College Park Aviation Museum

After four years of courting, negotiating, building, and testing, the U.S. Army agreed to purchase a Wright aeroplane in August 1909. An addition to selling the machine, the Wrights also had to train 2 U.S. Army officers to fly it.rnrnThe original test site at the Ft. Myer, Virginia, parade ground was deemed too small to safely instruct the Army officers, so the search began for another location. During a balloon ascent, Lieutenant Frank Lahm spotted a large level field in College Park near the Maryland Agricultural College (now the University of Maryland) and adjacent to the Bu0026amp;O railroad tracks. The field was far enough away from the city that officials hoped to discourage the large crowds (of up to 7000 people!) that witnessed the Fort Myer trials. However, the lure of these new activities continued to draw spectators out to College Park.rnrnu003cstrongu003eEarly Flight Instructionu003c/strongu003ernrnA small, temporary hangar was erected at the newly leased College Park field and the field cleared of brush and other obstacles. On October 8, 1909, Wilbur Wright began the flight instruction of Lahm and Lieutenant Frederic Humphreys. After returning from the International Congress of Aeronautics in Nancy, France, Lieutenant Benjamin Foulois began flight instruction under Wilbur and Lieutenant Humphreys in late October.rnrnIn November 1909, the Wright contract was fulfilled when both Humphreys and Lahm flew solo after little more than 3 hours of instruction. Though Foulois had nearly the same amount of instruction, the plane was damaged before he had a chance to solo. By 1912, Signal Corps officials decided to transfer the flying operations to a warmer climate. Lieutenant Foulois, the aeroplane, and a detachment of enlisted mechanics transferred to Fort Sam Houston, Texas. Humphreys and Lahm both returned to their original military units, leaving Foulois as the only military pilot.

Travel through the years to get a glimpse of the firsts achieved by College Park.rnrnOctober 27, 1909: Mrs. Ralph Van Deman, wife of Capt. Van Deman, became the first woman passenger to fly in the United StatesrnrnOctober 1909: Lieutenant Frederic Humphreys was the first military pilot to solo in a military aeroplane. He, Lieutenant Frank Lahm, and Lieutenant Benjamin Foulois received their flight instruction at College Park from Wilbur Wright.rnrn1911: First Army Aviation Schoolrnrn1911: First testing of a bomb aiming device from an aeroplane. Inert bombs were dropped into the goldfish ponds at the end of the airfield using a bombsight developed by Riley E. Scott.rnrn1912: First testing of a machine gun from an aeroplane. On June 7, a Lewis Machine Gun was fired by Captain Chandler from a Wright B., with Lieutenant Milling as pilot.rnrn1912: First mile-high flight by a military aviator. Lieutenant Henry u0022Hapu0022 Arnold made the first army altitude records at College Park.rnrn1918-21: First U.S. Postal Air Mail Service. The regular U.S. Postal Air Mail flights were inaugurated on August 12, 1918.rnrn1924: First controlled helicopter flight. Emile and Henry Berliner based their flight experiments at College Park from 1920 to 1924.rnrn1927-35: First radio navigational aids developed and tested by the Bureau of Standards.

Although College Park Airport originated as a military airfield, it was civilian aviators and inventors that ensured its continued operation.rnrnu003cstrongu003eRexford Smith – Rex Smith Aeroplane Companyu003c/strongu003ernrnInventor and patent attorney, Rexford Smith founded the first company at College Park in 1910. With an aeroplane of his own design, Rex Smith made many noteworthy flights over the Washington area. Well-publicized flights around the Washington Monument and the U.S. Capitol put the Rex Smith Aeroplane Company at the center of media activity and the focus of the Washington social elite.rnrnu003cstrongu003eWashington Aeroplane Companyu003c/strongu003ernrnFrom 1912-1915, the Washington Aeroplane Company used College Park to design and manufacture the u0022Columbiau0022 monoplane and other aircraft. One of the original sponsors of the Washington Aeroplane Company was Emile Berliner, who brought his vertical flight experiments to the field in 1920.rnrnu003cstrongu003eCecil Peoliu003c/strongu003ernrnIn 1915, 22-year-old pilot Cecil Peoli purchased the Washington Aeroplane Company to build and test a large plane he hoped to sell to the U.S. Navy. Peoli planned to build the biggest biplane ever for long distance flights. The plane managed to rise only 100 feet in the air before crashing to the ground and crushing Peoli to death on April 12, 1915.rnrnu003cstrongu003eNational Aviation Company (NAC)u003c/strongu003ernrnStarting in 1911, the National Aviation Company (NAC) also operated at the airfield. Instead of designing aircraft, NAC gave flight lessons in Curtiss, Bleriot, and Wright aeroplanes and repaired them as well.

In 1911, Congress appropriated the first funds specifically for aeronautics when it allowed the Signal Corps to order new airplanes. The money paid for 2 Wright B aeroplanes, 2 Curtiss aeroplanes, and 1 Burgess-Wright aeroplane. The Signal Corps returned to College Park but leased more land than during the 1909 training. The Army Quartermaster Department leased the 200-acre field for $325 per month and erected four temporary wooden hangars along the railroad tracks.rnrnu003cstrongu003eEarly Instructorsu003c/strongu003ernrnSecond Lieutenant Henry H. Arnold and Second Lieutenant Thomas DeWitt Milling were the first flight instructors for the new flying school. After training at the Wright Company’s flying school, near Dayton, Ohio, Arnold and Milling arrived in College Park on June 15, 1911. Within 5 days, Captain Charles deForest Chandler reported to College Park as commanding officer. Over the next 2 years, over a dozen other officers were assigned to College Park either as flight instructors or students.rnrnu003cstrongu003eFurther Testingu003c/strongu003ernrnIn addition to flight training, the military pilots tested the limits and uses of military aviation. They explored aerial photography, cross country flight, flying at night, aerial gunnery and bombsight, and more. Since the Wright and Curtiss aircraft were dramatically different designs, the pilots also compared the machines and provided information to the Wright Brothers and Glenn Curtiss about the strengths and weaknesses of their products.rnrnu003cstrongu003ePersonnelu003c/strongu003ernrnDue to the lack of housing in the village of College Park, the officers assigned to the aviation school resided in Washington and commuted the 7 miles to the airfield by car or train. The enlisted mechanics were housed in one of the hangars on the field, and stood guard over the aircraft as an additional duty. The initial 15 mechanics came from Fort Wood, the island where the Statue of Liberty now stands and where the Army performed balloon tests. A second detachment of enlisted mechanics reported to College Park from Texas in August 1911. Flying in Texas was halted after Lt. George Kelly’s fatal crash. The Signal Corps also hired a civilian aviation mechanic, Henry S Molineau, to instruct the enlisted men in maintenance of the aircraft.rnrnThe Army Aviation School moved to Augusta, Georgia for the winter. When the aircraft, personnel, and equipment returned to College Park on April 2, 1912, the entourage included several more officers, 2 new Wright machines, and a new 2-seater Curtiss plane. During 1912, the aviation school continued to produce numerous u0022firstsu0022 for American aviation and thrilled local residents and the press alike.rnrnu003cstrongu003eRemembering the Fallenu003c/strongu003ernrnUnfortunately, there were also 2 fatal crashes at College Park in 1912. Lieutenant Leighton Hazelhurst and Mr. A. L. Welch were killed during testing of a new Wright Model C on June 11, 1912. Lieutenant Lewis Rockwell and Corporal Frank Scott died during Rockwell’s final test before earning his military aviator’s license. Scott was the first enlisted man to be killed in a plane crash.rnrnu003cstrongu003ePermanent Aviation Schoolu003c/strongu003ernrnIn November 1912, the Army Aviation school moved to a warmer climate to continue their flying. During the winter, officials decided to keep the aviation schools where year-round flying was possible. The Army closed the College Park school and shipped its equipment to North Island, San Diego, California, making it the Army’s first permanent aviation school.

The Post Office Department initiated regular U.S. Air Mail Service from College Park Airfield to New York City on August 12, 1918. This 218-mile route was the first step in establishing a transcontinental route by air. Transcontinental air service was the best opportunity for airmail to provide faster service at lower costs than the existing railroads. Routes like College Park to New York were only slightly faster than the railroad, but were a good laboratory for developing safe and reliable airmail operations.rnrnu003cstrongu003eMilitary u0026amp; Airmailu003c/strongu003ernrnThe Post Office Department began service with World War I surplus Curtiss Jennys and DeHavilland DH-4s provided by the U.S. Army. Officials also ordered 6 airplanes from the Standard Aircraft Company designed specifically to carry mail. The links between the military and the new airmail service continued when Captain Benjamin Lipsner resigned from the Army to serve as superintendent of the service. He oversaw all aspects including recruiting and training airmail pilots, creating rules and regulations for airmail operations, and working to maintain reliable aircraft.rnrnu003cstrongu003eCompass Roseu003c/strongu003ernrnIn 1919, the Post Office built a new hangar and a u0022compass roseu0022 at College Park (both still exist today). The compass rose was a concrete compass in the ground to permanently display true north. At the time, airplane compasses needed to be calibrated before every flight. Pilots lined up their plane on the rose’s north-south directional axis to calibrate their compass.rnrnu003cstrongu003eNew Frontier Hazardsu003c/strongu003ernrnThe need for reliably delivering the mail regularly clashed with the relatively primitive aircraft and equipment. Pilots faced many dangers including bad weather, unfamiliar territory, inadequate planes, and unreliable navigational equipment. Max Miller and many others died delivering the mail and opening new routes.rnrnIn 1921, the College Park airmail station closed when the New York-California route was instituted. By 1926, the Post Office Department was contracting airmail service to private enterprises that would evolve into the commercial airline industry we utilize today.

While the idea of vertical flight and helicopters has challenged inventors since at least the days of Leonardo da Vinci, some of the earliest success occurred at College Park in the 1920s.rnrnu003cstrongu003eEmile Berlineru003c/strongu003ernrnWhen Emile Berliner became interested in helicopters in 1908, he was already a successful inventor, having invented the gramophone, the telephone transmitter (mouthpiece) and other devices. In 1912, Berliner came to College Park as a sponsor of the Washington Aeroplane Company. However, Berliner continued working on his helicopter ideas at his home and factory in Washington, DC. In 1919, his son, Henry, joined Emile on the helicopter project. Henry took over most of the experimental operation when they moved the project to College Park the next year.rnrnu003cstrongu003eEarly Attemptu003c/strongu003ernrnThe initial machine had 2 contra-rotating propellers, a 4-wheeled chassis, engine, shutter-like vanes, rudder, 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 a more powerful engine.rnrnu003cstrongu003eNaval Interestu003c/strongu003ernrnThe U.S. Navy became interested in the Berliners’ work and provided a Nieuport 23, a World War I French fighter plane, and a British Bentley 220hp engine. The Berliners used them to test various design ideas between 1922-24. Among their modifications was adding the vanes from earlier designs and turning the biplane (2 wings) into a triplane (3 wings). They hoped this would increase vertical lift when moving forward. On February 24, 1924, Henry Berliner flew their helicopter to an altitude of 15 feet with a maneuvering radius of 150 feet while maintaining a speed of about 40 miles per hour. This flight, made in front of Navy officials and media, was acclaimed as the first controlled helicopter flight.rnrnThe 1924 Berliner helicopter demonstrated a vertical lift aircraft could be controlled in numerous directions. This proved a helicopter was possible, but it would be another 15 years of work before Igor Sikorsky produced the first practical helicopter.

Before the world could have reliable airlines, overnight shipping, and all weather fighters, researchers and inventors had to develop a system for pilots to navigate and land their aircraft without seeing the world around them. Until a pilot could safely fly at night, in fog, or other poor weather, flight also could not compete with the railroads or trucks. From 1918-1934, the National Bureau of Standards (NBS), the U.S. Navy, the Post Office, and other government and private organizations regularly used College Park Airport to design and test u0022blind flightu0022 systems. Their work is part of the foundation of the modern Instrument Landing System still used today.rnrnu003cstrongu003eNational Bureau of Standards Involvementu003c/strongu003ernrnWhen the Air Commerce Act of 1926 dramatically increased the federal government’s role in developing and regulating aviation, National Bureau of Standards (NBS) officials became responsible to lead specific areas of aeronautical research, including developing radio aids to navigation. That summer, NBS started developing College Park as one of its field sites. They soon erected a 70-foot wooden tower supporting 2 antennas and a 500-watt radio transmitter. Early success came in 1927, when NBS tested a u0022vibrating reedu0022 visual radio beacon indicator. In this system, the ground transmitter emitted 2 radio signals for the plane to receive. If the pilot was in between the 2 signals, the 2 reeds on the airplane would appear the same length.rnrnWhen the plane was too far to the left or right to find the airfield, the corresponding reed would appear longer. However, the system was not accurate enough, did not respond fast enough to changes in direction, and was too heavy for commercial aircraft.rnrnu003cstrongu003eBlind Landingu003c/strongu003ernrnIn 1931, a brand-new Curtiss Fledgling J-1 Special, a 2-place open cockpit biplane trainer, was acquired for blind flying tests. It had a collapsible hood that could cover the pilot’s cockpit for blind flying tests without obstructing the view of the backup pilot. On September 5, 1931, Marshall Boggs used this plane to complete the first blind landing at College Park, with James L. Kinney as check pilot. While accuracy was improving, the system was very sensitive and was only effective in good weather (no wind, no turbulent air, no radio static), the opposite of when instruments were needed.rnrnu003cstrongu003eWashington Institute of Technologyu003c/strongu003ernrnIn late 1933, financial cutbacks dictated by the Great Depression ended the government organized development. However, several former NBS employees then established the Washington Institute of Technology (WIT) to continue developing radio navigation at College Park. WIT then produced blind flying instruments for the U.S. Navy to test. On May 1, 1934, Navy Lt. Frank Akers took off from Anacostia Naval Air Station in a Berliner-Joyce OJ-2, and successfully landed at College Park using only the WIT instruments. A little over a year later, on July 30, 1935, Akers used similar equipment to land on the aircraft carrier USS Langley, while it was underway off the coast of San Diego. Despite these successful tests, the technology was not yet accurate enough for regular aircraft carrier operations. However, it was useful for Navy seaplanes.rnrnAlthough the Navy didn’t purchase the system, WIT officials created the Air-Track Corporation of College Park to sell the landing equipment to commercial airports. Pittsburgh, PA, officials bought and installed the system leading to the first blind landing of a passenger-carrying flight on January 28, 1938. Unfortunately, pilots never trusted the system enough to encourage airlines and airports to invest in this system.

Henry Berliner founded Engineering and Research Corporation (ERCO) in 1930 to design and manufacture machines for building aircraft.rnrnIn the late 1930s, Berliner decided, he to design and build his own airplanes as well. To meet this goal, Berliner recruited aeronautical engineer Fred Weick to join ERCO in 1936. Previously, Weick worked for the National Advisory Committee for Aeronautics (NACA and now NASA), improving aircraft safety and efficiency.rnrnu003cstrongu003eErcoupeu003c/strongu003ernrnAt ERCO, Weick designed the Ercoupe, a small airplane intended to help make flying easier for the general public. The design and controls of many early aircraft provided too many ways for student pilots and distracted pilots to make small, but deadly errors. Weick made small, but radical, changes like redesigning the landing gear to be more controllable on the ground to make takeoffs and landings safer. He also combined the rudder and aileron controls to better coordinate turns. When not properly coordinated, planes could stall or spin, which often led to fatal crashes.rnrnu003cstrongu003eFirst Ercoupeu003c/strongu003ernrnIn 1937, Berliner purchased 50 acres of land in Riverdale for a factory and airstrip to produce the Ercoupe, the average person’s airplane. With the property only a mile from College Park Airfield, ERCO used College Park to test the Ercoupe before their airfield was ready. When testing was completed in 1939, the Civil Aeronautics Administration (CAA) certified it as u0022characteristically incapable of spinning.u0022 The first production Ercoupe rolled out of the factory in 1940 and College Park Airfield manager George Brinckerhoff bought it. It now belongs to the National Air and Space Museum.rnrnu003cstrongu003eWartime Productionu003c/strongu003ernrnWorld War II halted all civilian aircraft production. During the war, ERCO produced a variety of military components like gun turrets, drop tanks, and more until Ercoupe production was restarted in 1945.rnrnu003cstrongu003ePost-War Issuesu003c/strongu003ernrnUnfortunately, after the war, few pilots wanted the easy to fly Ercoupe. Many postwar pilots were veterans who were more accustomed to the high-performance aircraft they flew in the military.rnrnBy 1947, Berliner decided to leave aviation and sold the drawings, tools, parts, materials and distribution rights for the Ercoupe to one of his test pilots, Bob Sanders. Sanders continued building and selling Ercoupes into the 1950s, but the plane was never serious competition for the Cessnas, Pipers, and other small airplane builders. In all, ERCO and Sanders Aviation sold just over 5,000 Ercoupes.rnrnPortions of the Museum’s ERCO collection is available online through the Maryland Digital Cultural Heritage project. Visit the Digital Maryland u003ca href=u0022http://collections.digitalmaryland.org/cdm/landingpage/collection/ercou0022 target=u0022_blanku0022 rel=u0022noopeneru0022u003ecollection of ERCO photographsu003c/au003e. For a closer look, set up a research appointment.

After Charles Lindbergh’s solo flight across the Atlantic in 1927, aviation entered an era of widespread popularity. Airports and airfields across America hosted exciting air meets and air shows attracting thousands of spectators. At College Park, airport manager George Brinkerhoff organized events with the Washington Air Derby Association, DC Air Legion, Washington Women’s Pilots Association and other aviation groups. The public saw some of the best-known aviators of the day participating in air races, mock bombing competitions, and stunt flying expositions.rnrnu003cstrongu003eLangley Day Air Meetu003c/strongu003ernrnThe airfield’s most well-known contest was the Langley Day Air Meet, named in honor of aviation pioneer Samuel Langley. This event, like most others at the field, took on an almost social quality, providing entertainment and sport for the nation during the Great Depression.rnrnu003cstrongu003eBrinkerhoff Contributionsu003c/strongu003ernrnWhen not holding these events, George Brinkerhoff serviced and sold airplanes, worked as a charter pilot, and trained student pilots. Many local pilots recall their first flight with Brinkerhoff.rnrnDuring World War II, the airfield closed to civilian flying, but the military continued to use College Park for training. During the war, Brinkerhoff trained Army pilots in Georgia.rnrnu0026nbsp;

Review recent historic achievements made at College Park.rnrnu003cstrongu003ePassing of the Torchu003c/strongu003ernrnIn 1959, George Brinckerhoff retired and his son, Jeff, took over the Brinckerhoff Flying Service. While Brinkerhoff operated out of the old Air Mail hangar, Executive Aviation Service Inc. took over the general management of the airport.rnrnu003cstrongu003eSaving the College Park Airportu003c/strongu003ernrnIn the 1960s, the airfield’s condition deteriorated and it became apparent that the property owner was looking to sell it. Some were concerned the historic field would be sold for real estate development. Fred Knauer and other local aviation enthusiasts began working to u0022saveu0022 College Park Airport. They cleaned up the field, refurbished the hangar and operations buildings, and set about informing the public about this small airfield’s significant contribution to aviation history.rnrnIn 1966, the newly formed u0022Save the Airportu0022 campaign and the National Educational Memorial Center focused on creating a lasting memorial and museum at this historic field. They enlisted the help of The Early Birds (an organization of pilots who flew before World War I), and some of the airport’s legendary figures: Generals Frank Lahm and Benjamin Foulois; and Henry Berliner. A major advocate was also Paul Garber, a curator of the National Air Museum (forerunner of the National Air and Space Museum). In 1919-20, Garber worked at College Park Airfield for the Air Mail Service and learned to fly here. Making appearances and proclaiming College Park Airfield as one of our nation’s most important aviation historic sites, they educated the public and heightened enthusiasm for the airport.rnrnu003cstrongu003eM-NCPPCu003c/strongu003ernrnFocused on garnering political support to keep the airport operating and in safe hands, these groups succeeded on December 1, 1973, when the Maryland-National Capital Park and Planning Commission purchased the airport to keep it as an operating airfield and preserve it as an historic site. In 1977, the airport was added to the National Register of Historic Places, officially acknowledging its significance in aviation history as the World’s Oldest Continually Operating Airport.rnrnu003cstrongu003eSpecial Flight Restricted Zoneu003c/strongu003ernrnThe September 11, 2001 terrorist attacks on the World Trade Center and the Pentagon dramatically changed operations at College Park Airport. Like all airports across the country, all aircraft were grounded after the attacks. Due to College Park’s proximity to the U.S. Capitol buildings, civilian flying remained banned for months, while military helicopters used the field regularly for training operations. Since 2002, College Park Airport has been part of a Special Flight Restricted Zone encompassing 15 nautical miles of the Washington, DC region and includes two other general aviation airports. Pilots who want to land at College Park must complete additional security screening to receive permission to use the airport. This has resulted in over a 50% decrease in take-offs and landings compared to before the attacks.rnrnu003cstrongu003eLatinas in Aviationu003c/strongu003ernrnOn Saturday, October 2, 2021, College Park Airport continued its Field of Firsts tradition by welcoming fourteen Latina Aviation professionals to the airport and museum for the Latinas in Aviation Global Festival 2021. The fly-in of four airplanes and one helicopter was the first time that Latina pilots and professionals flew into the world’s oldest continuously operating airport. The pioneer women included the first Latina captain for American Airlines and the first female captain for the Mexican airline Volaris. Latinas represented countries from around the world, such as Argentina, Columbia, Puerto Rico, Ecuador, and Mexico. To commemorate this historic event, many of the women donated an artifact relating to their aviation career to the museum’s permanent collection. The event’s goal was to inspire young women, especially young Latinas, to explore the possibilities of a career in the aviation industry.rnrnOn Saturday October 1, 2022, College Park Aviation Museum hosted the second Latinas in Aviation Global Festival, coinciding with the release of the Maryland Edition of Latinas in Aviation: Stories of Passion, Power, and Breaking into the Aviation Industry, which the museum and the Field of Firsts Foundation helped publish. Seven Latinas returned from the previous year’s festival with an additional fourteen Latinas who were featured in the new book. Continuing the tradition, nine of the women donating objects relating to their careers in aviation. Additionally, the Latinas in Aviation exhibition premiered, showcasing many of the stories and artifacts donated in 2021.

In early 1911, the Army Aviation School purchased 2 Wright B aeroplanes for the College Park Airfield and designated them Signal Corps #3 and #4. These planes were very similar to the 1909 Wright Military Flyer (Signal Corps Number 1) but show the slow evolution of early aviation. One change was the relocation of the elevator from the front to the rear of the aeroplane. This improved the pilot’s ability to control pitch (up-down), but the structure also increased drag and made the plane prone to stall (lose lift).rnrnWheels were added to the undercarriage of the plane, so the plane could take off without aide from a rail. A more powerful engine helped the Model B generate the power needed to takeoff. Earlier Wright airplanes used a tower-and-weight-drop catapult to launch the craft.rnrnu003cstrongu003eOperationu003c/strongu003ernrnThe Model B was equipped with dual controls. The pilot operated the elevator control in the left seat with his left hand while with his right hand he operated the rudder and wing-warping control, located between the two pilots. This arrangement was reversed for the pilot in the right seat, resulting 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 lever, giving both seats identical controls.rnrnu003cstrongu003eReproductionu003c/strongu003ernrnThe Museum’s Wright Model B reproduction was constructed by Ken Hyde and others at the Virginia Aviation and Machine Company of Warrenton, Virginia. It was built to the standards of the original, using the same materials, construction techniques, and finishes as those employed by Orville and Wilbur Wright. The only exceptions are a non-operating engine and the covering of a balloon cotton fabric as opposed to the original rubberized fabric.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eEmpty weight: 950 poundsu003c/liu003ern tu003cliu003eWingspan: 38 feet, 6 inchesu003c/liu003ern tu003cliu003eTake-off speed: 27 mphu003c/liu003ern tu003cliu003eCruising speed: 40 mphu003c/liu003ern tu003cliu003eEngine: 30-35 horsepower 4-cylinder water-cooled Wright engineu003c/liu003ern tu003cliu003ePropellers: Twin counter-rotating 8 feet, 6 inch propellers (428 rotations per minute)u003c/liu003ernu003c/ulu003e

In the early days of flight, Glenn Curtiss was the primary American competitor to the Wrights. A major difference between the Wright and Curtiss products was pilots controlled the planes. Curtiss’ Model D airplane was controlled with ailerons, small hinged control surfaces mounted between the wings, rather than wing warping, which deformed the entire wing and was protected by the Wright Brothers’ patent. Curtiss also used a different control system than the Wrights. While the Wrights used a series of levers, Curtiss used a wheel to operate the front elevator and rear rudder and operated the ailerons with a shoulder yoke. This meant that when a pilot wanted to turn, he or she simply leaned in the desired direction, just like riding a bicycle or motorcycle.rnrnu003cstrongu003eConstructionu003c/strongu003ernrnLike the Wright B, 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 u0022Curtiss pusher.u0022 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 dispensed with the front elevator and are often referred to as u0022headlessu0022 pushers.rnrnu003cstrongu003eTrainingu003c/strongu003ernrnWhen the U.S. Army purchased a Pusher in March 1911, it was designated as S.C. No. 2 because it was the second plane owned by the Signal Corp Division. S.C. no one was a Wright Military Flyer. The plane was originally sent to the flying school at Fort Sam Houston, Texas. Following the fatal crash of Lieutenant George Kelly in May 1911, S.C. No. 2 was rebuilt and shipped to the aviation school at College Park. It arrived with an 8-cylinder engine, but mechanics installed a less powerful 4-cylinder engine to make it safer to train new pilots. The College Park pilots who received instruction on how to fly this aircraft included Captain Paul Beck, 2nd Lieutenant Frank M. Kennedy, and Captain Frederick B. Hennessy.rnrnCompleted in 2010, this reproduction Curtiss Model D Pusher was built by College Park Aviation Museum.

Louis Blèriot designed and built the original Blèriot Type XI, which was the first heavier-than-air craft to be flown across the English Channel. Blèriot flew the 25 miles from Calais, France to Dover, England on July 25, 1909 and won The Daily Mail prize of £1,000. After conquering the English Channel, the Blériot XI became one of the most popular airplanes in the world. When blueprints were published in 1912, the Blèriot also became one of the most copied aeroplane designs. Unlike the Wright B and the Curtiss Jenny, the Blèriot features a monoplane (one set of wings) configuration. By showing the viability of his one wing design, Blèriot encouraged other builders to follow in his footsteps. Today’s airplanes share the same basic design as Blèriot’s creation.rnrnu003cstrongu003eBlèriot in Americau003c/strongu003ernrnIn an effort to sell Blèriots to the U.S. Army, the Moisant Company sent Bernetta Miller to showcase the aeroplane’s capabilities to officials at the field. The Army was not convinced of the monoplane’s safety, and it opted not to purchase any Blèriots. When the National Aeroplane Company established operations at College Park Airport, it became the authorized agent for the manufacture and sale of Blèriot aircraft in the Washington, DC region.rnrnCompleted in 2002, this reproduction Blèriot XI monoplane was built in the College Park Aviation Museum’s own restoration shop. It was crafted by volunteers under the direction of restoration shop manager John Liebl, from the 1912 drawings originally published by John Rozendaal.

During World War I, over 90% of American pilots learned to fly in the Curtiss JN. Better known as the Jenny, the Curtiss JN series is actually a hybrid design. This project began when Curtiss toured England during World War I. He met British engineer B. Douglas Thomas, then working at Sopwith Aviation. Curtiss soon hired him to design a two-seat, tractor airplane around the Curtiss-built OX-5 engine. The final design is the combination of Curtiss’s Model N blended with Thomas’ Model J.rnrnu003cstrongu003ePost-Waru003c/strongu003ernrnWith the end of WWI, the U.S. government quickly cancelled war contracts and began selling surplus military equipment. Glenn Curtiss bought back $20 million worth of equipment, mostly Jennys and OX-5 engines, at a cost of 13 cents on the dollar. Meanwhile, Curtiss began an extensive marketing campaign highlighting the many civilian applications of the Jenny, which included:rnu003culu003ern tu003cliu003eAerial photographyu003c/liu003ern tu003cliu003eCommutingu003c/liu003ern tu003cliu003eExhibition flying (better known as barnstorming)u003c/liu003ern tu003cliu003ePleasure flyingu003c/liu003ern tu003cliu003ePolicingu003c/liu003ernu003c/ulu003ernAmong those who purchased a surplus Jenny was a young Charles Lindbergh who paid $500 for one in 1923.rnrnu003cstrongu003eAirmailu003c/strongu003ernrnWhen airmail service began in 1918, they used 6 Jennys supplied by the U.S. Army. Major Rueben Fleet ordered 6 JN-4Hs directly from Glenn Curtiss. Fleet wanted larger fuel tanks to extend the Jenny’s range and the front cockpit replaced with a mail hopper to hold 300 pounds of mail. Fleet also wanted the work completed in 8 days. The Post Office used the modified Jennys to prove airmail was a viable service. In the first year, Jennys helped airmail pilots complete 92% of their scheduled flights. However, officials soon wanted an airplane able to carry more mail and fly farther.rnrnu003cstrongu003eReconstructionu003c/strongu003ernrnThis JN-4D was built in 1916 and is on loan from the U.S. Army Center for Military History. Unfortunately, its history before being discovered in pieces near San Antonio, Texas remains unclear. The U.S. Army gathered up the remaining bits and the Virginia Aviation and Machine Company, Ltd restored the biplane in the 1990s. A monumental task, this meticulous restoration took over 12,000 man-hours to complete and retained up to 60% of original Jenny parts. Some of the parts are original Curtiss Jenny parts, but not original to this particular aircraft. Parts that had to be fabricated were made in strict accord with original Curtiss factory drawings.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eWing Span: 43 feet, 7 3/8 inchesu003c/liu003ern tu003cliu003eOverall Length: 27 feet, 4 inchesu003c/liu003ern tu003cliu003eOverall Height: 9 feet, 10 5/8 inchesu003c/liu003ern tu003cliu003eNet Weight Empty: 1430 lbs.u003c/liu003ern tu003cliu003eUseful Payload: 490 lbs.u003c/liu003ern tu003cliu003eMax. speed: 75 mphu003c/liu003ern tu003cliu003eMin. speed: 45 mphu003c/liu003ern tu003cliu003eMax. rate of climb: 200 fpmu003c/liu003ern tu003cliu003eEngine: Model OX-5, Vee, Four cycle, 8 liquid cooled cylindersu003c/liu003ern tu003cliu003eFuel Consumption: 9 gphu003c/liu003ern tu003cliu003eFuel Capacity: 21 gallonsu003c/liu003ern tu003cliu003eOil capacity Crankcase: 4 gallonsu003c/liu003ernu003c/ulu003e

The Berliner Helicopter is a unique aircraft representing the spirit of experimentation that pervades the history of College Park Airport. German-American inventor Emile Berliner became interested in vertical flight in 1908. Like many aviation visionaries, he saw the benefit of an aircraft that could take off and land vertically. Such a machine could operate in very small spaces. However, major development didn’t occur until his son, Henry, returned from World War I in 1919. Starting in 1920, all their design tests occurred at College Park.rnrnu003cstrongu003eConstructionu003c/strongu003ernrnUnlike today’s helicopters, this machine was constructed from a Nieuport 23 fighter fuselage and triplane wings. On February 23, 1924, this helicopter achieved an altitude of 15 feet with a maneuvering radius of 150 feet, while maintaining a speed of about 40 mph. This flight, in front of U.S. Navy officials and media, was acclaimed as the first controlled helicopter flight. Though unable to perfect a safe and smooth landing, the Berliner helicopter was a step forward in the field of vertical flight.rnrnThe Berliner Helicopter is on loan from the Smithsonian’s National Air and Space Museum.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eNumber Built: 1u003c/liu003ern tu003cliu003eWingspan: 38 feet, 0 inchesu003c/liu003ern tu003cliu003eLength of fuselage: 18 feetu003c/liu003ern tu003cliu003eHeight: 7 feet approx.u003c/liu003ern tu003cliu003eRotor Diameter: 13 feetu003c/liu003ern tu003cliu003eEmpty Weight: 641 lbs.u003c/liu003ern tu003cliu003ePowerplant: 220-hp BR-2 Bentley rotary (used for all known tests; installed is a 150 hp AR-1)u003c/liu003ernu003c/ulu003e

The Monocoupe was the brainchild of Donald Luscombe, who flew a Curtiss Jenny to further his advertising career in the 1920s. He became frustrated by the exposure of flying the open-cockpit airplane, which required flying gear like goggles, helmet, and heavy clothing. Luscombe set out to design an airplane with an enclosed cabin. When completed he called the plane a Monocoupe by blending u0022monoplaneu0022 with u0022coupe,u0022 the enclosed two-door cars replacing open top roadsters and touring cars in the 1920s.rnrnu003cstrongu003eMonocoupe Optionsu003c/strongu003ernrnBy the 1930s, Monocoupes became popular not only for their comfort but for their speed and efficiency. Depending on the engine, their top speeds ranged from 120-148 mph. In fact the number u0022110u0022 denotes that this Monocoupe originally had an 110hp engine. Buyers had the option of a Monocoupe 90, a Monocoupe 125, or even a Monocoupe 145.rnrnThe Monocoupe was a popular sight at the College Park Airfield, particularly in the early-and-mid 1930s 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 Omile and Helen MacClosky, both frequent visitors to the airfield.rnrnIn the 1930s, this Monocoupe (serial no. 6W43) was owned by race pilot Peter Brooks, who used the plane to compete in the National Air Races. The Museum purchased the plane in 1997.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eWingspan: 32 feet, 0 inchesu003c/liu003ern tu003cliu003eLength: 20 feet, 8 inchesu003c/liu003ern tu003cliu003eEmpty Weight: 991 lbs.u003c/liu003ern tu003cliu003eGross Weight: 1,611 lbs.u003c/liu003ernu003c/ulu003e

The u0022Cubu0022 was a common sight at general aviation airports throughout the 1930s, 40s and 50s. The Cub was designed by Clarence Gilbert (C.G.) Taylor in Bradford, Pennsylvania. He first founded Taylor Brothers Aircraft Corporation in Rochester, New York with his brother, Gordon, in 1926. After Gordon’s death in a 1928 plane crash, Taylor moved to Bradford and opened Taylor Aircraft with the support of the community and local investors. C.G. then designed the Taylor J-2 Cub to be a stable, easy-to-fly light airplane. Unfortunately, the Great Depression forced Taylor’s company into bankruptcy in 1930.rnrnu003cstrongu003eNew Ownershipu003c/strongu003ernrnWilliam Piper, an oilman living in Bradford, bought the company for $761, but kept C.G. Taylor as the company’s president. After series of design disagreements between Piper and Taylor, William Piper bought out C.G. Taylor in 1935. Piper changed the name of the company to the Piper Aircraft Corporation while C.G. Taylor moved to Ohio to start a new aircraft company. Despite the name change, the Piper J-3 was substantially the same as the Taylor J-2 and continued to be nicknamed the u0022Cub.u0022rnrnu003cstrongu003eAircraft Successu003c/strongu003ernrnPiper’s Cub became an enormously popular civilian aircraft; more pilots learned to fly in the Cub than in any other airplane. At College Park, George Brinckerhoff used the planes for flight instruction for 30 years. The Cub in the museum’s main gallery was one of the 1,547 Cubs manufactured by the Taylor Aircraft Company. However, by the time Piper Cub production ended in 1947, William Piper oversaw the manufacture and sale of 19,888 Piper Cubs.rnrnNC16769 (serial no. 771) is on loan to the College Park Aviation Museum from the late Tom Hillier of Escalon, California.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eWingspan: 35 feet, 2 inchesu003c/liu003ern tu003cliu003eLength: 22 feet, 5 inchesu003c/liu003ern tu003cliu003eEmpty Weight: 563 poundsu003c/liu003ern tu003cliu003eGross Weight: 970 poundsu003c/liu003ern tu003cliu003ePowerplant: 40-horse power Continental A-40u003c/liu003ern tu003cliu003eMaximum Speed: 87 miles per houru003c/liu003ern tu003cliu003eRange: 200 milesu003c/liu003ernu003c/ulu003e

After Clarence Gilbert (C.G.) Taylor was ousted from the Taylor Aircraft by William Piper in 1935, C.G. Taylor founded a new aircraft company in Ohio. The mission of the Taylor Aircraft Company (later renamed the Taylorcraft Aviation Corporation) was to build a better small plane than the renamed Piper J-3 Cub. The BL-65 was part of C.G. Taylor’s goal to outperform the Cub. It was called the BL-65 because it was the second model the company produced (the first was the A) and it had a Lycoming 65hp engine. Although the Cub and the Taylorcraft look very similar, there are some differences.rnrnu003cstrongu003eDifferencesu003c/strongu003ernrnBoth airplanes have seats for 2 people, but in the Cub the passenger sits behind the pilot, while they sit side-by-side in the Taylorcraft. Additionally, Cub pilots used the standard control stick to fly the plane while Taylor used the then new idea of a control wheel, like a car’s steering wheel, for aileron and elevator control. In the air, the two aircraft performed very similarly. Despite the similarities, more than twice as many Cubs were produced than Taylorcrafts.rnrnu003cstrongu003eDisplayu003c/strongu003ernrnVisitors are encouraged to touch, explore, and sit in the cockpit of the Taylorcraft. Aspiring pilots can operate the controls to move the elevator, rudder and ailerons. One wing has been left in various stages of completion, to illustrate the process of covering a wing with fabric.rnrnN23624 (serial no. 1349) was donated to the College Park Aviation Museum by Francis A. Fine in 1997.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eWingspan: 36 feet, 0 inchesu003c/liu003ern tu003cliu003eLength: 22 feet, 0 inchesu003c/liu003ern tu003cliu003eEmpty Weight: 640 lbs.u003c/liu003ern tu003cliu003eGross Weight: 1150 lbs.u003c/liu003ern tu003cliu003ePowerplant: 65 hp Lycoming O-145u003c/liu003ern tu003cliu003eMaximum Speed: 102 mphu003c/liu003ern tu003cliu003eRange: 250 milesu003c/liu003ernu003c/ulu003e

First flown in 1934, the Stearman name changed depending on the nation and military branch flying it. Most common was the PT-17, built for the U.S. Army Air Corps and outfitted with a 220 hp Continental R-670-5 engine. Regardless of name, the plane served as the primary military trainer for a half dozen nations. Its welded steel fuselage allowed the plane to take the punishment of student pilots while the wooden wings and fabric covering reduced costs compared to all metal airplanes.rnrnThe tandem cockpit design allowed the student to sit in the front cockpit, with the instructor in the back. With the controls linked between the two cockpits, instructor pilots could easily take control of the plane when student pilots faltered.rnrnu003cstrongu003ePost-War Useu003c/strongu003ernrnAfter World War II, civilian pilots used Stearmans for barnstorming, crop dusters, pulling advertising banners, and more. Stearmans were a common sight at College Park Airport during the Brinckerhoff years, particularly at the air races and as stunt planes.rnrnu003cstrongu003eLast Flightu003c/strongu003ernrnThe Museum’s Stearman has an unusual contribution to the history of aviation. In April 2000, Gus McLeod flew this Stearman N8NP for the first open-cockpit flight over the North Pole. McLeod took off from Montgomery Air Park in Gaithersburg, MD, and after 13-days, circled the North Pole on April 17. Unfortunately, mechanical problems forced him to abandon the Stearman on an ice floe. A month later, he returned to find that N8NP had drifted about 80 miles from where he had left it. The repaired airplane and McLeod flew as far as Alert, Nunavut, Canada before the weather prohibited further flight. With help from the National Air and Space Museum, New York Air National Guard, U.S. Air Force, and U.S. Navy, N8NP was finally brought back to Maryland. Gus McLeod flew the plane one last time at the 2000 College Park Air Fair before donating it to the College Park Aviation Museum.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eSpan: 32 feet, 2 inchesu003c/liu003ern tu003cliu003eLength: 24 feet, 10 inchesu003c/liu003ern tu003cliu003eOriginal power plant: 220 hp Continental R-670u003c/liu003ern tu003cliu003eEmpty Weight: 1,936 lbsu003c/liu003ern tu003cliu003eGross Weight: 2,717 lbsu003c/liu003ern tu003cliu003eMaximum Speed: 124 mphu003c/liu003ern tu003cliu003eRange: 505 milesu003c/liu003ernu003c/ulu003ernNote: according to Jane’s; PT-17 specifications vary from source to source

The Ercoupe was manufactured by the Engineering and Research Corporation (ERCO) in nearby Riverdale, MD, to be spin-proof, stall-proof, and slip-proof. It was marketed as simple, safe, and a plane that u0022anyone could fly.u0022 Designed by Fred Weick, it was a major departure from many contemporary airplanes. In all other airplanes, the control stick operates the elevator (up-down) and ailerons (left-right roll) while the rudder pedals control the rudder (left-right yaw). Weick’s control system lacked rudder pedals.rnrnIn the Ercoupe, everything was linked to a control wheel so pilots could operate ailerons and rudder simultaneously, which virtually eliminated spins. A spin occurs when the rudder and ailerons are not coordinated in a turn, causing the airplane to enter an uncontrolled, downward spiral.rnrnu003cstrongu003eStall Preventionu003c/strongu003ernrnThe Ercoupe also has a collar on the control column limiting elevator movement to help prevent stalls. Stalls occur when enough airspeed is lost that the wings no long provide lift to keep the plane airborne. Pilots attempting to ascend too quickly are frequently the cause of stalls. Limiting the elevator movement reduces the pilot’s ability to stall the airplane.rnrnNC93942 is on loan to the College Park Aviation Museum by Pat Gravatt and Andy Gravatt (deceased).rnrnThe u0022halfu0022 Ercoupe 415C, N99182, which is missing parts of its fuselage and wings, shows the distinctive lack of rudder pedals. It is located on the gallery floor.rnrnu003cstrongu003eStatisticsu003c/strongu003ernu003culu003ern tu003cliu003eWingspan: 30 feet, 0 inchesu003c/liu003ern tu003cliu003eLength: 20 feet, 9 inchesu003c/liu003ern tu003cliu003eEmpty Weight: 845 lbs.u003c/liu003ern tu003cliu003eGross Weight: 1,400 lbs.u003c/liu003ern tu003cliu003ePowerplant: 85 hp Continental A-85u003c/liu003ern tu003cliu003eMaximum Speed: 117 mphu003c/liu003ern tu003cliu003eRange: 450 milesu003c/liu003ernu003c/ulu003e