Boat Seats Skeeter
Glenn Curtiss Old Rhinebeck Aerodrome in the Day
I
As a series of undulating waves rolling side of the Hudson River Valley west of the mountains Catskill, somehow losing momentum, the Shawangunks yielded much smaller Schunnemunk, and Bear Mountain peaks, descending to the Palisades, the Manhattan threshold. A century ago, on May 29, 1910, Glenn Hammond Curtiss, navigate their fragile biplane Albany Flier, forged an air link along this route between Albany and New York.
Then in the middle of a legal battle with the Wright brothers, for allegedly using its patented wing-strain for the operation bank and thus prohibited from continuing to sell some of its own aircraft, Curtiss, sinking in the quicksand of bankruptcy, I saw a single lifeline Fulton Award in the $ 10,000 Hudson offered by Joseph Pulitzer, publisher of the New York World, the first person to fly from New York to Albany, in either direction, with a maximum of two stops.
Although Curtiss never feared competition in fact, he thrived on it, the course pursued was the antithesis of their numerous flights previous: unlike those before, controlled circuits and air shows, the connection inter-city was full of obstacles remain, including lack of familiarity with the route, a course on water, wind and unknown weather patterns, and obstructions of height, plus the fact that technology has been insufficiently mature and fuel capacity simply insufficient to allow a long-range air travel 150 miles.
However, the circumstances perhaps desperate to take desperate measures, and which of the two was the more dangerous it was a matter of debate: the flight or your life.
One of the first solutions for both, had been to design an aircraft that can transcend them after extensive research and analysis, which entails a trip of land along the Hudson River. Based on your current northwesterly winds and relative lack of artificial obstacles, he decided to make the flight to the south from Albany. If he loses his engine immediately after takeoff, he had founded, his chances of an emergency landing, markedly improved compared with those offered by a departure from New York.
The plane designed to address the gap, appropriately named "Albany Flier," featured a picture of bamboo pole, two wings covered with canvas, aileron interplanar a plane, raising the front pair, an open cockpit, a wooden propeller in pusher configuration, a tricycle undercarriage;. and in case of a landing in water, culverts cork-filled the engine was more powerful Curtiss ever conceived.
Van Rennselaer Island, located at the south end of Albany, was a plan, offering the plain blocks most ideal conditions for takeoff, the aircraft, transported in boxes containing section, was assembled for several days before the actual event. Your exact day, however, had been subjected to the winds and weather and evaluation of Curtiss them. Resultantly, he turned dawn because they generally brought the calmest conditions, but the winds proved too formidable for three consecutive days, until Sunday, May 29.
With the sky Just open your eyes to dawn, he also opened and concluded that the optimal conditions presented themselves, then travel to the designated point of departure by rail and turning into its flight equipment in the makeshift tent he had erected for him. Later, he recommended that the delays, which culminated in the heat of the day, conditions clear, led him to conclude that "it was now or never."
Starting your engine, performing a final check, and accelerate into the wind, as determined by the smoke from factory chimneys next, he deflected canard surfaces and raising Flier Albany surrendered to the air in 0702. To 1910, the trip was the equivalent of today's global circumnavigation.
A white flag raised from a warehouse, said the status of the aircraft in the air and prompted the New York Times chartered train taking the wife of Curtis and his team members to start their own movement after flying east of New York Central side of the Hudson River Line tracks.
Climbing to an altitude of 700 meters early, Curtiss crossed over the mid-Hudson, as if a path open blue leading to Manhattan after expressing: "I felt an immense sense of relief. The engine sounds like music."
Along the train the Albany Flier kept around 50 mph in perfectly blue sky, but early birds, the lack of cockpit instrumentation Curtiss forced to sublimate the senses for the reading: speed was measured by the force of wind and altitude was an estimated height above ground.
The Poughkeepsie Bridge, hanging over the river and located 87 miles from Albany, he moved to see about marking point of the trip in half.
Jumping into an open field of Camelot in 0826, the Albany slowed Flier in his first refueling stop, where prearranged gas and oil should have waited, but pull the first flight had materialized, with none to be found.
Two New Jersey motorists who drive their cars on the road touring the possibility of moving next eight gallons of gas and oil cans replacement and present them to Curtiss, who was now surrounded by hundreds of onlookers and train your own team, which had intermittently pulled a deviation near Camelot.
Re-accelerated, began the second leg of his flight, following the trees and turn south on the middle of the Hudson River before climbing to a considerable altitude in order to measure the air currents exist. But a sudden gust, causing a turn lateral axis close to the water surface, almost resulted in one of his wingtips skimming it.
The currents, however, proved to be slight in comparison with those found 20 miles south of Poughkeepsie, where the gorge 15 km long, forming the Hudson Highlands, near Storm King Mountain and Breakneck Ridge has created a fierce and treacherous winds that bent the strut, and brittle thread structure to the sides. temporarily lose control and almost fell off the perch open Curtiss became more observer than as a pilot of the plane fell 100 meters.
Confirming his calculations and of course, Manhattan advanced sight. But, realizing that the quantity of oil had swung into the void (due to a leak discovered later), he resisted the temptation continue to fill the gap in his direction, seeking a suitable landing place before his engine began to take place.
Running an approximation for a sloping lawn about 100 feet above the Hudson at the northern tip of Manhattan, he landed on the estate of William B. Isham in 1035, having covered 137 miles in 2.5 hours on average speed of 55 mph, and daughter of Isham and her husband, the current occupants, greeted him on the lawn of the mansion. Because he had been inside the city limits, which was officially New York, but Curtiss, never to drop its competitive advantage, do not consider their trip complete until he touched his intended destination, Governors Island.
Fed engine lubrication oil, Flier Albany, with its initial roll acceleration precarious over the field tilted, lifted in the crystal blue for the third time in 1142, quickly penetrating Manhattan with its towering skyscrapers and streets teeming with crowds eager to witness the historic event.
The Statue of Liberty, symbol of American freedom, he served as a secondary symbol Curtiss-line to the finish of their race, single antenna the others had no choice, nor had the ability, to enter. West Bank, he "bypassed the lady with the torch" setting the course for Governors Island.
Ultimately, touching down on its parade ground shortly after noon amid applause receptivity on the part of U.S. Army personnel based there, he completed flight 152 miles from Albany to New York after two hours, the suspension of 51 minutes by air, longer distance, cross-country flight of public the U.S., winning the Pulitzer Prize $ 10,000.
Charles Munn, editor of Scientific American, later proclaimed that the river always after it associated with three famous names: Henry Hudson, its founder, Robert Fulton, who revolutionized steamboat travel on it, and Glenn Curtiss, who won aerially.
U.S. English counterpart to Louis Bleriot cross the Channel last year, the flight of the aircraft had shown potential and practicality to the world.
II
In October 2009, the Hudson River Valley Institute (HRVI) at Marist College in Poughkeepsie, Glenn H. Curtiss Museum in Hammondsport and Cole Palen Rhinebeck Aerodrome Old collectively sponsored an event to mark the 100th anniversary of historic flight Curtiss Hudson River, thus fulfilling the educational mission of unifying all three.
Commenting on the event, Trafford Doherty, executive director of the Curtiss Museum, said: "It's a privilege to come to the Hudson Valley to celebrate the achievements of aviation Glenn Hammond Curtiss. I hope this opportunity to share with you the man who is considered the 'Father of the American airline industry "and" Father naval aviation. "
According to Colonel (retired) James M Johnson, Executive Director of the Hudson River Valley Institute, "This will be a celebration the 100th anniversary of his historic flight in Curtiss Albany Flier down the Hudson River Valley from Albany to Manhattan and recognition for those who struggle to preserve the memory of its innovative spirit. "
Hugh Schoelzel, Old Rhinebeck Aerodrome Air Shows President, called the event "a celebration Glenn Curtiss, and specifically the 100th anniversary of his flight Hudson Valley. He opened the door of the plane as a practical form of common carriage. Before that, planes were used for experimentation and flying back on the field for fun. "
Live music, traditionally associated with the Old Rhinebeck festival autumn, marked the occasion. Several displays Pumpkin Snack Stand next to the airfield marked the season.
The grass field, flanked on both sides by trees nipped by the appetite of autumn-dyed top and shiny gold, ruby red and burnt orange, from the windswept stage where operational projects were displayed and demonstrated Curtiss nearly 700 banks supported by the wooden bench beside.
As the sun arced toward the trees and multi-colored shadows stretched on the grass, a tent large, white, located in the courtyard formed by the Royal Aircraft Factory, AV Roe and Company, Louis Bleriot, Fokker and hangars Flugzeugwerke setting and surrounded by a tri-planes Curtiss, provided the venue for the second part of the day's events, including lectures titled "The Old Rhinebeck Aerodrome" and "Glenn Curtiss: The Man and his legacy, "respectively, given by Doherty and Hugh Schoelzel Trafford.
Ranking among the pioneers of aviation most important and influential, Glenn Curtiss one person had been "very competitive", according to Doherty. "He loved speed. He does not always invent something, but rebuilt or redesigned, and done better. "
Literally increased ground for the first time on June 28, 1907 in an airship, which later became one of five figures instrumental in Alexander Graham Bell led Aerial Experiment Association (AEA), whose first project, named "Red Wing" did what was considered the first flight public in the U.S. when it went up to 300 meters, despite his disability lateral axis control.
Redress this gap, the success Asa Branca appealed bank with ailerons actuated by the triangular shaped body movement on the rope of the pilot. Made numerous flights, the longest of which was extended 1,000 feet.
Disbanded after a series of landings difficult, formed the basis of the third trend, the error in June, which incorporated White Wing engine and many of its parts, but introduced a shoulder yoke method of operation of the aileron. He won the Scientific American trophy on July 4 1908, when the arch-winged biplane made a fight publicly observed a mile, although the 5,090 meters, had actually been covered about one and half times the required distance.
The Silver Dart, the last of four projects, it became the aircraft heavier than air the first to fly in Canada, and made more than 200 successful flights.
Both Curtiss life and designs of its aircraft were the product of their extreme character traits. "He took calculated risks," Doherty continues. "He was extremely brave."
Until World War I, despite its process patents relating to the Wright Brothers, he became the leading manufacturer of aircraft and, therefore, "Considered the founder of the American airline industry," said Doherty.
"He the practical and invented the seaplane flying Boat. Ninety-five percent of World War I pilots in the U.S. and Canada trained in the JN-4 Jenny. He was mechanically incredibility intuitive. "
"And now, the Museum Old Rhinebeck Aerodrome and Curtiss are linked by airplanes and his legacy," he concluded.
The aircraft, numbering five in the Old Rhinebeck collection represented all three pioneers, the First World War, and Lindbergh era.
Model A, for example, a pusher biplane belonging to the former category and is based in Albany earlier Flier was built by Cole Palen in 1957, but fell at an air show before being restored in 1975 and placed on long term loan to the Intrepid Sea-Air-Space Museum in New York. Currently being displayed in G. Ira Ross Museum Aerospace in Buffalo under a similar agreement.
The subsequent Model D, which has been parked just feet from the Tent of class and whose controls have been demonstrated Schoelzel highlighted them as the group in attendance, "is an extension of the normal movement of the body, a consequence of a very mechanically-minded," Herb second Gregory, who held taxi maneuvers at high speed with the kind of Old Rhinebeck spectators for three years. "Their method of activation was taken from his experience on a motorcycle. "
"The control method of the model is the D Curtiss days of signing the SAA, including the error June, until 1914, "Doherty had shared.
"The plane is made of bamboo," Schoelzel said. "It has its origin OX-5 engine and was the first factory-built aircraft of any quantity. "
The Curtiss JN-4 Jenny, of much larger dimensions and belonging to World War I was designed by Benjamin D. Thomas, an Englishman, formerly with the Sopwith Aviation Company, and commissioned by Glenn Curtiss, incorporating the best features of the model J and model N trainers to produce the "JN", or "Jenny" series introduced in 1915.
Although the JN-1 and -2, ranging from magnitude higher and lower the number of aileron and control method, were produced in limited quantities, the First Aero Squadron of the U.S. Signal Corps operated eight of the past, having their first delivery in July 1915 and was succeeded by version JN-3, which introduced several changes in the project target their weaknesses.
The final (and student pilot) dual headquarters JN-4, with a wingspan of almost 40 meters, a gentle 60 km / h cruising speed and 1,920 pounds of gross weight, as shown World War I an ideal coach for the U.S. Army Air Service and the Canadian Royal Flying Corps.
Its speed and stability as an ideal, post-war stunt flying and barnstorming aircraft, of which 6813 had finally been built.
Although standardly supplied by Curtiss OX-5 engine, the Old Rhinebeck example, an original JN-4H, was one of only three examples Hispano Suiza power continues to fly.
According Schoelzel, like "literally introduced aviation to America and Canada. It's just a sweet to do. It was the first to bring e-mail. About 7,000 were built. "
Bill Gordon Old Rhinebeck Chief Pilot and Head of the Restoration and Maintenance, shared some of the characteristics of the aircraft has accumulated after half a decade of experience with him. "It's an original JN-4H 1917 with an original engine," he said. "It's an excellent coach, but needs a lot of rudder."
Asked about his performance, he contemplated, "It's slow. It has a huge wing and its mooring lines to create friction. Its stall speed is probably 35 mph, (although) flies up to 70 to 75. If the wires whistle, you're going too fast. "
"It has four ailerons," he continued, "because Jenny is a Marine. And it is more reliable because it is a Hiss Jenny, with a power far more than (this) with the OX-5 engine. "
"It is a showcase piece, "he concluded." One of our aircraft of higher value. In five years, I've only seen one other rider on it. It's so important that I never left the standard and always stay within gliding distance. But it is an honor to fly and my favorite airplane. "
The Curtiss Fledgling, belonging Lindbergh at the time and currently consists of little more than its metal, green, look skeletal frame, "is recovering the long term, "according Schoelzel.
The results of 1927 the Navy requirements for a head coach, the Fledgling £ 2,832, selected after analysis of 15 competing projects, it had two-bay, equal length, but staggered biplane 39.2 feet connected by N-struts, seats in tandem for a student and an instructor, a steerable, and a single, 220-hp Wright R-790-8 engine designed internal "Model 48," he. was known as the "N2C" on the cover of the Navy.
The model 51, for the civilian market was powered by a Curtiss Flying Service and the Challenger 109 type operated in its air taxi routes.
About 160 of the two variants were built.
Old Rhinebeck example, an original built in 1929, was acquired by Cole Palen, in 1975, after having watched him during the annual Sun and fun air show in Florida. Later, they flew their own air shows in the weekend and served as a bomber and camera platform for a number of years, and is advertised as a "civilized" version of the Navy N2C-1 trainer. He made a good shot and instrument instructor, (and was) used in flight schools Curtiss. "
The Curtiss fifth design in the collection is the Old Rhinebeck Curtiss-Wright CW-1 Junior, who is also the time Lindbergh.
Created in response to Aeronca then existing C-2 and American Eagle Eaglet, light sport aircraft base, originally called "Curtiss-Robertson CR-1 Skeeter" presented a fuselage section transverse steel square fabric-covered tubes, open seats in tandem, for two, a wing-sun, a three-cylinder, 45 hp, radial engine Szekely SR-3-0 mounted on top the intersection of the wing and driving a double-bladed wooden propeller in pusher configuration, two small, large, air-filled main wheels and a tailwheel.
Almost appearing as a sailplane, which was marketed as "built to sell for the price of a car in the middle class."
First flight in the fall of 1930, adopted its current name when the company Curtiss-Robertson father, Curtiss, merged with Wright.
Lighter than a Piper Cub with a weight of 570 pounds empty, and sell for $ 1,490, the low-budget, post-depression aircraft was delivered unassembled to anywhere in the country, and because to its large size, very well treated in the air, reaching maximum speed of 80 mph. However, despite its basic construction, was not without its shortcomings ". Szekely The engine had a tendency to throw bottles," said Schoelzel. "With its pusher arrangement, the cylinder passed directly through the propeller. "Because of its low height, the passengers were also injured, many times for him.
These shortcomings, combined with some injuries, resulted in the interruption type in 1932, after about 270 had been built.
Amid the quad-offs to get the new schedule of standard D-25, whose engine reverberated in the twilight die, the day was capped with the Hudson River Valley Institute presentation of a painting by John Gould, entitled "Albany Flier" Old Rhinebeck Aerodrome – a day that assured that the twilight never truly defined in Glenn Hammond Curtiss, whose contributions to aviation aircraft were instrumental in his early development. Echoing ancient philosophy Rhinebeck to "keep the dream alive," special program of the day, with the aircraft Curtiss five of his collection, also ensured that it would "keep his spirit alive."
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