This collection consists of the corporate records of the Curtiss-Wright Corporation. Included in the collection are technical and engineering reports of Curtiss-Wright Airplane Division's operations in St. Louis (Robertson), MO (1935-1945) and Buffalo, NY, (1932-1945), as well as AAS Material Division and AAF Air Technical Services Command memorandum reports collected by Curtiss-Wright's St. Louis and Buffalo technical reference libraries. The collection also contains the files of Curtiss-Wright's Patent Department, which hold records of patents filed by Curtiss-Wright and patent-infringement cases involving Curtiss-Wright. Also included in the collection are specifications issued by and photos commissioned by the Keystone Aircraft Corporation (Huff-Daland Airplanes, Inc. until March 1927), which had been acquired by Wright in 1928 along with Loening Aeronautical Engineering Corp., and formed the Keystone Division of Curtiss-Wright until 1932 when Keystone's Bristol, PA factory closed its doors. The collection also contains financial records of the Curtiss-Wright Airports Corporation, which was liquidated in 1936, as well as an extensive negative collection featuring Curtiss-Wright aircraft from the 1930s and 1940s, concentrated especially on the war years.
Scope and Contents:
The Curtiss-Wright Corporation Records collection contains approximately 146 cubic feet of material. The collection contains the following material:
Army Air Service Material Division & Army Air Force Technical Services Command Memo
Reports & Technical Reports which include testing of various Curtiss-Wright models of aircraft and/or various parts of aircraft
Technical & Engineering Reports from the St. Louis, MO plant [Robertson] & Buffalo, NY plant
Patents, Patent Dockets, Patent Serial numbers, Suits, License Agreements, Patents filed by Curtiss-Wright & Patent Infringement Cases [1800s to 1940s]
Miscellaneous Research Files
Corporate & Financial Records [1923 to 1972]
Correspondence
Blueprint Drawings
Advertisements from Newspapers & Magazines in Scrapbooks
Engine Decals
Photographs
Negatives & Glass Plates
Arrangement:
This collection was arranged into Series and Subseries:
Subseries I: Air Corps Materiel Division, Reports [ACMR]
Subseries II: Buffalo Reports
Subseries III: St. Louis
Series III: Glass Plates [this part of the collection has not been processed]
Series IV: 1969 Accretion - Listing of Archival Material
Series V: Master Print Books [this part of the collection has not been processed]
Historical note:
An historic event in aviation occurred on June 26, 1929 when two major aircraft companies: the Curtiss Aeroplane and Motor Company merged with the Wright Aeronautical Corporation to form the Curtiss-Wright Corporation. After this merger, the former Wright organization took over all of the engine and propeller manufacture while Curtiss concentrated on airplanes. This merger was completed by organizing two major divisions under their original names, but under the direction of a corporate headquarters located in New York City. However, there was a recognized separation of spirit as well as specialized facilities that was never completely resolved in succeeding years. The election of former Wright personnel to key corporate positions soon led to Wright becoming the dominant division. At the height of the Lindbergh Boom during the 1920s and 1930s, the Curtiss-Wright Corporation was made up of the following identified organizations: The Curtiss Aeroplane & Motor Company; The Curtiss-Caproni Corporation; The Curtiss-Robertson Airplane Manufacturing Company; The Keystone Aircraft Corporation; The Moth Aircraft Corporation; The Travel Air Manufacturing Company; The Wright Aeronautical Corporation; Curtiss-Wright Flying Service; The Curtiss-Wright Sales
Corporation; The Curtiss-Wright Export Corporation. Curtiss-Wright was quickly becoming the 'General Motors of the Air' until the great depression in October 1929. Sales dropped and Curtiss-Wright was forced to close certain satellite plants and transfer some of their product lines to the St. Louis facility. It looked like even the Buffalo plants would also have to close when Curtiss-Wright received an order from Colombia, South America for Hawks and Falcons. This was the largest military order to Curtiss since the war. The Colombia sale saved the Curtiss-Wright organization at this low point in its history. This order kept the production lines going until new military and civil markets began to open up as the depression waned and the build-up for World War II began. During the U.S. military build-up prior to the attack on Pearl Harbor, all existing Curtiss-Wright plants were expanded and new aircraft factories were built at Columbus, Ohio and Louisville, Kentucky. The dropping of the two atomic bombs on Japan resulted in an unexpected early end to World War II. All of the major U.S. airplane builders including Curtiss-Wright were hit by massive contract cancellations because of the Japanese surrender. In 1946 Curtiss-Wright had only two experimental military models at hand for postwar delivery and no assurance of production orders. Curtiss-Wright was forced to shut down all airplane plants and transfer all units of the Aeroplane Division to their Columbus Plant. The eventual sale of the Airplane Division to North American included design rights to the former Curtiss-Wright airplanes. The Curtiss-Wright Airplane Division, which manufactured airframes, finally closed down in 1951.
Provenance:
Curtiss-Wright Corporation, gift, XXXX, 1969
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Glenn Hammond Curtiss (1878-1930) is best known as an aviation pioneer and inventor and founder of the Curtiss Aeroplane and Motor Co. This collection consists of fifty-four images, predominantly photographs printed as postcards. The postcard images feature subjects relating to Glenn Curtiss and his aviation career.
Scope and Contents:
This collection consists of fifty-four images, predominantly photographs printed as postcards. The postcard images feature the following subjects relating to Glenn Curtiss and his aviation career: early Aerial Experiment Association (AEA) and Curtiss aircraft predominantly at Hammondsport, New York (H. M. Benner photographs) but also elsewhere (including one image of flight at Atlantic City dated 1920); International Air Meet (Los Angeles, 1910); US Army airship Signal Corps No. 1 (Baldwin); Gordon Bennett Aviation Trophy; ice boats on Lake Keuka, Curtiss "wind-wagon;" Curtiss motorcycles (with G. H. C. team); Glenn Curtiss with others (including Mrs. Curtiss, Louis Paulhan); group photographs which probably show Curtiss employees; and informal Curtiss family photographs.
All images have received minimal subject headings, but only some have had additional captions added.
Note: The digital images in this finding aid were repurposed from scans made by an outside contractor for a commercial product and may show irregular cropping and orientation in addition to color variations resulting from damage to and deterioration of the original objects.
Arrangement:
The fifty-four photographs have been assigned "7A" image numbers. They are arranged in numerical order (some images were assigned multiple numbers). Some photographs are in sleeves that hold two images.
Biographical / Historical:
Glenn Hammond Curtiss (1878-1930) is best known as an aviation pioneer and inventor and founder of the Curtiss Aeroplane and Motor Co. Initially a bicycle repairman and designer, by 1902 Curtiss had begun to manufacture motorcycles using a lightweight internal combustion engine of his own design and founded the Curtiss Manufacturing Co. By 1904, Curtiss' engine had been co-opted by Thomas Baldwin for his airship experiments. This activity led to a connection between Curtiss and Alexander Graham Bell and, in 1907, to the foundation of the Aerial Experiment Association. In 1909, Curtiss joined with Augustus M. Herring to form the Herring-Curtiss Co to manufacture powered vehicles, but Herring's unsubstantiated claims to priority over the Wright Brother's aeronautical patents led to the Wright and Curtiss patent suits which continued until the merger of Curtiss Aeroplane and Motor with Wright Aeronautical in 1929. Curtiss and Herring split after the Wright's filed suit and Herring sued Curtiss, claiming that Curtiss had failed to turn his air race winnings over to the company. Despite these, and other, suits, Curtiss continued to advance the cause and technology of aviation, founding the first public flying school (1910) and later a chain of schools across the US, inventing the aileron (1909), the dual-control trainer (1911) and the hydroaeroplane (1911). In 1920, Curtiss retired from active aviation pursuits.
Provenance:
Unknown - found in collection, Unknown, Unknown, NASM.XXXX.0682.
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests
Floyd E. Barlow (1889-1977) was an early aviator. This scrapbook contains photographs, newspaper clippings, telegrams, licenses, and correspondence documenting Barlow's aviation career.
This collection is in English.
Scope and Contents:
This scrapbook contains photographs, newspaper clippings, telegrams, licenses, and correspondence documenting Barlow's aviation career. There are also photographs of noted aviators, some of which are autographed.
Arrangement:
Collection is in original order.
Biographical / Historical:
Floyd E. Barlow (1889-1977) soloed in 1911. In 1912 Barlow attended the Curtiss School, and then barnstormed for Curtiss Aeroplane Company at county fairs. He tested bombs and machine guns during World War I, but after the war he returned to barnstorming and established an agency for Eaglerock and Monocoupe aircraft. From 1924-1932 Barlow was an instructor for Rapid Airlines, and for the years 1937-1939 he was the Commissioner of Aviation for South Dakota. During World War II he was an instructor for the Royal Air Force at Lancaster, CA and also assisted the United States Air Force. After World War II, Barlow retired from aviation.
Provenance:
Floyd E. Barlow, Gift, Date unknown, NASM.XXXX.0388.
Restrictions:
No restrictions on access
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests
Walcott, Charles D. (Charles Doolittle), 1850-1927 Search this
Extent:
0.9 Cubic feet (2 legal document boxes)
Type:
Collection descriptions
Archival materials
Publications
Correspondence
Programs
Clippings
Notebooks
Date:
1895-1925
bulk 1903-1915
Summary:
This collection consists of material relating to Manly's aeronautical career, specifically his work with Samuel Langley's Aerodrome. The material consists of programs, publications, newspaper clippings, work notebooks, waste books, (mostly letterpress) and correspondence between Manly and the aviation and Smithsonian communities, circa 1885-1925. Correspondents include the following personalities: Glenn Curtiss, Carl Myers, Charles Walcott, Frank Lahm, Cyrus Adler, Augustus Post, and Samuel Langley.
Scope and Contents:
This collection consists of material relating to Manly's aeronautical career, specifically his work with Samuel Langley's Aerodrome. The material consists of programs, publications, newspaper clippings, work notebooks, waste books, (mostly letterpress) and correspondence between Manly and the aviation and Smithsonian communities, circa 1885-1925. Correspondents include Samuel Langley, Charles Walcott and Richard Rathbun of the Smithsonian; Cyrus Adler, Glenn Curtiss, Benjamin D. Foulois, Carl Myers, Frank Lahm, and Augustus Post. Of particular interest is the correspondence between Manly and Smithsonian Secretary Charles Walcott on Manly's work on the preparation of the Langley Memoir on Mechanical Flight for publication between 1908 to 1911; and his correspondence with Glenn Curtiss concerning the test flights of the rebuilt Great Aerodrome on Lake Keuka, Hammondsport, New York, in 1914, and the resulting controversy between the Smithsonian and Orville Wright.
Researchers may also wish to consult the National Air and Space Archives Division's Samuel P. Langley Collection (Accession No. XXXX-0494), and these collections held by the Smithsonian Institution Archives:
Record Unit 31, Office of the Secretary, Correspondence, 1866-1906, with related records to 1927.
Record Unit 34, Office of the Secretary, Correspondence, 1887-1907
Record Unit 7268, J. Elfreth Watkins Collection, 1869, 1881-1903, 1953, 1966 and undated.
Arrangement:
The Charles M. Manly Papers are organized in three series:
Series I --Letter Copy Books and Notebooks
Letter copy books were used to make and preserve copies of letters and memoranda --one placed a sheet of oiled paper under a page of the copy book, dampened the tissue copy page, then laid the original letter in the book under pressure for a few seconds. The quality of the copies ranges from quite readable to very faint. Because of the fragility of the paper, Archives Division staff should be consulted before working with the material.
The two notebooks in the series (Folder 4) were carried by Manly in his day to day work on the Aerodrome project and contain his notes on the progress of the work.
Series II --Correspondence
Letters in this series are arranged by year.
Series III --Additional Material
Newspaper clippings, Manly Family records, a photograph of Langley's Aerodrome No.5 in flight, and miscellaneous material.
Biographical/Historical note:
On May 9, 1898, Smithsonian Secretary Samuel P. Langley wrote to Professor Robert Thurston of Cornell University, looking for a "young man who is morally trustworthy ('a good fellow') with some gumption and a professional training" to serve as Langley's assistant in his aeronautical work. Thurston recommended a senior majoring in electrical and mechanical engineering, Charles Matthews Manly (1876-1927) of Staunton, Virginia. Langley hired Manly and placed him in charge of the construction of his Great Aerodrome, the large manned aircraft being built under the sponsorship of the Army's Board of Ordnance and Fortification. One of Manly's main contributions to the project was his vastly improved redesign of Stephen M. Balzer's five-cylinder water-cooled radial gasoline engine. Manly piloted the Great Aerodrome on its two unsuccessful launch attempts in 1903. He resigned from the Smithsonian in 1905. Manly served as a consulting aviation engineer for different government agencies and corporations, including the British War Office, 1915; the Curtiss Aeroplane and Motor Corporation 1915-1919 (from 1919-1920 as the assistant general manger); and as a member of the US Commission to the International Aircraft Conference, London, 1918. Manly also completed and edited Langley's Memoir on Mechanical Flight which was published by the Smithsonian in 1911. Manly was granted over fifty 50 patents relating to automotive transportation, power generation, and transmission. In 1929, Manly was posthumously awarded the Langley Medal for outstanding aeronautical achievements.
Provenance:
Brian Bailey, gift, 1998, 1999-0004, deed pending.
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
This collection consists of eight black and white photographs, mounted on album pages, documenting the flight of the Curtiss NC-1, the Curtiss NC-3, and the Curtiss NC-4 aircraft in their effort to make the first trans-Atlantic crossing by air.
Scope and Contents:
This collection consists of eight black and white photographs, each approximately 2.25 x 3 inches, mounted on two 7 x 6 inch pages (four to each page) with caption information. The Curtiss NC-3 is shown anchored to a buoy, landing, and beached with damaged wings at Ponta Delgada, Azores Islands. The Curtiss NC-4 is shown landing, on the water, and taking off for Lisbon, Portugal. There is also an image taken from a ship of Naval personnel watching for an aircraft.
Arrangement:
Collection is in original order.
Biographical / Historical:
In 1917, the United States Navy developed specifications for a flying boat of sufficient range to cross the Atlantic to England. The Curtiss Aeroplane and Motor Company, in conjunction with the Navy, developed a three-engine aircraft. The Navy intended that the flying boat would serve as an anti-submarine patrol aircraft. The first of the new aircraft, the NC-1, flew on October 4, 1918, followed by the NC-2 on April 12, 1919. Even though World War I had ended, the Navy decided to continue the program in an effort to make the first trans-Atlantic crossing by air. As the program progressed, the NC-2 was dismantled to provide parts for the other NC aircraft. On May 16, 1919, the NC-1, the NC-3, and the NC-4 assembled at Trepassey Bay, Newfoundland, to begin the 1200-mile flight to the Azores. The NC-1 was forced down short of the islands and sank, but the Greek vessel, Ionia, rescued the crew. The NC-3 landed two hundred miles short and taxied the remaining distance to the islands. The NC-4 completed the flight successfully, reaching Plymouth, England via Lisbon, Portugal on May 31, 1919. Following publicity tours of the Atlantic and Gulf coasts of the United States, the NC-4 was given to the Smithsonian Institution and is a part of the National Air and Space Museum collection.
Provenance:
Frederick M. Thompson, Gift, Unknown, NASM.XXXX.0903
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests
This collection consists of reports on the design, construction, and testing of the NC series flying boats and photographs of NC-4's construction and transatlantic flight.
Scope and Contents:
This collection consists of reports on the design, construction, and testing of the NC series flying boats and photographs and 3 negatives of the NC-4's construction and transatlantic flight. The collection is set up in a series of books with two copies of each book, except books 11 and 13. There is some water damage to book 10. Due to the fact that book 5 contained oversize materials, both copies of this book are filed out of sequence in box 4.
Arrangement:
The collection is set up in a series of books with two copies of each book, except books 11 and 13. There is some water damage to book 10. Due to the fact that book 5 contained oversize materials, both copies of this book are filed out of sequence in box 4.
Biographical/Historical note:
In 1917, during World War I, the United States Navy sent out specification for a flying boat of sufficient range to cross the Atlantic Ocean by air to Great Britain, where it would serve as an anti-submarine patrol aircraft. The Curtiss Aeroplane and Motor Company, in conjunction with the United States Navy, developed a three-engine aircraft to meet these specifications. The first of the new aircraft was the NC-1 that flew for the first time on October 4, 1918. This was followed by the NC-2 whose maiden flight took place on April 12, 1919 with four engines in tandem pairs. The engine arrangement of the NC-2 had been declared unsatisfactory for the mission and the wings were removed and installed on the NC-1 to replace the originals that had been damaged in a storm. By this time, World War I had ended, but the Navy decided to continue the program in an effort to make the first transatlantic flight crossing by air. The new NC-3 and NC-4 models reverted to the three-engine format, although the NC-4 had a fourth engine mounted as a pusher behind the center engine. On May 16, 1919 the NC-1, NC-3 and NC-4 assembled at Trepassy Bay, Newfoundland, under the command of Commander John H. Towers, to begin the 1400-mile flight to the Azores. The NC-1 was forced down short of the island and sank. Naval vessels stationed along the flight path rescued the crew of the NC-1. The NC-3 landed two hundred miles short and taxied the remaining distance to the island. Only the NC-4 completed the flight successfully, reaching Plymouth, England, via Lisbon, Portugal, on May 31, 1919. Following publicity tours of the Atlantic and Gulf coasts of the United States, the Curtiss NC-4 was given over to the Smithsonian Institution and is now part of the National Air and Space Museum collection.
Provenance:
Lee Pearson, XXXX-0422, Unknown.
Restrictions:
No restrictions on access.
Rights:
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
Material is subject to Smithsonian Terms of Use. Should you wish to use NASM material in any medium, please submit an Application for Permission to Reproduce NASM Material, available at Permissions Requests.
Collection Citation:
Curtiss NC-4 Design, Construction, and Testing Reports, Acc. XXXX-0422, National Air and Space Museum, Smithsonian Institution.
![View Glenn Curtiss Early Aviation Photography Collection digital asset: "G. H. Curtiss, Hammondsport, N.Y. Winning The Scientific American Trophy." [NASM 7A10526]](https://ids.si.edu/ids/deliveryService?max=120&id=NASM.XXXX.0682-M0000002-00040.jpg "\"G. H. Curtiss, Hammondsport, N.Y. Winning The Scientific American Trophy.\" [NASM 7A10526]")
![view Glenn Curtiss Early Aviation Photography Collection digital asset: "G. H. Curtiss, Hammondsport, N.Y. Winning The Scientific American Trophy." [NASM 7A10526]](https://ids.si.edu/ids/deliveryService?max=170&id=NASM.XXXX.0682-M0000002-00040.jpg "\"G. H. Curtiss, Hammondsport, N.Y. Winning The Scientific American Trophy.\" [NASM 7A10526]")
