BGuthrie Photos: MD -- College Park -- College Park Aviation Museum

MD -- College Park -- College Park Aviation Museum:

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Copyrights: All pictures were taken by amateur photographer Bruce Guthrie (me!) who retains copyright on them. Free for non-commercial use with attribution. See the [Creative Commons] definition of what this means. "Photos (c) Bruce Guthrie" is fine for attribution. (Commercial use folks including AI scrapers can of course contact me.) Feel free to use in publications and pages with attribution but you don't have permission to sell the photos themselves. A free copy of any printed publication using any photographs is requested. Descriptive text, if any, is from a mixture of sources, quite frequently from signs at the location or from official web sites; copyrights, if any, are retained by their original owners.

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Specific picture descriptions: Photos above with "i" icons next to the bracketed sequence numbers (e.g. "[1] ") are described as follows:
1. CPAM_121222_031.JPG: 1903: Kitty Hawk: The history of College Part Airport is really the history of aviation. The path that the Wright brothers took to get to this field and everything that followed thereafter, began with their experiments at Kitty Hawk, North Carolina. It was here that they achieved success in a field where many before them had failed. After years of glider experiments and aerodynamic research, the Wright brothers made the first flight of a lighter-than-air machine. Orville wired the news to his father: "Success four flights thursday moorning [sic] all against twenty-one mile wind started from level with engine power alone average speed through air thirty-one miles longest 57 seconds inform Press home Christmas" The date was December 17, 1903. The news that should have shocked the world... didn't. The Wrights' achievement, though truly significant, remained virtually ignored and unpublicized. Those accounts that were picked up by the press were full of inaccuracies and misinformation. As a result, the public remained uninformed and skeptical of all subsequent claims.
2. CPAM_121222_035.JPG: 1907: Specification for a Heavier-Than-Air Flying Machine: Two years after the Wright brothers' successful flight at Kitty Hawk, Orville and Wilbur approached the US Government to see if they were interested in acquiring their aeroplane. The government was not interested. It may seem surprising to us now to realize that even up until 1907, the Wright brothers had received little, if any, recognition for their invention. This may have been partially due to the fact that by late 1905, the Wrights had decided to make no further public demonstrations or provide photographs of their aeroplane to potential buyers,. They desired the US Government to have the first opportunity to utilize the aeroplane, so with the assistance of several interested individuals, they persisted in their correspondence with the War Department. Finally, in late 1907, while in Europe, the Wrights received a letter requesting them to meet with US Army officials. This had been the Wrights' wish from the start. Shortly before Thanksgiving, Wilbur Wright met with the Signal Corps to discuss the possibility of furnishing an aeroplane to the Army. Their discussions resulted in Signal Corps Specification No. 486 -- Advertisement and Specification for a Heavier-Than-Air Flying Machine. Among other requirements, this machine was to be capable of carrying two people, have a speed of at least 40 mph, remain in the air for at least one hour, sustain flight for 125 miles, and be sufficiently easy to fly that a man of average intelligence could become proficient in its use within a reasonable amount of time! The Wrights submitted a bid, along with 40 other "inventors." Only three of the bids actually compiled with the specifications. The lowest bidder, realizing he was out of his league, quickly withdrew his bid. The Wrights' bid was the highest of the two remaining bids. The Signal Corps had been so impressed with the confidence expressed by Wilbur during their meetings that they decided to accept both bids in order to include the Wrights' offer. The Wright brothers were the only ones that were able to successfully supply a flying machine in the agreed amount of time.
3. CPAM_121222_040.JPG: 1908 Wright Aeroplane Trials: The Wrights' contract required that, prior to its acceptance, trials by held at Ft. Myer in Arlington, Virginia to demonstrate that the aeroplane could accomplish all the requirements of the Signal Corps Specifications. Since the Wrights had also signed a contract with a French firm to manufacture and license the Wright machine in France, Wilbur went off to Europe and Orville oversaw the demonstrations at Ft. Myer. The tests began in September to the delight of crowds who traveled from far and near to see proof that man could really fly. There was no building to shelter the aeroplane, so it was temporarily stored in the field's old battalion shed. Orville himself stayed in Washington, DC, arriving before dawn each day on the trolley, meticulously dressed in a starched collar, suit and tie. Orville made several test flights at the field in early September, trying to get accustomed to the very small open space at Ft. Myer which has surrounded by tall trees and buildings. On September 17, Orville asked Lieut. Selfridge if he would like to accompany him on one of his flights. Selfridge, who had worked early on with Alexander Graham Bell and Glenn Curtiss as part of the Aerial Experiment Association, had asked the War Department to detail him to the Wright trials as an observer. In August, he was made a member of the Aeronautical Board. Tragedy struck that day as the aeroplane's right propeller fractured, striking one of the rudder's bracing wires and sending the aeroplane out of control. Lieut. Selfridge suffered a fractured skull, dying a few hours later. Orville, though seriously hurt in the crash, recovered from his injuries. The Wrights, anxious to restore the public's confidence about their machine, announced that they would demonstrate their plane's reliability at the first opportunity. The War Department granted them an extension of their contract until the summer of 1909.
4. CPAM_121222_044.JPG: 1908 and 1909: The Wright Brothers in Europe: The Wrights had secured a proposal with the French at about the same time they were awarded a contract with the U.S. Army. While Orville went to Ft. Myer for the Army trials, Wilbur left for France to demonstrate their aircraft. Anxious to make his first public flight since 1905, Wilbur chose a somewhat remote race track outside of Le Mans. However, it did not take long before word spread quickly throughout the countryside of Wrights' magnificent achievement. Wilbur became an instant celebrity with each flight he made. The Wrights had captured the imagination of the world and, in doing so, had proven beyond a doubt that they had truly accomplished all that they said they had. In early 1909, after recuperating from his aircraft at Ft. Myer, Orville joined his brother and with their sister Katharine, they took Europe by storm. Hundreds of thousands of spectators clamored to see Wilbur fly and to get a glimpse of Orville. Wilbur and Orville's lives would never be the same, nor would the lives of those who witnessed these spectacular flights. The Wrights left Europe quite satisfied that they had achieved all that they had set out to do. By April, it was time to return home to Dayton to get ready for the Army trials at Ft. Myer.
5. CPAM_121222_049.JPG: 1909: The First Military Aeroplane -- The Wright Military Flyer: The Wrights had returned home from Europe as celebrities, so it was no wonder that when they returned to Ft. Myer to pick up where they had left off in 1908, they were surrounded by the same multitudes of spectators and media. There was no question that it would be Orville who would again do all of the flying at the acceptance trials at Ft. Myer. The official testing began on July 27th, and by the time Orville completed the endurance requirements with Lieut. Frank Lahm as his passenger, his initial uneasiness had disappeared. The last requirement was the speed test. Lieut. Benjamin Foulois, who was to accompany Orville on the flight, had been instrumental in laying out the five mile measured course that left Ft. Myer and circled Shooters Hill in Alexandria. The crowd had swelled to roughly 7,000 by the time the plane took off. As the aeroplane approached the finish marker at Ft. Myer on its return flight, the crowd of spectators roared its approval. Little did they know that upon comparing their watches, the Aeronautical Board determined the official speed was 42.583 mph. This was 2.5 miles faster than the government contract specified and earned the Wright brothers a bonus of $5,000. On April 2, 1909, Signal Corps' Number One was officially accepted by the U.S. government. There remained, however, one final condition to the Wrights' contract -- that they teach two Army officers to fly the newly accepted machine. Everyone agreed that the Ft. Myer field was too small to safely instruct the army officers. During a routine balloon ascent, Lieut. Lahm had spotted a large level field in the town of College Park that was close to the Maryland Agricultural College (now the University of Maryland) and adjacent to the B&O railroad tracks. The field was far enough away from the city that it might discourage the large crowds that had come daily to witness the Ft. Myer trials... or so they thought! This was the founding of the College Park Airfield, later to become known as the College Park Airport.
6. CPAM_121222_073.JPG: Wright Aeroplane Hangar -- 1909: In early September of 1909, a 160 acre field in College Park was leased for the training of two officers to learn to fly the government's newly accepted Aeroplane -- The right Model A. A small shed was constructed to house the aero and to serve as the living quarters of the enlisted men assigned to the Aeronautical Division. Two officers were selected for flight training as part of the government contract with the Wright brothers. They were Lieuts. Frank P. Lahm and Frederic Humphreys. Lieut. Benjamin Foulois was originally to have been selected for instruction; however, at the last minute, he was sent to Nancy, France to attend an Aeronautical Exposition. Flying began on October 8th the newspapers all over the country reporting on the exciting events at the College Park Airfield. Wilbur Wright took up each of his two pupils in successively spectacular flights, until each began to gain more and more confidence in the handling of the machine. After only three hours, four minutes and seven seconds of instruction, Lieut. Humphreys made his first solo flight -- this made him the first military pilot to fly a government aeroplane. He succeeded Lahm by only a few minutes. When Lieut. Foulois returned from France, Wilbur agreed to give him flight instruction as well, even though it was not in his contract to do so. He received over three hours of instruction, but never got the chance to fly solo. On November 2nd, Wilbur made his final flight with Frank Lahm, and one of the last flights he was ever to make in public. Three days later, as new pilots Lahm and Humphreys were making their first flight together, they caught the wing tip of the plane on the ground while turning, causing minor damage to the plane. Thus ended the flights for 1909 and the Wrights' military contract. However, this was only the beginning for the College Park Airfield.
7. CPAM_121222_120.JPG: Trolley for Wright Launching Track (above) The Wright military aeroplane was launched with the aid of a monorail and catapult device. The aeroplane rode down the monorail on top of a trolley, which was placed beneath the skids of the machine. When the engine was started and it reached a certain speed, the weight in the tower was released and the aeroplane catapulted down the track. At the end of the track, the aeroplane ran off the monorail and rose into the air. The trolley disengaged from the aeroplane, was retrieved, and used again.
8. CPAM_121222_127.JPG: US Army Single Corps Aviation Field, College Page, Maryland: Lieuts. Frederic E. Humphreys (left) and Frank P. Lahm survey the new airfield with Wilbur Wright, 1909.
9. CPAM_121222_141.JPG: Pocket Watch: Orville Wright's pocket watch used during Army test flights at Fort Myer, 1909.
10. CPAM_121222_153.JPG: Medal of Congress: Medal awarded to Orville and Wilbur Wright by the United States Congress on March 4, 1909. "In recognition and appreciation of their ability, courage and success in navigating the air."
11. CPAM_121222_165.JPG: Significant Achievements in Flight: The College Park Airfield is one of the most significant fields in aviation history. It has played host to many of the most notable aviators and inventors in the aviation field included the Wright Brothers, Glenn Curtiss, Frank Lahm, Frederic Humphreys, Benny Foulois, Lincoln Beachy, Tony Jannus, "Hap" Arnold, Tommy Milling, Al Welsh, Charles Chandler, Henry and Emile Berliner, Rex Smith and George Brickerhoff, just to name a handful. As a result of its association with the Wright brothers and early military aviation, this field was witness to numerous significant firsts and other achievements in flight. Inventors were encouraged to bring any inventions that could be utilized with a flying machine to the (first) Army Aviation School when it was set up in 1911. Those that were successful became forever linked with the field's history -- such as the development and testing of the first bomb dropping device and the first testing of a machine gun from an aeroplane. Other remarkable accomplishments and firsts were vital components to the development and growth of aviation and the future of flight. These achievements include the development of the first US Postal Air Mail Service (1918-1921), the successful experiments with vertical flight by the Berliner helicopter (1920-1924), and the development and testing of the first radio navigational aides (1927-1934). There are other wonderful stories, personalities, and adventures too numerous to mention. The fascinating history of this field is one of both tragedy and triumph, perseverance and success. Is it, above all, the story of the history and achievements of flight and how they relate to this significant airfield in College Park.
12. CPAM_121222_169.JPG: Lt. Henry "Hap" Arnold: One of the most likeable and well-respected figures in aviation history, Hap came to the College Park's new Army Aviation School after learning how to fly at the Wright School in Dayton, Ohio. While at College Park, Arnold made many significant flights and was frequently in the news. When a new site was selected for the Aviation School that would permit year-round flying, Arnold was charged with closing down the school at College Park (May 1913). As the United States entered World War I, Hap became the #2 man in the War Department's Aviation Division. One of the central military aviation figures in both World War I and II, Arnold went on to become our nation's first Air Force Five-Star General.
13. CPAM_121222_187.JPG: The Mile-High Flight: Aviation was still in its infancy in 1911 and nearly every flight at the College Park Aviation School made the news. No one caught the attention of the media like Henry "Hap" Arnold. In the summer of 1911, he set one record breaking altitude flight after another and in June of 1912, flew over a mile high, reaching a staggering height of 6,540 feet -- a world record at the time. Shown here is Hap Arnold as a young lieutenant at the College Park Airfield. How High Is That? Imagine you placed 9-1/2 Washington monuments, which are 555 feet tall, on top of each other. This will show you why reports of Arnold's altitude records made front-page headlines and described him as "benumbed by cold at high altitudes" and "near death in his aero."
14. CPAM_121222_191.JPG: Air mail was nothing without the pioneers who flew the mail, as well as the people who kept the planes running. At its height in 1925, the Post Office Air Mail service employed over 700 people, 600 of whom are ground crew including mechanics and other personal [sic]. At College Park pilots like Max Miller and Eddie Gardner flew the mail to its destination despite the mechanical and weather challenges they encountered. Eddie Radel, Victor Maene and other members of the ground crew kept the planes running and the mail moving. There were more than just the ground crew and pilots involved though. The general public both here at College Park and elsewhere matched and supported the Air Mail Service. From monitoring the weather in the Appalachians to lighting bonfires for pilots flying at night over the Great Plains, support for air mail was a truly national phenomenon.
15. CPAM_121222_195.JPG: Planes, Operations and Challenges: The types of planes flown by the air mail service changed through the history of College Park and through the service as a whole. Early on, the small JN-4 "Jenny" was used, as well as the specially designed Standard aircraft. DH-4's [sic], most acquired as army surplus, were the work horse of the air mail service because of their better performance. The day-to-day operations of the service were important to delivering the mail on time. More importantly, these operational pictures and artifacts give a window into the lives of the pilots and ground crew. Airplane technology was still new and less than perfect in the days of the air mail service. The pilots had to contend with cold and bad weather, as well as eccentric engines that stalled easily if the pilot was not careful. Additionally, the instruments sometimes were inaccurate, including the compasses, which meant that pilots navigating by flying as close to the ground as they could, which was dangerous in cloudy or foggy weather when visibility was cut to a few feet in front of the plane.
16. CPAM_121222_199.JPG: Standard #1: Made by the Standard Aircraft Company of Elizabeth, NJ, these aircraft were made to Post Office specification in 1918. The planes could carry 180 pounds of mail, in addition to carrying the necessary weight of gasoline and the pilot, and had a top speed of 100 miles and a maximum altitude of 6,000 feet. This painted bronze model was presented to Max Miller by the Post Office. Similar models were presented to all of the original pilots.
17. CPAM_121222_205.JPG: Legacy: What does Air Mail have to do with you? The Air Mail Service originally began to fly between College Park, Philadelphia and New York in 1918. By 1922, a route existed between New York and San Francisco. In 1927, when the Post Office run Air mail was finally phased out, many routes pioneered by the Air mail service crisscrossed the nation. Because of the air mail service that originally operated out of College Park, new flying instruments and techniques were formulated, such as flying at night over long distances. Commercial airlines finally were able to have a successful start by taking over the air mail routes from the Post Office.
18. CPAM_121222_208.JPG: Airline PinsL These pins were sent to the widow of Max Miller, Marie Ricker, by various airlines in appreciation to her husband's contributions to flight. A wide array of airlines are represented including United, American, TWA, Continental, as well as now defunct airlines like Western or Boston-Maine.
19. CPAM_121222_226.JPG: 1910 Wright Model "B" Aeroplane: In order to construct an exact reproduction of a 1910 Wright Model "B", it took over 20 years of painstaking research, experience, careful documentation and authentication by its builder, Ken Hyde, who is the owner of the Virginia Aeroplane and Machine Company of Warrenton, Virginia. This 1910 Wright Model "B" Reproduction was built to the standards of the original, using the same materials, construction techniques, and finishes as those employed by Orville and Wilbur Wright with the exception of a nonoperating engine and the covering of a balloon cotton fabric as opposed to the original rubberized fabric. The original 1910 Wright Model "B" was constructed of West Virginia white spruce wood coated with aluminum powder, which gives the wood a metal-looking finish that many mistakenly think is aluminum. It weighed 950 pounds empty; had a wingspan of 38 feet 6 inches, and was powered by a 30-35 hp 4-cylinder water-cooled Wright engine driving twin counter-rotating 8 feet 6 inch propellers at 428 rpm. The dual rudder and elevator were located in the tail section of the aircraft. The elevator was not hinged but warped. The airplane took off at 27 mph and cruised at approximately 40 mph. The airplane was equipped with dual control. The elevator control was operated by the pilot in the left seat with his left hand and his right hand operated the rudder and wing-warping control located between the two pilots. This arrangement created a problem in that the pilot in the right-hand seat was forced to operate the rudder and wing-warping control with his left hand and the elevator control with his right hand. This resulted in what was referred to as right- and left-seat pilots. This problem was corrected in 1912 with the installation of an additional rudder/wing-warping control level.
20. CPAM_121222_230.JPG: The Wright B: Following the successful military training flights of 1909 at the College Park Airfield, the government finally approved additional money for aeronautics. In March of 1911, $125,000 was made available, and two Wright Bs, two Curtiss aeros, and a Burgess Wright were ordered for the newly established Signal Corps Aviation School to be located at the airfield. The Wright B was quite different from the Wright A Military aeroplane. It had wheels mounted on its undercarriage, and, with a more powerful engine, it no longer required the monorail and catapult for launching. The B was also attractive in its symmetry and linear quality, where the Military Flyer was both simple and more straightforward. It was the Wright's first truly "mass produced" aeroplane. Lieutenants Henry "Hap" Arnold and Thomas Dewitt Milling received training on the Wright B at the Wright school in Dayton, Ohio and arrived at College Park in June on 1911 to begin instructing their first students. They immediately began instruction of the Aviation School's commanding officer, Capt. Charles DeForrest Chandler, and Lieut. Roy Kirkland, who had supervised the establishment of the flying school a few months earlier. Within the first month, Arnold and Milling made over 127 flights in the Wright B. This was just the start of months of attention getting flights made by this aircraft. In these early days of aviation, every flight was a novelty, that merited front page coverage and further cemented America's fascination with the aeroplane.
21. CPAM_121222_234.JPG: The Wright Brothers Catapult Launching System: The Wright brothers used a catapult system to help launch their aircraft from 1905-1909. The Military Flyer was capable of taking off without the catapult, but required a long track to reach flying speed. The catapult used dropped weights to accelerate the Flyer to flying speed in a much shorter distance. The Flyer rods the track on a dolley, which dropped away after takeoff. Before launching, the Flyer was held in place by a wire attached to the back of the track, which was released by a trigger. The catapult never failed in the many flights it launched, but was abandoned after wheels were installed, beginning in 1910.
22. CPAM_121222_248.JPG: Diorama depicting Signal Corps Aviation School Era (1911-13) at the College Park Airfield. This area is adjacent to the railroad tracks at the historic end of the airfield, and although none of these buildings remain, the foundations have been outlined and artifacts excavated are on view elsewhere in the museum.
23. CPAM_121222_265.JPG: The Wright B Aeroplanes: The Wright B aeroplanes, ordered for the Army Aviation School at the College Park Airfield in 1911, were designated as Signal Corps #3 and #4. These aeros had a structure similar to that of the Wright Military Flyer (1909) except for a few fundamental changes. One of the most important was the relocation of the elevator from the front to the rear of the aero. Wheels were also added to the undercarriage of the plane, as was a more powerful engine that enabled the Wright B to take off on its own power.
24. CPAM_121222_275.JPG: 1911 Curtiss Model D: The Model D was a biplane fitted with a wheeled, tricycle undercarriage. The construction was primarily of spruce, with ash used in parts of the engine bearers and undercarriage beams, with doped linen stretch [sic] over it. The outrigger beams are made of bamboo. Prevented by patents from using the Wright brothers' wing warping technique to provide lateral control, Curtiss used ailerons instead. Model Ds were constructed with a pusher configuration, where the propeller is behind the pilot. Because of this configuration, they were often referred to as a "Curtiss pusher". Early examples were built in a canard configuration, with elevators mounted on struts at the front of the aircraft in addition to a horizontal stabilizer at the rear. Later versions dispenses with the front elevator and are often referred to as "headless" pushers. The Curtiss Model D was used by the United States Army at Ft. Sam Houston before being moved to the Army Aviation School at College Park. The aircraft on display portrays the plane used at College Park in 1911.
25. CPAM_121222_289.JPG: Curtiss JN4-D Jenny: The Post Office Department took over the operation of the Air Mail Service after a three-month trial run by the Army on August 12, 1918, and set up operations here at the College Park Airfield. The Department purchased six Standard aircraft expressly for the service, but also utilized the six Curtiss JN4-Ds that the Army had converted for their short airmail stint. These Army trainers were equipped with Hispano Sulza 150 hp engines instead of the Curtiss OX-5, 90 hp engines traditionally used by the "Jenny", such as the one shown here.
26. CPAM_121222_309.JPG: Monocoupe 110: In the early 1930s, the Monocoupe Aircraft Corporation in Moline, Illinois, built a new aircraft called the Monocoupe. Monocoupes became popular for their speed and efficiency. Depending on their powerplants, their top speeds ranged from 120-148 mph. This beautiful Monocoupe, NC12345, (which previously belonged to John L. McCarthy) has a Warner Super Scarab 50A 145 hp engine, which gave it a maximum speed of 133 mph and a cruising speed of 112 mph. The Monocoupe was a popular sight at the College Park Airfield, particularly in the early and mid 30s when the airfield was often front page news with its numerous air shows and air races. Many well-known pilots raced in the speedy Monocoupe, including Phoebe Omilie and Helen MacClosky, both frequent visitors to the Airfield.
27. CPAM_121222_320.JPG: Berliner Helicopter - 1924: After several years of experimenting with vertical flight, Emile and his son, Henry Berliner, made the first controlled helicopter flight with this unique looking aircraft. Looking very little like the helicopter of today, this machine with a Nieuport fuselage and triplane wings, was able to maneuver in a radius of 150 feet while maintaining a speed of about 40 mph. Thought unable to perfect a safe and smooth landing, the Berliner helicopter had done much to pave the way for future accomplishments in the field of vertical flight.
28. CPAM_121222_327.JPG: Taylor J-2 Cub: The Taylor Cub, made by the Taylor Aircraft Company in 1936, became known as the Cub when Wm. T. Piper purchased a partnership in the company. The basic design of the Cub endured for 40 years, and more pilots learned to fly on the Cub than any other airplane. From an aeronautical engineering standpoint, a simpler flying machine had never been built. More than 7,000 Cubs, both J-2s and J-3s with larger engines, were built from 1936 to 1942, with thousands going to the Army Air Force for war duty. George Brinckerhoff, Manager of the College Park Airport for many years, used Cubs for flight instruction and in his Flying Service operation, along with Fleets, Stinsons, and Wacos.
29. CPAM_121222_338.JPG: Stearman (PT-17) Officially known as the Boeing Kaydet, this aircraft was flown by the US military from 1935-1945, and then used as an agricultural airplane and a feature of airshows. Planes of this type were flown at College park Airport during the Brinckerhoff era.
30. CPAM_121222_351.JPG: Ercoupe: The Ercoupe was an innovative aircraft manufactured by ERCO, the Engineering and Research Corporation, which was headed by Henry Berliner or Berliner helicopter fame. The Ercoupe was designed by noted aeronautical engineer, Fred E. Weick, to be spin-proof, stall-proof, and slip-proof. It was a complete departure from the traditional airplane design of the day, and often referred to as "the plane that anyone could fly." This unique plane had no rudder pedals. Instead, the rudders are linked to the ailerons, preventing the problem of spins. The Ercoupe also has a collar on the control column to limit elevator movement, helping to prevent stalls. Splitting the tail and placing it outside the prop blast eliminated a major source of torque. The first experimental model of the Ercoupe was test flown at College Park in 1937. The Ercoupe went into production in 1940.
31. CPAM_121222_371.JPG: The Ercoupe: Henry Berliner, of the Berliner helicopter fame, founded the Engineering and Research Corporation (ERCO) in 1930 and acted as its President and Chief Executive Officer. In 1937, Berliner purchased 50 acres of land in Riverdale, Maryland, just across the road from College Park Airport, and built the large ERCO factory and airstrip. One of ERCO's most significant achievements was the development of the Ercoupe. The Ercoupe contained many innovative design features that produced an aircraft that was safe, easy to fly, and certified by the Civil Aeronautics Administration (CAA) as "characteristically incapable of spinning." The aircraft was designed by Fred E Weick, a noted aeronautical engineer, who before coming to ERCO in 1936 worked for the National Advisory Committee for Aeronautics (NACA).
32. CPAM_121222_400.JPG: For the Love of Flight: George Brickerhoff... "Brinck" to his friends was a well-known aviator in the Washington area who took over operations at College Park Airport in 1928. He established the Brickerhoff Flying Service which offered flight training and charter flights and partnered with the University of Maryland to support the pilot instruction for the Civilian Pilot Training Program (CPTP) at the field. Brickerhoff used every aviation publicity stunt he could think of to share his love of flying with the general public. He was often in the news as he hopped from airport to airport to play one hole of golf, or worked with local aviation groups to host an aviation scavenger hunt for prizes and trophies. During WWII, College Park Airport, like many civilian airfields around the Capital, was taken over by the US Navy. Brickerhoff was forced to relocate his flying operations to Winchester VA. He was then lured to Georgia where he trained military pilots till wars end. He returned to operations at the Airport in 1946 as soon as the government again allowed civilian flying out the field.
33. CPAM_121222_412.JPG: Excitement in the Air: By the 1940s, flying had become a national pastime and College Park Airport was at the center of all the excitement. Air shows and air derbies hosted by the Washington Air Derby Association, DC Air Legion, and Washington Women Pilots Association brought some of the most popular aviators in the nation to the airport. The Langley Day Air Meet, which regularly brought over 300,000 spectators to the airfield, provided entertainment and sport for a nation hungry for such diversions. Crowds thrilled to the sight of wing walking and stunt flying demonstrations, mock bombing competitions and other aerobatic feats. George Brickerhoff was an excellent pilot and a much sought after instructor. Hundreds of pilots in the Washington area owe their piloting skills to his expert instruction. When he finally left the airport in the late 1950s, it was well known that he taught more pilots to fly in the DC area than anyone else.
34. CPAM_121222_414.JPG: Invisible Guides in the Sky: With the onset of US air mail flights, the need for radio navigation aids to assist pilots in zero-visibility situations became even more apparent. After an initial series of experiments with the Post Office Department at the College Park Airfield in 1918, the National Bureau of Standards (NBS) again took the lead in this effort. From 1926 until 1933 the NBS worked to develop and perfect a system that enabled them to locate an airport from the air as well as a suitable point of landing in zero visibility. This navigational system was successfully tested by Jimmy Doolittle at Mitchell Field, Long Island, in 1929. But more work was needed. After adding a landing beam or glide path indicator to that system, instrument landings now became possible. On September 5, 1931, Marshall S Boggs and James Kinney accomplished the first blind landing using only instruments at College Park Airport. Over 100 hooded landings were made using a collapsible hood to cover the pilot's cockpit without obstructing the view of the backup pilot.
35. CPAM_121222_419.JPG: On September 5, 1931, Marshall S Boggs and James Kinney accomplished the first blind landing using only instruments at College Park Airport. Over 100 hooded landings were made using a collapsible hood to cover the pilot's cockpit without obstructing the view of the backup pilot. On March 20, 1933 scientist Harry Diamond with Kinney as pilot made the first completed blind flight from College Park Airport to Newark Municipal Airport in New Jersey during which radio was the sole means of guidance and landing. This feat garnering headlines all over the country. In 1934, the Bureau's work was taken over by the Washington Institute of Technology which also experimented with weather and atmosphere systems at the airfield, building a small building to hold its weather balloons adjacent to the existing hangar. It was at this same time, that Henry Berliner founded the Engineering & Research Corporation (ERCO) in Washington, DC. Familiar with the Airport since his "helicopter" days, he used the field to test and fly many different types of aircraft that he designed, including the 1st experimental model of the Ercoupe. In 1937 he purchased 50 acres of land close to the airport on which he eventually built a large factory and ERCO's own landing strip.
36. CPAM_121222_425.JPG: A Flight for Survival: George Brinckerhoff held the Washington area transfixed for several days in 1936 when he made repeated attempts to fly supplies and food to stranded islanders in the Chesapeake Bay. In January and February of that year, residents of Smith and Tangier Islands in the southern Chesapeake Bay were cut off from the rest of the world when a winter blizzard brought communication and relief efforts to a stand-still. With food and medicine running low, there was fear of a potential pneumonia epidemic. Donations of supplies from across the region were collected, but there was no way to get them to the stranded Islanders. Several pilots had tried, but none could reach the islands. Even George Brinckerhoff, the manager at College Park Airport, was turned back by the weather. Brinckerhoff decided to try yet again. This time he would have precious cargo -- a doctor, with medicine to treat the sick families. He was in such a hurry to pilot that flight that he received a ticket for speeding on his way to the airport! Flying blind, Brinckerhoff fought through the storm that threatened to turn him back. Despite the odds, he was able to land and deliver the doctor, medicine and food that would keep everyone alive through the storm. As a result of the publicity surrounding his heroic efforts, his speeding ticket was eventually dismissed!
37. CPAM_121222_430.JPG: Where to Go? During the 1940s and 50s, the airport was a busy place with students learning to fly on the GI Bill. Both ABC and NBC news frequently chartered flights to catch late breaking news stories or take photographs from the air. In fact, Edward R Murrow, the famous newscaster, was a frequent passenger, requesting Brinckerhoff to ferry him to cover his many news stories. With Brinckerhoff's sons taking over the operations at the airport, the Brinckerhoff Flying Service continued to manage the field until the early 1970s. Other aviation companies such as Loving Helicopter Service and Executive Aviation provided airplane rides, lessons, rentals and sales.
38. CPAM_121222_433.JPG: As early as 1959 it became clear to many who used the Airport that the conditions that were deteriorating and that something needed to be done. The airport itself had slowly been encroached upon and was down to 40 acres with an aging gravel runway and dilapidated buildings. Aviation enthusiasts, historians and other supporters rallied together to preserve this historic airfield and an aging hangar. This "Save the Airport" campaign garnered many supporters including some of the "Early Birds" who had once flown on those hallowed grounds with planes made of wood, wire and cloth. Once again the Airport was the site of Air shows, flying demonstrations & rallies to commemorate the significant events & individuals in aviation history that had somehow been forgotten. The "Save the Airport" effort paid off thanks to a large group of committed individuals, area residents and pilots who saw the Airport for what it was -- one of a handful of the most significant early aviation sites in the world. In 1973, College Park Airport was purchased by the Maryland National Capital Park and Planning Commission who committed to operating the airport and preserving it as a historic site. In 1977, the airport was added to the National Register of Historic Places, officially acknowledging its significance as the "World's Oldest Continually Operating Airport."
39. CPAM_121222_438.JPG: The Airport Today: A museum dedicated to the history of College Park Airport was realized with the opening of College Park Airport Museum in 1981. In 1997, construction began on a new facility and the College Park Aviation Museum opened on September 12, 1998. The events of September 11, 2001 had a dramatic impact on the College Park Airport. Due to its proximity to Washington, DC, the airport was allowed to remain open, but all flights were grounded. Restrictions were eased after about six months, but pilots were required to undergo extensive background checks and attach special radio equipment to their aircraft. Slowly, activity at the airport began to return to normal. In 2009, the airport celebrated its 100th anniversary with its first air show in almost a decade.
40. CPAM_121222_444.JPG: Leather jacket belonging to George Brinckerhoff during his years as manager of the airfield.
41. CPAM_121222_450.JPG: George Brinckerhoff, Aviation Pioneer and Promoter: George Brinckerhoff was a legend in the Washington Flying community, there was no doubt about that. "Brinck" was an amazing man who had a rare spirit and enthusiasm for aviation. If there was something in the papers or on the radio about flying, it undoubtably [sic] mentioned George's name. If there was a group of pilots handing out at one of a number of Washington area airfields it was likely that three or four of them were taught to fly by George Brinckerhoff! His students called the school "Brinckerhoff's College of Aeronautical Knowledge," attesting to the seriousness with which he took his pilot instruction. Drawn to aviation by the barnstorming fever that gripped the country in the 1920s, Brink [sic] first set up an aviation school at Hoover Field, the site of the present Pentagon building. In 1927 and 1928, he established the Brinckerhoff Flying Service at the College Park Airfield, which was then owned by Jerome Murray. He offered flight instruction, chartered flights and sightseeing tours. During WWII George was not allowed to operate his Flying Service at the Airfield due to it's [sic] proximity to the Capitol, so he established a training school for pilots at an Army Air Corps field in Douglas, Georgia, until he was able to return to College Park. After the war everyone wanted to learn how to fly on the GI bill so the field was quite busy during this time. In the 40s and 50s, the Flying Service became a successful charter operation with a fleet of 12 planes and numerous pilots and instructors. When "Brinck" became ill in the early 1960s his son took over the operation of the Airport, signalling the end of an era.
42. CPAM_121222_460.JPG: This unique "parking pass" was attached to the bumper of a car to allow patrons to park on the field during the busy 1930s and 40s at College Park Airport.
43. CPAM_121222_462.JPG: This original Curtiss hand crank was used to start pre WWII aircraft engines in the 1920s and 30s at the Airfield. It was also known as an inertia starter.
44. CPAM_121222_483.JPG: Those Magnificent Women... Women were breaking ground in the field of aviation, particularly at the College Park Airfield, even before it was fashionable to do so! Since its founding, the Airfield has always welcomed women who were interested in flying, starting with Mrs Ralph Van Deman in 1909, who flew as a passenger with Wilbur Wright. Bernetta Miller came to the field in 1911 to demonstrate the Bleriot for the Army Aviation School. Throughout the 1920s and 30s, fascinating women pilots such as Phoebe Omlie, Edna Gardner, Helen Frigo, Helen McCloskey and others participated in popular races and meets at the Airport. Elaine Harmon was a young woman in her senior year at the University of Maryland during 1939-40 when she heard of the Civilian Pilot Training Program and decided to learn to fly. The cost was $40 which included ground school, 35 hours of flight time, and insurance. Her flight instruction was at College Park Airport. Several years later, Elaine, whose husband was preparing to go overseas for the war, decided to join the WASPs -- the Women's Air Service Pilots. The Wasps were the first women to serve as military pilots for the US. They received the same type of flight instruction given to their male counterparts, and flew every type of mission needed within the Continental US. This included instructing pilots, test flying and towing targets for ground crews who were practicing with live ammunition. The WASP program ended in December 1944.
45. CPAM_121222_490.JPG: Dana Maier The Aviation Series (No. 1-5), 2012
46. CPAM_121222_522.JPG: Boeing Stearman PT-17: A Stearman biplane taxiing down the runway was a frequent sight at the College Park Airport from the 1930s through the 1950s. Airport manager George Brinckerhoff utilized various Stearman models along with Fleets, Stinsons, Wacos and Cubs for the Brinckerhoff Flying Service. Many of these planes were also fixtures at the numerous air shows and air derbies that attracted visitors to the Airport by the thousands during this same timeframe. The Stearman Aircraft Corporation was acquired by the United Aircraft and Transportation Corporation in 1929. In 1934, government antitrust laws forced the corporation to divide into three separate companies: United Aircraft Co., Boeing Airplane Co., and United Air Lines. Boeing took Stearman Aircraft as one of its subsidiaries. That same year, they introduced the Stearman Kaydet. The Kaydet was the only American aircraft during WWII that was completely standardized for both Army (PT-13/17) and Navy (NS/N25) use. The Boeing Stearman had many names depending on its military affiliation and the engines with which the planes were outfitted. The PT-17, built for the US Army, was originally outfitted with a 220 hp Continental R-670-5 engine. Its rugged construction and responsive controls made it well suited to the task of a primary military trainer. The tandem cockpit design allowed the student to sit in the front cockpit, with the instructor in the back. After WWII the Stearman saw new life as a crop duster and air show performer. This 2-seater biplane delighted crowds with its use in wing walking performances and other aerobatic routines when fitted with a more powerful engine. The Stearman continued its popularity as a primary trainer for flight instruction at fields like College Park Airport for many years, and is still owe of aviation's most easily recognized aircraft.
47. CPAM_121222_530.JPG: Gus McLeod: On April 5, 2000, Gustavus "Gus" McLeod took off in this Stearman on a quest to become the first person to fly to the geographic North Pole in an open cockpit plane. To accomplish this feat, the Stearman's utilized a Continental R670 series engine and every seam and opening was covered to ward off the cold. To ensure that he would have enough fuel to get the plane from station to station while in Canada, the front cockpit was enclosed to support an extra fuel tank for the plane's long flight. One of his final tasks before leaving was to change the plane's registration number to N8N9, with "NP" standing for "North Pole". The flight to the pole lasted twelve days, and was documented by a film crew from National Geographic, who followed McLeod in a chase plane. Temperatures at times reached -50 degrees Fahreheit, freezing his instruments and his body despite a specially designed six-layer flight suit. Despite the odds, McLeod reached the geographic North Pole at 9:07pm on April 17, 2000. After circling the pole three times, he began the long flight back to Maryland. A short time into the return trip, his engine sputtered and died, forcing McLeod to land his planes on an ice floe. Left with no choice but to abandon the plane, he climbed into the chase plane that had been documenting his flight and returned to the US. Returning to rescue his plane weeks later, McLeod found it had drifted 80 miles toward Norway. When engine repairs were completed, he flew the Stearman to a military base in Alert, Canada. Only eight hours after McLeod was airborne, the ice floe that had held his plane sank into the ocean. He landed safely in Canada, but with harsh weather closing in, it looked as if the historic plane would be stranded for some time. With assistance from the National Air and Space Museum, the New York Air National Guard and the US Air Force, the Stearman was flown from Canada to New Jersey by way of Thule, Greenland. The Naval Reserve at Andrews Air Force Base then brought the plane to Maryland, where the trip had originated. On September 23, 2000, McLeod flew his history-making plane for the last time into the College Park Airport and donated it to this museum.
48. CPAM_121222_538.JPG: Berliner Helicopter 1924: After years of vertical flight experiments, Henry and Emile Berliner succeeded in making the first controlled helicopter flight with this fascinating machine. In February 1924, this helicopter flew at 40 mph and traveled 200 yards at an altitude of 15 feet.
49. CPAM_121222_544.JPG: Berliner Helicopter: In 1920, a new kind of flying machine made an appearance at the College Park Airfield. It was not just another type of aircraft -- it was an attempt at a new way to fly altogether. Controlled vertical flight had intrigued many inventors, but none so much as it did Emile Berliner and his son, Henry. The senior Berliner was already an inventor of some note, having invented the gramophone, the telephone transmitter (mouthpiece) and other devices. He was keenly interested in aviation and was a sponsor of the Washington Aeroplane Company that had been based at the airfield since 1912. However, his real interest was in solving the problems of vertical flight which he had been working on as early as 1907. Henry joined his father in 1919, and took over most of the experimental operation when they moved to College Park the next year. The initial machines had two contra-rotating propellers, a four wheeled chassis, engine, shutter-like vanes, a seat for the pilot and little else. While the machine rose quite easily from the ground there was still a need for more lateral control and an engine with more power.
50. CPAM_121222_556.JPG: United States Air Mail Service: Neither Wind, Nor Rain, Nor Threat of Snow... The Post Office Department initiated the United States Air Mail Service from College Park Airfield after a three month trial in conjunction with the War Department. Six aeros were ordered from the Standard Aircraft Company for these flights. Other aircraft, such as the Curtiss JN-4D "Jenny" and the DeHavilland DH-4, also were used to fly the mail. Captain Benjamin Lipsner resigned from the Army to accept an appointment as Superintendent of the Service. He oversaw all supervisory details for this venture, which like the other activities of the College Park Airfield, always seemed to attract media attention. On August 12, 1918 Max Miller, along with Edward Gardner, Robert Shank and Maurice Newton, flew the first 218-mile flight from College Park to New York, via Philadelphia. In 1919, a hangar was built and a compass rose was placed on the field as the successful operation continued to grow. The compass rose enabled pilots to line up their planes with the cardinal directions to calibrate their compasses for their flights, since there were no other navigational instruments to assist pilots. Both the hangar and the compass rose exist today. As new air mail routes were opened, pilots faced many dangers including unfamiliar territory, inadequate planes, and unreliable navigational equipment. Max Miller and many other pilots lots their lives delivering the mail and opening these new routes. In 1921, the air mail station at College Park was closed as the New York to California route was instituted for flying a greater distance. By 1926, the Post Office Department had turned over the service to private enterprise to become more effective faster and more efficient in delivering the mail.
51. CPAM_121222_566.JPG: Douglas Fairbanks Sr., Film Star as Air Mail Package, 1918: As a publicity stunt to raise money for liberty bonds, Douglas Fairbanks Sr came to College Park Airport in 1918 to be flown as an air mail package. He was weighed and sampled at the College Park Air Mail Station and flown to New York in the front cockpit of an air mail plane piloted by Dana DeHart. Fairbanks raised millions of dollars for the war effort, and his antics raised public awareness for this fledgling air mail operation.
52. CPAM_121222_574.JPG: Those Marvelous Men... When the flying school opened in June 1911, six officers reported for duty: Capt. Paul Beck, Lts. Henry "Hap" Arnold, Frank Kennedy, Roy Kirkland, and Thomas Milling, and their commanding officer, Capt. Charles Chandler. Every flight drew large crowds of spectators to watch the feats of America's new military aviators. The officers became the focus of much media attention, particularly the dashing young Hap Arnold and Thomas Milling who were household names by the fall of 1911. Thirteen new officers were added by 1912 in what became known as the Army Aviation School or Signal Corps Aviation School. These officers continued to break records and garner firsts in aviation for themselves and the school. Late in 1912, the War Department created new criteria for these pilots in order to receive the Military Aviator Rating. The criteria included "attaining an altitude of 2,500 feet, flying in a wind of at least 15 mph, carrying a passenger to a height of at least 500 feet followed by a dead-stick landing within 150 feet of a designated point, and making a reconnaissance flight of 20 miles cross country at an average altitude of 1,500 feet." When officer aviators passed these tests, they were considered graduates of the flying school and our country's earliest military aviators.
53. CPAM_121222_577.JPG: ... and Their Flying Machines: One of the first purchases made by the Signal Corps upon the creation of the new Army Aviation School at College Park was the acquisition of five aeroplanes. Two of the planes were Wright B's, two were Curtiss Machines (D and E), and one was a Wright-Burgess. All five aeros were of the pusher type, however, the controls of the Curtiss and Wright machines were so different that pilots trained on one machine could not fly the other. The Wright aeros were two seaters with the Curtiss aeros having only a single seat. Since the Curtiss machines did not have room for an instructor, the Curtiss pilots trained by making a series of short hops in the less powerful of the two Curtiss machines and later graduated to the aero with a more powerful 8 cylinder engine. By 1912, the school had grown and so had the need for more aircraft. Both speed and high weight-carrying capacity aeros were needed, but they could not be combined into the same type of plane. The result was a plane that was slightly larger, stronger and more powerful to be used for reconnaissance purposes, known as a "Scout," and another machine called a "Speed Scout" that was a single-seat aircraft for high-speed tactical flights that could go at least 65 mph.
54. CPAM_121222_585.JPG: The Rex Smith Aeroplane Company 1910-1917: In early 1910, several civilian aviation companies came to College Park, bringing commercial enterprise and new technology to the airfield. The first of these companies was the Rex Smith Aeroplane Company, established by well-known inventor and patent attorney Rexford Smith. When the Army returned to the airfield in 1911 to establish the first Army Aviation School, Smith was requested to move his hanger to be in line with the new Army hangars that were parallel to the railroad tracks. Others soon followed Smith in establishing companies on the field, including the National Aviation Company, the sole area dealer of Curtiss, Bleriot, and Wright aeroplanes, and the Washington Aeroplane Company, designer of the Columbia monoplane and other successful aircraft. The Rex Smith Aeroplane Company worked with the fields' other civilian aviation companies on several collaborative ventures. As a result, the Rex Smith Aeroplane Company hangar grew from one to two large buildings and several smaller sheds by late 1911. The Rex Smith Aeroplane Company became the center of media activity and the focus of the Washington social elite with their well-publicized flights around the Washington Monument and the U.S. Capitol. They were frequently in the news for entertaining and flying politicians other well-connected individuals, garnering them much support and publicity. Two of Smith's most popular test pilots later became famous in their own right -- Paul Peck, who became a well-known exhibition flyer, and Tony Jannus. Jannus made history in 1914 as the pilot for the world's first commercial airline after being hired by the Benoist Company in 1912.
55. CPAM_121222_602.JPG: Bernetta Miller, 1912. In September 1912, Bernetta Miller received FAI license #173, making her the fifth licensed woman pilot in America. Trained at the Moisant Flying School in New York, Bernetta was chosen to give a demonstration in the Bleriot to Army Aviation School officials. She had no illusions as to why she had been chosen. The Bleriot was considered a dangerous and even tricky aeroplane and the Moisants, she surmised, probably felt that if a woman could fly one, it would show the Army that anyone could fly the plane! Unfortunately, the Moisants' strategy did not work and the Army decided not to include the Bleriot in its fleet of aircraft for the school.
56. CPAM_121222_605.JPG: 1910-1917 Civilian Flying: The attention getting flights of 1909, immediately attracted inventors and all those interested in conquering this seemingly limitless new field of technology... aviation, to the airfield. The Rex Smith Aeroplane Company was the first to set up operations, with aeroplanes of their own design, attention-getting stunts and flights, as well as flight instruction. By 1912, both the National Aviation Company and the Washington Aeroplane Company had set up hangers and operations on the grounds. The National Aviation Company was the sole dealer of Curtiss, Bleriot and Wright Aeroplanes in the Washington area. Both companies offered sales and instruction to a public hungry for this new mode of transportation. The Washington Aeroplane Company was interested in designing and building aeroplanes of their own design. Their Columbia Monoplane and Biplane were reputed to be the first aeroplanes designed and built solely in the Washington area, by 1912. Other inventors and individuals came to the field during this time, gaining inspiration from these three popular aeroplane companies and all eager "to earn fame and fortune as aviators."
57. CPAM_121222_609.JPG: 1911-1913 Our First Military Aviators: While many of our first military aviators came to the field after years of ballooning experience, some were simply fascinated by the possibilities of what it must feel like to fly. These daring young men became the heroes of their time, with the media immortalizing their every move. When the Signal Corps officers took on this assignment, they didn't realize that they would also become instant celebrities, sought out for both political and social engagements which kept them often in the public eye. For many of those young men, their flights and trainings at this field were just the beginning of long and notable careers in the military. These young pilots were breaking ground for all those that would come after them. If they didn't realize the enormity of their task when they came to College Park, it quickly became apparent to them. While the media exposure was perhaps unexpected, these aviators were very aware of the seriousness of their flight training. Aviators such as Lieuts. Frank Lahm, Benjamin Foulois and later Henry Arnold, Thomas Milling, and others, set the standards for excellence for military aviators. They went on to become some of the most significant individuals in aviation history after gracing the grounds of this College Park Airfield.
58. CPAM_121222_618.JPG: This unusual leather helmet belonged to Lieut. "Hap" Arnold during his stay at the College Park Airfield and was typical of the "football" style of helmets worn by these early military aviators.
59. CPAM_121222_622.JPG: Heroes of their Time... After being accepted into the Signal Corps for pilot training, Thomas Dewitt Milling, known as "Tommy" to his fellow aviators was sent to the Wright Factory where he met the Wrights and fellow officer "Hap" Arnold. Milling received his initial pilot's instruction from Al Welsh but made such a favorable impression on Orville that he offered to give him some lessons as well. Milling participated in many firsts in flight at the College Park Airfield. When the "Military Aviator" rating was introduced in 1917, it upgraded the status of all pilots that passed its requirements. Milling was one of the first to do so, thereby earning him his "Military Aviator" badge. Henry "Hap" Arnold's career paralleled the growth of aviation from its earliest beginning with the Wright Brothers, to the days when the Air Force became an independent branch of the military. In 1911 and 1912, Arnold was frequent face on the front page of the news for setting and breaking one altitude record after another. Arnold was also the first winner of the famed Mackay trophy while at College park, which he won again in 1934 following a spectacular round trip flight to Alaska. Arnold retired as the Air Force's only five-star general. CJ MacCartee took this photo of "Hap" Arnold in a Wright B at the airfield to use for his pilot's license, 1911.
60. CPAM_121222_629.JPG: The Unsung Heroes... Cpl. Frank Scott was a mechanic for the Wright machines at the Signal Corps Aviation School, as was his best friend, Jesse Ayer. On Sept. 28th, 1912, Lieut. Lewis Rockwell, a highly skilled pilot, went up on a flight to qualify for his "Military Aviator" rating, and invited Scott to fly as ... [text covered by fallen photo but presumed to be -- "his co-pilot. The"] aircraft crashed and Scott was killed instantly, while Rockwell died three hours later at the hospital. Scott was the first enlisted man killed in an aviation accident. Ayer's diary records both the crash and subsequent funerals three days later.
61. CPAM_121222_643.JPG: Glenn Curtiss: Pioneer and Competitor: By the time the Aviation School opened in 1911, Glenn Curtiss was already a pioneer in the field of aviation. Unlike the Wrights, Curtiss made a name for himself by winning several well publicized air shows and exhibitions, such as the high profile meet at Rheims, France where he won the grand prize, the Gordon Bennett trophy. This was followed by his well publicized flight down the 142 mile Hudson River. The exposure and fame he received from these events established him as a national figure in the world of aviation. His achievements in the field of aeronautics were many. By 1912-1913, the Curtiss Aeroplane Company had many successful aeroplane designs to be proud of. This 1912 booklet documents their achievements up to this point, and states in its introduction that fir "those having an interest in aviation, it (this booklet) should receive made than a passing notice, and those with but a passing interest in the newest of sports should be greatly surprised by the perfection of the aeroplane here enclosed." The Curtiss School of Aviation booklet is a promotional piece to attract more students to the Curtiss School in Hammondsport, New York.
62. CPAM_121222_646.JPG: Inventions for a New Era: On June 7th, 1912, Col. Isaac Lewis brought his machine gun to College Park to test it from an aeroplane. The gun has been designed to have low recoil, so he believed it would be effective in flight. After achieving excellent success in hitting targets, both the newspapers and the Signal Corps reflected on the guns possible contribution to aerial combat and military strategy. However, the War Department issued a statement saying that aeroplanes were only suitable for reconnaissance purposes! After rejecting the gun, reportedly because the Army already had an official machine gun (Beret-Mercier), Lewis moved to England where the US had to purchase the guns upon entering WWI.
63. CPAM_121222_653.JPG: 1911-1912: The Unsung Heroes of the Army Aviation School: While the military aviators were the ones most often spotlighted by the press, the success of the Army Aviation School was largely dependent on another less conspicuous group of personalities. They were mechanics, medical officers, test pilots and even pioneers... like Glenn Curtiss. Curtiss was both an aviator and inventor whose unique machines would become a mainstay in military aviation for years to come. Curtiss like the Wrights, often visited the field when introducing one of his new aeros. Curtiss would often send his favorite pilot, Lincoln Beachy to the field to demonstrate his machine. Stories of Beachy's dare devil stunts were never exaggerated! The Wrights favorite test pilot was the talented Arthur (Al) Welsh, who had originally instructed several of the School's officers in Dayton. Welsh worked with both pilots and enlisted men at the field and was well liked by both. He was the subject of many photographs taken by [a] young enlisted man, Cpl Jesse Ayer, through whose eyes we are able to see scenes of daily life at the Airfield, record breaking achievements and poignant moments of loss. Through it all, it was evident that whether they were well-known inventors and aviators or enlisted mechanics, the part that these varied personalities played in these fledgling years of military aviation made them all pioneers.
64. CPAM_121222_663.JPG: Experimentation & Innovation: With the growth of aviation came a flurry of inventions, patents and an interest in experimentation. The military was deluged with requests by would-be inventors to test their new ideas on the flying machine. As a result, the Signal Corps decided to publically [sic] announce that anyone with devices for the aeroplane should come by the School to have their equipment tested, if practical. Many of these experiments resulted in the design of significant aeroplane equipment and inventions such as improved photographic and wireless equipment, an aeroplane bombsight and machine gun and more. Lieut. Milling conducted some of the earliest experiments with night flying when he set up two huge acetylene lights on the ground to illuminate his flight and landing. "Hap" Arnold claimed that he led the army to adopt goggles when he almost lost control of his machine after being hit in the eye by a bug! However, innovation also brings the inevitable contraptions and failures, as characterized by the "Aero Torpedo", the Means "Smoke Signaling Device" which emitted puffs of black smoke as code, and a "Flying Machine Parachute.' Some inventors were simply ahead of their time, but successful or not, this College Park Airfield was there to witness it all.
65. CPAM_121222_690.JPG: The Cradle of Aviation: When Congress appropriated $125,000 for aeronautics in 1911, the military returned to College Park Airfield for the new Signal Corps Aviation School. The Quartermaster's Department leased 260 acres for $325 per month. The Department erected four hangars near the railroad tracks to house the five new aeros, as well as a small headquarters building. There was also a Red Cross tent and a mess tent. The following year, with the addition of several new planes, three more hangars were constructed. In the lease, the Signal Corps was given full access to the huge field and allowed to remove any debris or other obstacles that would impede flying. The only area that was off limits to them was the large series of ponds just past the row of hangars. These ponds were owned by the Aquarium Fisheries Company and they were used to propagate goldfish! The officers did not live at the school. They typically stayed at homes and boarding houses in College Park. The enlisted men, however, spent most of their time at the airfield, eating in the mess tent and sleeping in one of the hangars. During the winter months of 1911 and 1912, the school moved to Augusta, Georgia. However, this seasonal moving was extremely disruptive and in 1913, the Army decided to permanently move the school to a more suitable climate. The Curtiss contingent of the school was invited to North Island, in San Diego, and the rest of the school went to Augusta, Georgia. Several months later, all the military aviators and aircraft were reunited and sent to Texas City, Texas. In January of 1913, a bill was introduced by Congress to purchase the College Park Airfield and make it the "National Aviation Field," but the bill died in the Senate. In May of 1913, the Signal Corps Aviation School at College Park officially closed and all its remaining personnel left the field, ending one of the most exciting chapters in the airfield's history.
66. CPAM_121222_716.JPG: Curtiss Model D "Pusher" (Reproduction): The Curtiss Pusher designated SC No. 2 was purchased in March 1911 by the US Army. The plane was originally sent to the flying school at Fort Sam Houston, TX, but following the fatal crash of Lt. George Kelly, SC No. 2 was rebuilt and shipped in the aviation school at College Park. It arrived with an 8-cylinder engine that was later traded for a 4-cylinder engine to make it safer to use in the training of new pilots. Because the control systems were so vastly different, aviators at the aviation school were trained on either the Wright or the Curtiss machines. College Park pilots who received instruction on how to fly this aircraft included Captain Paul Beck, 2nd Lt. Frank M. Kennedy, and Captain Frederick B. Hennessy. This aeroplane was a single-seater that utilized ailerons rather than wing warping, which was protected by a patent held by the Wright Brothers. It was made primarily of spruce with doped fabric stretched across the wings, and weighed approximately 700 lbs when empty. The pilot used the wheel to operate the front elevator and rear rudder, and operated the ailerons with his shoulders.
67. CPAM_121222_745.JPG: 1901 Wright Glider: This reproduction of Orville and Wilbur Wright's second version of their 1901 glider is on loan from Ken Hyde. The glider was built at Mr. Hyde's Virginia Aviation and Machine Co. and tested in the wind tunnel at NASA Langley. The Wright brothers experimented with several forms of their glider before making the first successful powered, heavier-than-air flight at Kitty Hawk, NC on December 17, 1903. This glider fixed several problems of the first version, but still was unsuccessful. The 1902 version added vertical surfaces at the rear, and with its final configuration more closely resembled modern aircraft controls.
68. CPAM_121222_753.JPG: College Park Airport: "Oldest Continually Operated in the World" -- First Military Airfield in the United States -- The following notable events occurred on this airfield: • 1907 – Early aeronautical experiments by Rex Smith and others • 1908 – Oct. 8, Wilbur Wright instructed first flying officers of the Signal Corps, U.S. Army • 1909 – Oct. 29, Mrs. Ralph H. Van Demon first woman passenger in America • 1911 – July 3, First army flying school established • 1912 – First flight surgeon, Lt. John P. Kelly • 1912 – First group cross country flight originated here, first long distance flight – 42 miles, destination, Chevy Chase, MD. - First bombs dropped from an aircraft utilizing a bombsight - First machine guns fired from an aircraft - Early experimentation with radio signals sent from an aircraft - Altitude records set by Lt. "Hap" Arnold, 6450 feet. • 1918 - Aug. 12, Washington terminus, first regular airmail service • 1920 – Early helicopter experiments by Emile Berliner • 1922 – First successful flight of a helicopter by Henry Berliner • 1933 – First "blind flying" cross country flight by James Kinney and Harry Diamond
69. CPAM_121222_764.JPG: Site of College Park Airport First military airport in the United States The following notable events occurred on this airfield 1909 - Wilbur Wright instructed first flying officers of Signal Corps, U. S. Army 1911 - First Army flying school established here First bombsite tested from an aircraft 1912 - First group cross country flight originated here. Destination Chevy Chase, MD First machine gun fired from an aircraft First radio message sent from an aircraft 1922 - First flight of a helicopter made by Henry Berliner One of the first points of origin for United States Air Mail.
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Wikipedia Description: College Park Airport
From Wikipedia, the free encyclopedia

College Park Airport (IATA: CGS, ICAO: KCGS) is a public airport located 1 mile (2 km) east of College Park, in Prince Georges County, Maryland, USA.

College Park Airport was established in 1909 after Wilbur Wright came to the field to train two military officers to fly in the government's first aeroplane. It is the world's oldest continuously operated airport. In 1977, the airport was added to the National Register of Historic Places.

College Park Airport is home to many "firsts" in aviation, and is particularly significant for the well-known aviators and aviation inventors who played a part in this field's long history. In 1909 Wilbur Wright taught Lieutenants Frederic Humphreys and Frank Lahm. Humphreys became the first military pilot to solo in a government aeroplane.

Civilian aviation began at College Park with Rex Smith, an inventor and patent attorney, who operated the Rex Smith Aeroplane Company. Paul Peck and Tony Jannus were associates of his.

In 1911, the nation's first military aviation school was opened at College Park, with newly trained pilots then-Lt. Hap Arnold and Lt. Tommy Milling as Wright pilot instructors and Capt. Paul Beck as the Curtiss instructor. The military aviation school saw numerous aviation firsts.

In 1918, after a three-month trial with the War Department, the Post Office Department inaugurated the first Postal Airmail Service from College Park, serving Philadelphia and New York (Belmont Park). Flights from College Park continued until 1921. The compass rose and original airmail hangar remain at the modern airport as a witness to this history. The Airport Code "CGS" originally referred to the airport's purpose in the 1930s as an airmail station. CGS = "ColleGe Station".

In 1920, Emile and Henry Berliner (father and son) brought their theories of vertical flight to the field and in 1924 made the first controlled helicopter flight.

From 1927 until 1933 ...More...
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2012 photos: Equipment this year: My mainstays were the Fuji S100fs, Nikon D7000, and the new Fuji X-S1. I also used an underwater Fuji XP50 and a Nikon D600. The first three cameras all broke this year and had to be repaired. Trips this year: three Civil War Trust conferences (Shepherdstown, WV, Richmond, VA, and Williamsburg, VA), a week-long family reunion cruise of the Caribbean, another week-long family reunion in the Wisconsin Dells (with lots of in-transit time in Ohio and Indiana), and my 7th consecutive San Diego Comic-Con trip (including side trips to Zion, Bryce, the Grand Canyon, etc). Ego strokes: I had a picture of Miss DC, Ashley Boalch, published in the Washington Post. I had a photograph of the George Segal San Francisco Holocaust memorial used as the cover of Quebec Francais (issue 165). Not being able to read French, I'm not entirely sure what the article is about but, hey! And I guess what could be considered to be a positive thing, my site is now established enough that spammers have noticed it and I had to block 17,000 file description postings for Viagra and whatever else.. Number of photos taken this year: just below 410,000.
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