This collection consists of 84 cubic feet of negatives and 22 cubic feet of photographs chronicling the history of the Martin Company, including the following subjects: aircraft plants; historical themes; people; aircraft programs: historic, US Army, US Navy, civilian export; experimental or projected designs; research and development programs; structures and materials; manufacturing processes; space tools; nuclear power programs; missile programs; and space programs. The collection also contains photograph log books which have information about the images.
Biographical / Historical:
The Martin Company was founded by aviation pioneer Glenn L. Martin during World War I. Martin was mainly a producer of military airplanes for the US Army, Air Force, and Navy. Martin has also built several commercial types, including the model M130 Clipper, with which Pan American Airways opened transpacific commercial air service. Since the 1950s, Martin has been active in the development and production of a wide variety of rocket, missile and space programs, including lifting-body vehicles. Martin was also a pioneer in nuclear power units for remote sites.
General:
This collection also contains 26 photo logs and tech manuals.
Provenance:
Martin Marietta Aero and Naval Systems, 1989, 1989-0141, 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
Youngman, Wilbur H. (Wilbur Hughes), 1896-1986 Search this
Collection Creator:
Youngman, Wilbur H. (Wilbur Hughes), 1896-1986 Search this
Extent:
1 Negatives (photographic)
Type:
Archival materials
Negatives (photographic)
Place:
Oberammergau -- Germany
Date:
1946
General:
Messerschmitt aircraft's research facility was moved from Regensburg to a former military barracks in rural Oberammergau, Bavaria, in October 1943 in order to escape Allied bombing. It was captured by American forces in late April 1945.
Collection Restrictions:
Access to original archival materials by appointment only. Researcher must submit request for appointment in writing. Certain items may be restricted and not available to researchers. Please direct reference inquiries to the Archives of American Gardens: aag@si.edu.
Collection Rights:
Archives of American Gardens encourages the use of its archival materials for non-commercial, educational and personal use under the fair use provision of U.S. copyright law. Use or copyright restrictions may exist. It is incumbent upon the researcher to ascertain copyright status and assume responsibility for usage. All requests for duplication and use must be submitted in writing and approved by Archives of American Gardens. Please direct reference inquiries to the Archives of American Gardens: aag@si.edu.
Kenneth Judson "Boedy" Boedecker (1892--1981) was an aircraft engine expert and avid amateur photographer who created a series of photo albums containing images of a wide variety of personnel employed in the aviation field. This collection consists of those albums, the negatives for the photographs in the albums, and one box of enlarged prints of some of the photographs.
Scope and Contents:
This collection consists of sixteen volumes of photo albums containing photographs of a wide variety of personnel employed in the aviation field, including aircraft and engine manufacturing, the military, and airline and airport employees. The photographs are mostly taken by Kenneth Judson "Boedy" Boedecker, although some photos that show Boedecker himself were taken by others with his camera. Some are taken at the subject's workplace and others are taken at events such as air races or organization meetings, and it appears to have been Boedecker's practice to try to take photographs of the entire flight crew when he traveled by air. Most of the photographs are autographed by the subject and all are captioned with the subject's name, company, date, and location where the photo was taken. In the case of the photographs of flight crews, the airline route is also noted. Boedecker documented both large and small companies, and a large portion of the employees shown in the albums are women. The photographs appear in the albums in the order they were taken, and some include indexes of the people shown in the album. The collection also includes the negatives for the photographs in the albums, which are arranged alphabetically by last name of the subject, and one box of enlarged prints of some of the photographs.
Arrangement:
Collection has three series defined by type of material. The first series consists of volumes of photo albums that are arranged by date. The second series consists of negatives arranged alphabetically by last name of subject. The third series contains copy prints.
Biographical / Historical:
Kenneth Judson "Boedy" Boedecker (1892--1981) was an aircraft engine expert and avid amateur photographer. Boedecker began his technical training at the Mechanics Institute in New York in 1910 and studied there until 1914, later studying at the Polytechnic Institute of Brooklyn from 1914 to 1918. Boedecker also served in the US Naval Reserve (USNR) and was on active duty during World War I as a chief machinist's mate with the Northern Bombing Group in France and England. Boedecker worked as a machinist, draftsman, tool designer, and inspector for various companies before joining Lawrence Aero Engine Corporation as Chief Inspector in 1919, later becoming the Assistant Works Manager. When Lawrence merged with Wright Aeronautical, Boedecker became a Service Engineer for Wright before rising to Service Manager in 1927, General Service Manager in 1929, and Sales and Service Engineer in 1931. At the time of Boedecker's retirement in 1958, he was assistant to the vice president for sales at Curtiss-Wright. Boedecker learned to fly making test flights of Wright aircraft and made his first solo flight in 1930, going on to earn his pilot's license. During his time with Wright Aeronautical, Boedecker was assigned to test and inspect the Wright engines that powered numerous record-setting aircraft including Charles Lindbergh's Ryan NYP Spirit of St Louis that made the first solo transatlantic flight, the Fokker C-2 Bird of Paradise in which Lester Maitland and Albert Hegenberger made the first transpacific flight from the US mainland to Hawaii, and the Fokker F.VIIB-3m Southern Cross which Charles Kingsford-Smith and his crew flew to make the first transpacific flight from California to Australia. Boedecker also checked the engines of various aircraft that flew in the 1927 Dole Air Race. Boedecker was a member of numerous professional and aviation organizations including the Society of Automotive Engineers, Ancient and Secret Order of Quiet Birdmen, Wings Club, and Conquistadores del Cielo.
In the 1930s, Boedecker purchased a new camera and began to take portrait photographs of colleagues and other members of the aviation community as a way to familiarize himself with the equipment. Encouraged by the editor of Wright Aeronautical's internal employee newsletter who reproduced some of the photographs in that publication, the project grew to include sixteen volumes of photographs taken during the course of Boedecker's work as well as during his extensive travels to aviation-related events. Boedecker would print two copies of each photograph and send them to the subject, asking that person to sign one and return it to him for inclusion in his album. At least one volume of the album was reproduced and published in the late 1930s by Aero Digest Publishing Company. The first fifteen albums were officially presented to the Smithsonian at a ceremony in the Regents Room on May 16, 1962. The sixteenth volume was sent later as it was still being completed at the time of the presentation. In that volume there is a photograph taken at the presentation ceremony by a Smithsonian photographer which, according to Boedecker, is the only photograph in the collection not taken with his camera.
Provenance:
Kenneth J. Boedecker, Gift, 1962, NASM.XXXX.0323.
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.
This collection consists of four photo albums containing factory photographs of Sopwith Aircraft built during 1918 and 1919.
Scope and Contents:
This collection consists of four photo albums containing factory photographs of Sopwith Aircraft built during 1918 and 1919. There are overall views of the aircraft in various stages of construction, as well as detailed views of various components. Aircraft shown in the photographs include Sopwith Dolphin (5.F.1); Pup; Camel F.1; Snail (8.F.1); Grasshopper; Wallaby (Matthews/Kay UK-Australia Attempt); Gnu; Dove (Single-Seater and Two-Seater); Antelope; Swallow (Monoplane No.2); 1919 Schneider Cup Racer; Snipe (7.F.1); Salamander (2.T.F.1, T.F.2); Dragon and Dragon 2nd Prototype; Buffalo; Bulldog Mk.II (2.F.R.2); Rhino (2.B.2); Bomber (B.1/B.2); Hippo (3.F.2); Cobham Mk.I and Mk.II; and the Sopwith Snark. Additional images in the albums include a map of the proposed route to be taken by Harry George Hawker and John MacKenzie-Grieve during their 1919 transatlantic flight attempt in the Sopwith Atlantic and a series of photographs showing standard metal stampings for a variety of components.
Arrangement:
Albums were previously numbered with a scrapbook number and a letter suffix. They are housed in that order.
Biographical / Historical:
Sopwith Aviation Company was founded by Thomas Octave Murdoch Sopwith in 1912 and the company opened its first factory that year in Kingston upon Thames, South West London, England. A second factory followed in 1914 in Woolston, Hampshire, England. During World War I, more than 16,000 aircraft designed by Sopwith were produced by the company and sub-contractors under license agreements and towards the end of the war the company took out a lease on National Aircraft Factory No. 2 in Ham, London in order to be able to increase production of several models of fighter aircraft. After World War I, Sopwith struggled to find success in the civilian aircraft market and the company was liquidated in 1920. Thomas Sopwith would go on to form HG Hawker Engineering Company with Harry George Hawker (Sopwith Aviation Company's Chief Test Pilot), Fred Sigrist (Sopwith Aviation Company's Chief Designer), and Bill Eyre (another Sopwith Aviation Company colleague), which purchased Sopwith Aviation Company's assets and acquired rights to all the Sopwith aircraft design patents.
Provenance:
Unknown, material found in collection, NASM.XXXX.0260.
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.
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.
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
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]
Air wars the global combat between Airbus and Boeing untold stories reveal the man and the strategies that changed aviation by Scott Hamilton ; with forewords by Allan McArtor, Richard Aboulafia
The Glenn L. Martin Company developed the Model 130 Clipper in response to a request in 1931 from Pan American Airways (Pan Am) for a flying boat that would be able to make transpacific flights. The scrapbook in this collection documents the creation of that aircraft.
Scope and Contents:
This collection consists of a scrapbook documenting the development of the Martin (Glenn L.) Model 130 Clipper for Pan American Airways (Pan Am). The scrapbook is plastic spiral bound, has card stock covers, and measures approximately 11 by 14 inches. The scrapbook contains correspondence and extensively captioned black and white photographs. One page is missing a photograph and only contains the caption. The scrapbook also includes a letter from Pan Am listing their desired specifications for a long range flying boat. Correspondence in the front of the scrapbook from J. T. Hartson, Vice President, The Glenn L. Martin Company, to Mr. Vincent Bendix, Collier Trophy Committee, indicates that the scrapbook was prepared to submit the Martin (Glenn L.) Model 130 Clipper for consideration for the Collier Trophy.
Note: Blank pages in original scrapbook have not been digitally reproduced. Any gaps in numbering of image filenames in slideshow are due to their omission.
Arrangement:
Collection is a single item.
Biographical / Historical:
The Glenn L. Martin Company developed the Model 130 Clipper in response to a request in 1931 from Pan American Airways (Pan Am) for a flying boat that would be able to make transpacific flights. By 1932, Martin was conducting wind tunnel testing and the completed aircraft made its first flight on December 20, 1934. The Model 130 Clipper, powered by four Pratt & Whitney Twin Wasp R-1830 14-Cylinder Radial engines, had several innovative features including a lightweight, high strength wing design, and fuel tanks that were integrated into the seawings to eliminate the need for extra tanks. The aircraft's bottom hull was designed with a sharp "V" shaped bottom to utilize the force of the water during take-off and landing to eliminate spray during taxiing, a feature that had proved successful in the Martin (Glenn L.) XP2M-1 (Model 119). The bottom of the hull was covered in corrugated sheet duralumin which provided structural and weight advantages. The first aircraft, named the China Clipper, was officially accepted by Pan Am on October 9, 1935 and gained lasting fame on November 22, 1935, when it left San Francisco Bay to inaugurate regularly scheduled transpacific air service, at first for mail and cargo and by October 1936 carrying passengers as well. In total, three Martin Model 130 clippers were built and operated by Pan Am, the China Clipper, Philippine Clipper, and the Hawaii Clipper.
Provenance:
Unknown, material found in collection, NASM.XXXX.0316.
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.
Donald A. Gerds was a senior concept interior designer for Douglas Aircraft Company who worked on the DC series of aircraft. This collection consists of approximately 1.74 cubic feet of material relating to the McDonnell Douglas DC-10 and its predecessor aircraft models DC-8 and DC-9, including photographs, sketches, publications, and technical reports.
Scope and Contents:
This collection consists of approximately 1.74 cubic feet of material relating to the McDonnell Douglas DC-10 and its predecessor aircraft models DC-8 and DC-9. The material includes photographs, sketches, publications, and technical reports. Many of the photographs and sketches portray interior mock-ups or models, including concepts that were not built. The collection also includes two sets of lithographs; a color post card; and four color prints for framing depicting various McDonnell Douglas aircraft models.
Arrangement:
Collection is arranged by type of aircraft and then by topic within those sections. Donor provided most of the arrangement and original folder titles were kept where applicable. Folder titles added by the archivist appear in brackets.
Biographical / Historical:
The McDonnell Douglas DC-10 is a three-engine jet airliner designed for medium to long range flights. Production began in 1968 and 368 commercial DC-10s were delivered before production ended in 1989. A total of six commercial models of the DC-10 were developed. The first, the Series 10, entered scheduled airline service for American Airlines and United Airlines in August 1971. Series 30 and Series 40 models with intercontinental range were introduced in 1972. The DC-10CF (convertible freighter) followed in 1973 and could be arranged to accommodate either passengers or cargo. In 1979, Series 15 was introduced with a combination of smaller airframe and more powerful engines for optimal performance in high-altitude airports in hot climates. Finally, Federal Express ordered the McDonnell Douglas DC-10 Series 30F, an all-cargo aircraft, which went into service in 1986. The DC-10 family of aircraft were designed with roomy cabin interiors and sophisticated climate control and pressurization systems allowing for separate temperature controls in different parts of the aircraft. They were also specifically designed to use existing airport facilities and to have quieter operation. The McDonnell Douglas KC-10 Extender was a military variant of the DC-10 and 60 of them were built and delivered to the U.S. Air Force between March 1981 and November 1988. Donald A. Gerds was a senior concept interior designer for Douglas Aircraft Company who worked on the DC series of aircraft.
Provenance:
Donald A. Gerds, Gift, 2013, additional material received in 2014 and 2017, NASM.2014.0013
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
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.
53.375 Linear feet (102 containers: 89 legal size document boxes, 2 shoeboxes, 10 flatboxes, 1 large format folder)
5 Film reels (1 35mm, two 16mm, and 2 8mm films)
50.008 Cubic feet
Type:
Collection descriptions
Archival materials
Film reels
Date:
1886-1969
Summary:
This collection contains Verville's personal papers. The material relates mainly to his various aeronautical concerns as well as his involvement with military aviation. The collection includes a large number of photos tracing the development of Curtiss aircraft and Naval Aviation, and especially documenting the design, construction, and flights of a replica of the Navy's first aircraft, the Curtiss A-1 'Triad', built under Verville's direction by the Bureau of Aeronautics to commemorate the Fiftieth Anniversary of Naval Aviation in 1961. Also included are a large number of blueprints and photos of Verville-designed aircraft, especially those developed by the Verville Aircraft Co. in 1928 - 1931
Scope and Contents:
Contents of this collection include blueprints, drawings, technical manuals, reference material, correspondence, financial information, event programs, photographs, newspapers and clippings, magazines, pamphlets, brochures, journals, books.
The researcher should note that the collection also contains 35mm, 16mm and 8mm films. These films are not included in the container list but a NASM Archives staff person can assist you regarding access.
Arrangement:
Organized into series:
SERIES 1: Correspondence
SERIES 2: Institute of the Aerospace Sciences (IAS) - Navy National Naval Aviation Meeting 1961 commemorating the 50th Anniversary of Naval Aviation in San Diego CA featuring the A-1 Replica
SERIES 3: Technical Materials
SERIES 4: Drawings
SERIES 5: Other Papers
SERIES 6: Publications
SERIES 7: Photographs
SERIES 8: Scrapbooks, Oversize Materials
This collection was arranged at the time of processing to better reflect its main areas of subject matter as there was very little original order preserved. Original folder titles were kept when they appeared; archivists' folder titles are in brackets. Archivist's description appears below folder titles.
Biographical / Historical:
Alfred Victor Verville (1890-1970), aviation pioneer and aircraft designer, was responsible for a number of important inventions in aircraft design, including welded-steel-frame fuselages and retractable landing gear. He began work with the Curtiss Aeroplane Co in 1914 and, by the end of World War I had moved through a number of manufacturers, including Curtiss (1914), T-M Airplane Co (1915), General Airplane Co (1915-17), and Fisher Body Corp, Airplane Division (1917-18). In 1918 he became involved in military aviation at the United States Army Air Corp Engineering Division, McCook Field , OH (1918-25) and served as advisor to Colonel William Mitchell during his inspection trip to Europe (1922). In 1925 he co-founded the Buhl-Verville Aircraft Co (1925-27) before striking out on his own with the Verville Aircraft Co (1928-31). Through the 1930s and 1940s he acted in a number of capacities, including periods as a consultant (1932, 1939-41); at the Bureau of Air Commerce, United States Department of Commerce (1933-36); Douglas Aircraft (1937-38); Curtiss Wright Corp (1941-42), Snead Aircraft, Technical Division (1942); and Drexel Aviation Co (1942-45). In 1945 he served as a member of the Naval Technical Mission to Europe and later joined the Navy's Bureau of Aeronautics (1946-61). He retired in 1961, but continued to support aviation and aeronautics until his death.
Provenance:
Alfred Verville, gift, 1954
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.