionally at times with Glenn Martin, Walter Brookins and James V. Martin, by 1917 he had formed the Knabenshue Aircraft Corporation to produce dirigibles, kite balloons and parachutes. During the First World War, this company made captive observation balloons for use by the United States Navy.

In 1933, Knabenshue began working for the National Park Service. His duties included surveying air routes, and the management of an autogiro project.

After suffering a heart attack in 1949, Knabenshue retired. He died on March 6, 1960, at the age of 83, and was buried at the Portal of the Folded Wings, Valhalla Memorial Park, North Hollywood, California. He had held Balloon License Number 31, Dirigible License Number 4, built ten airships and numerous balloons, was a prominent member of the Early Birds of Aviation, and had earned a significant place in American aviation history.
Provenance:
Mrs. A. Roy (Jane) Knabenshue, NASM.XXXX.0136.
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Topic:
Airships  Search this
Aeronautics  Search this
Ballooning  Search this
Balloons, Captive  Search this
Genre/Form:
Diaries
Drawings
Correspondence
Manuscripts
Photographs
Citation:
A. Roy Knabenshue Collection, Acc. NASM.XXXX.0136, National Air and Space Museum, Smithsonian Institution.
Identifier:
NASM.XXXX.0136
See more items in:
A. Roy Knabenshue Collection
Archival Repository:
National Air and Space Museum Archives
GUID:
https://n2t.net/ark:/65665/pg249e3e581-63c6-4b21-8022-98b403227f22
EDAN-URL:
ead_collection:sova-nasm-xxxx-0136
Online Media:

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