Why was Recognized as First in

John Brown, D-38108 Braunschweig, [email protected]

On March 8 2013, subsequent to the publication of the findings below, Gustave Whitehead (born Gustav Weißkopf), was recognized by the Reference Annual, „Jane’s All the World’s Aircraft “ (est. 1909), for having accomplished the world’s first powered, sustained, controlled flight on August 14, 1901 in Fairfield, , USA,

Gustave Whitehead, 1874-1927, son of a bridge meeting. It could only have happened between construction engineer 1, lived in from his birth on Whitehead’s sea voyages on the guano trading route 1.1.1874 2 at least until Autumn 18893. As a schoolboy, he between Chile and Germany (when he servied on the built model aircraft 4 and jumped from roofs with self-built Norwegian Bark, „Gomünd “14 ) or during his time at Blue wings 5. Starting mid 1887, he did a two-year machinist Hill. He insisted that not only did his employer (the BAS ) apprenticeship 6 at the Diesel Works – a predecessor of work with Lilienthal, but that he himself knew Lilienthal 15 . today’s M.A.N. 7 He emigrated to Brazil, then became a Thus far, only circumstantial support for this claim could sailor 8 before immigrating to the USA in 1893 9. be found: - The Director of the Blue Hill Observatory , Rotch, had The oldest known studied in . There was an exchange program photo of Whitehead with the Observatorium in Berlin-Tegel 16 . shows him in 1894 - Immediately prior to the BAS’ founding in 1894, co- as an assistant to founder Cabot travelled to Germany. It’s not known if Prof., W. Pickering, he was accompanied by anyone from Blue Hill 17 . building meteorolog- - The English-language drafts of six letters Means sent ical at Harvard to Lilienthal have been preserved only because University’s Blue Hill German translations were sent to Lilienthal. It’s not Observatory . known who did the translations. Only small samples of Whitehead’s and the translator’s handwriting have On March 19, 1895, survived – too little for a graphological evaluation. America’s first avi- - Means wanted to establish gliding as a sport in ation organization, America. To this end, he suggested either Lilienthal the Boston Aero- come to Boston or that a delegation travel to Berlin18 . nautical Society Whitehead’s immediate boss, Samuel Cabot, took a (BAS ) was founded group from Boston to Berlin in 1896. It’s not known for the purpose of who all the group’s members were. building Lilienthal - In June 2013 a witness contacted the author. Prof. gliders and experim- Em. Martha M. Shipul, a niece of Whitehead’s later enting with powered helper, Junius Harworth, attested to seeing an flight 10 , Whitehead original letter from Lilienthal’s brother, Gustav, in the

Whitehead, 1894, Harvard Univ., was hired as one of possession of her uncle. 11 Blue Hill Observatory two mechanics . Its - Beyond this, all that’s known is that Whitehead was Chairman was the German, understood German technical terminology publisher, James Means, who in 1894 had written the (evidenced by his correspondence with Austrian and booklet, “Manned Flight ”. Starting in 1895, Means was German aviation peer journals 19 ), spoke English, 12 ‘s representative in the USA . was an experienced seaman, and was responsible for the construction and testing of two Lilienthal- Whitehead got the BAS-job by claiming he knew 13 gliders, the instructions for which were written in Lilienthal . However, there’s no clear record of them German. - The aircraft with which Whitehead flew in 1901 had a

1 nearly identical wing to the one patented by Lilienthal 1934-11-05, Letter J. Whitehead to S. Randolph, p.2 – see comparison (below): 2 Baptism Cert., Evang. Church, Leutershausen, 1866-90, Vol. 11, p.180 3 1889/Q4, Meldeeintrag/Registry, Höchst am Main, Germany, p.10 4 1934-08-06, Letter J. Whitehead to S. Randolph, p.1 5 1901-06-16 , NY Herald , Part 5, p.3; 1937, Randolph, Lost of Gustave Whitehead , Places Inc., p.13 6 1934-11-05, Letter J. Whitehead to S. Randolph, p.2 7 1901-06-16, NY Herald , Part 5, p.3; 1901-11-24, Dallas Morning News , p. 10; 1901-11-19, NY Evening Telegram , p.10; 1901-12-07, Weimar Mercury ; 1952-08, Fränkische Zeitung , Ansbach; 1951-08-14, 14 1934-11-05, Letter, J. Whitehead to S. Randolph Ludwigsburger Kreiszeitung ; 1979-09-17 , Spiegel , p.82-86 [Prior to 15 1897-10-06, NY Press ; 1897-10-06, NY World , p.8; 1901-06-09, NY that, he broke off a bookbinder apprenticeship: J.Whitehead to S. Sun , p.2; 1901-06-10, Washington Times , p.4; 1901-06-15, Water- Randolph, 5.Nov. 1934] town Daily Times , p.12; 1934-10-07, Affidavit of Junius Harworth; 8 1934-11-05, Letter J. Whitehead to S. Randolph, p.4 1908-11-14, Scientific American , p.338 9 1900-06-16, 12th US-Census, Distr.. 18, Part 179, Sheet 16, line 74, 16 2010, Wetterdrachen , Diem W./Schmidt, W., Norderstedt, pp.26 & 31 column 16 17 Letters, Lini Dienstbach (Carl’s sister),to Hermann Wetzler, 10 1895-02-28, NY Evening Post , p.5 1894 Jan. 18 & 24, Sept. 23, Oct. 18, 1895 Jan. 9 & 13, 1896 Jan. 12 11 1936-01-28, Letter, A.Horn to S. Randolph, p.1 18 1896-04-30, Letter, James Means to Otto Lilienthal 12 Correspondence, Means-Lilienthal, 1895-1896, NASM Archive 19 1901-10 , Illustrierte Aeronautische Mittheil ungen, Deutsche 13 1981, Dream of Wings , T.Crouch, W.W.Norton & Co., p.169 Zeitschrift für Luftschifffahrt, No.4, p.164-5

Whitehead 1897 (above), Lilienthal glider 1895 (below)

Whitehead’s Machine No. 21, 1901 (above), Lilienthal‘s 1895 In Summer 1897, Whitehead tested his own glider patent (below) –9 ribs per wing respectively. called „Condor Gus “ at Blue Hill. This was reported in both international peer journals 22 and in correspondence By Spring 1897, Whitehead had built two Lilienthal gliders between Cabot and Chanute 23 . (In 1902, Whitehead for the BAS. They were partly financed by the man who described these flights to his brother, John, too.24 ) later sponsored the Wrights, , President of 20 the American Engineer’s Association . Starting in June 1897 Whitehead was also employed by the Horsman Co. in New York as a builder and member of their „Scientific Kite Team “25 . The team conducted meteorological and aerodynamic experiments, took aerial photos and gave kite and firework displays in and around New York. (The owner, Edward I. Horsman, had previously participated in the BAS contests 26 ). The oldest known interview with Whitehead took place during just such an experiment on the roof of the Fifth Avenue Hotel on June 14 1897 27 . Whitehead had strung several box-kites together and measured them generating 100 pounds of lift.

After Whitehead left Horsman‘s Scientific Kite Team , it continued to experiment with kites lifting both sandbags and humans 28 . It even planned to install a rudder and a motor 29 . Horsman remained part of the US aeronautical

community, even exhibiting alongside Whitehead and the BAS‘s Lilienthal glider replica ten years later at the Dec 1906 exhibition of the Aero Club of America 30 . (Experiments with kites Cabot regretted Whitehead leaving the BAS and hoped to rehire him 21 Whitehead continued to be employed 22 separately as a kite-builder by one of the BAS’ officials, 1898-01, Zeitschrift für Luftschiffahrt , p.27; 1898 , Illustrierte Aeronautische Mittheilungen p. 55 A.A.Merril, until at least September 1897. 23 1897-05-07, Letter, Samuel Cabot to Octave Chanute 24 1934-09-03, Letter, J. Whitehead to S. Randolph, pp.7-8 25 1967, Heilbroner-Herz, L., Complete Book of Model Aircraft , p. 220 26 1898-07-04, NY Times ; 1899-05-19, NY Sun, p.8; 1899-03, Chittenango Madison County Times , NY 27 1897-06-15, NY Herald , p.7 28 1903-09-08, NY Herald , p.7; 1903-09-08, New Daily Tribune; 20 1897-05-31, Letter, Octave Chanute to A.A.Merrill 1903-09-08, NY Sun , p.1 21 1897-05-07, & 1897-09-01, Samuel Cabot to Octave Chanute; 29 1902-12-29, NY Herald , p.4 1981, “ A Dream of Wings ”, T. Crouch, W.W.Norton & Co., p.119 30 1906-12,Catalogue, 7th Annual Auto Show, Aeronautical Division were an important part of aviation’s development. The known – besides Cabot, the only other American to have Wright brothers, too, started with kites and spoke of their bought glider plans from Lilienthal 36 .) „Scientific Kite Flying “31 .) After the flight demonstration, Whitehead moved to Whitehead was commissioned by Horsman to build a Buffalo. On Nov. 24 1897, he married. When the celebrant man-carrying airplane equipped with a 3 hp gasoline asked his profession, he answered „Aeronaut “ – after all, motor and a propeller 32 . The completion of the motor was for the last three-and-a-half years he’d been steadily delayed for so long that the case ended up in court33 . employed as a builder of heavier-than-air aircraft.. [It wasn’t until two years later that the Wright brothers began On Oct. 4, 1897, Whitehead invited both domestic and investigating the problem of flight. 37 .] foreign journalists to a press conference in Manhattan. At least six New York newspapers as well as papers from Records from the Buffalo Library show that Whitehead Massachusetts, Pennsylvania, Colorado and even Spain studied the works of Count d’Esterno whose flying attended. Whitehead presented two 34 ; one a machine (patented in 1864) bears strong resemblance to bright red triplane glider; the other, an almost-completed Whitehead’s later airplane (see below): biplane with fold-out wings (according to him, his 42 nd flying machine). Some articles describing the event featured lithographs of these flying machines along with specifications of how one was powered by a 3 hp gasoline engine. Two days later, on Oct. 6 1897, Whitehead detached the motor and did a gliding display in the New York suburb, Jersey Heights, for hundreds of spectators 35 .

Count d’Esterno‘s 1864 patent (above) Whitehead’s „No. 21 airplane, 1901 (below)

Whitehead’s handwritten notes penned in 1897 at the Buffalo Library 38 show that he chose Prof. Maxim’s „Type J“ propeller for his 1901 airplane. More than just a simple airscrew, it was one of the first modern propeller designs with optimized pitch angles and cambered blades.

Whitehead’s airfoil also dates from his time in Buffalo. He chose one by the British researcher, Horatio Philipps 39 . It wasn’t symmetrical like Lilienthal‘s. Its camber was nearer

the leading edge. Whitehead went a step further, penciling Whitehead’s flight demonstration, Oct. 6, 1897 in New York in the lower part of the wing below the camber – just like a modern wing. (Whitehead’s understanding of aero- Curiously, even though it was reported internationally, dynamics is further underscored by a May 1903 article in neither the presentation of a powered airplane in 1897, nor which he explains how a cambered surface generates its public demonstration in flight (as a glider with the motor two-and-a-half times more lift than a flat surface.40 ) detached) made its way into aviation history books, despite both events taking place before large crowds in the metropolis of New York.

One of the spectators at the event was a young man who told reporters he’d „witnessed flights by Chanute and

Lilienthal “. (The only person known to historians who fits this description is the New York aviation pioneer, Philipps airfoil 1891 with lines penciled-in by Whitehead Augustus Herring. He’d been assistant to Chanute, studied in Zürich, spoke German and was – as far as is Early in 1898, Whitehead moved to Baltimore where he presented a new, wheeled version of his triplane 41 (below):

31 1981, Crouch, T., Dream of Wings , W.W.Norton & Co., p.236 36 1894-09-20, Letter, Octave Chanute to Otto Lilienthal 32 1936-01-28 & 1936-08-27, Letters, A. Horn to S. Randolph 37 1899-05-30, Letter, Wilbur Wright to Smithsonian Institute 33 1901-06-09, NY Sun , p.2 38 1896, Aeronautical Annual , Means, J., with stamp of Buffalo Library, 34 1897-10-26, El Liberal (Spain); 1897-10-06, The World, p.8; NY, Exhibit, Gustav Weißkopf Museum, Leutershausen 1897-10-06, NY Times ; 1897-10-06, NY Press ; 1897-10-06, NY 39 1978, History by Contract , O’Dwyer/Randolph, Majer & Sohn, pp.96- Herald , p.12; 1897-10-05, Syracuse Daily Journal , p.1; 1897-10-05, 97; Original bboks, Rose Whitehead-Radisson NY Herald , p.11; 1897-10-09, Boston Globe 40 1903-05-31, Bridgeport Herald , p.4 35 1897-10-07 , NY Herald , p.15 41 1898-03-04, NY World , p.15 and England 50 - reported the test of his new monoplane. It carried sand bags during that test flight. It was his 57 th flying machine and 20 th manned airplane, he said 51 . It was equipped with a new acetylene motor and two tractor propellers. The test occurred near Fairfield, about 1.5 miles from Bridgeport.

Whitehead’s 1898 wheeled triplane

Whitehead’s Oct. 1897 and March 1898 designs provide a snapshot of his progress. Firstly, the triplane was Whitehead with his Machine No. 21 , mid 1901 reminiscent of Hargrave’s box-kite. (During Whitehead’s time at Blue Hill, the box-kite replaced the diamond- Two months later, on August 14 th 1901, Whitehead again shaped „“.) Secondly, Whitehead was still using invited the press to witness his first manned flight. Around a symmetrical, Lilienthal-type airfoil. Thirdly, his airplanes midnight, Whitehead, his helpers and the press set out had a stabilizing, cruciform empennage. This was a key from Bridgeport to Fairfield. The flying machine travelled component in the invention of navigable airplanes. along the road under its own power. It arrived at first light. After extending and securing the wings, the takeoff took From Baltimore, Whitehead moved to , where, 42 place at sunrise. The flight covered half a mile at a height according to a stack of affidavits he flew a steam- of 15 meters (fifty feet), during which Whitehead made a powered monoplane in the Spring of 1899, crashing in the slight turn to avoid a grove of chestnut trees. process. Despite this, the aeronautical world expressed interest in his lightweight steam motor. Even as far away The Editor of the Bridgeport Herald , Richard Howell, wrote as , Lawrence Hargrave built a Whitehead motor an eyewitness report of Whitehead’s first flight. It was using original plans. On July 1, 1901 Hargrave presented 43 published four days later on August 18, 1901 in the very it to the Royal Society of . It’s unclear next edition of his newspaper. His article was illustrated by how Hargrave got hold of those plans. However, Hargrave a lithograph, based on a blurred photo he’d taken. (Due to was an honorary member of the Boston Aeronautical high type-setting costs, it was normal at the time to use a Society. He corresponded regularly with its members, 44 lithograph, even if a high-quality photo was available.) Chanute , Eddy, Zahm and Means. (One of the members, Alexander G. Bell, even visited him in Sydney 45 .)

A complete model of a steam motor, hand-built by Whitehead in 1898, has survived to this day and can be viewed at the Deutsches Flugpionier-Museum Gustav Weißkopf in Leutershausen, Germany 46 .

In Dec. 1899, the press reported Whitehead’s arrival in Bridgeport, Connecticut, and that he was already performing flight tests there 47 . Whitehead’s first Bridgeport machine had only one propeller 48 . He attached it to a post and tested it flying in circles 49 .

In June 1901, the frequency of reports about Whitehead increased. Newspapers across America - even in France

42 Mrs. L. Davarich, Charles L. Richey, Martin Devine & John A. Johns say they saw the airplane; Louis Davarich says he saw it fly. Whitehead Lithograph illustrating the eyewitness report of Whitehead’s mentioned the flight in 1901: NY Evening Telegram, 1901-11-19, p.10 first flight on August 14, 1901 43 1902-09, Aeronautical World , Vol I, No.2, p.13; 1977, Shaw, W. /Ruben, O.. Lawrence Hargrave , Cassell, p.117 44 Only one letter, Chanute-Hargrave (1893-09-26) survived 45 http://www.ctie.monash.edu.au/hargrave/timeline4.html , Monash Univ., Melbourne, Australia, retrieved 2012-07-18; 1893-09-26, Letter, Octave Chanute to Lawrence Hargrave. 50 1901-06-08, Scientific American , S.357; 1901-06-09, NY Sun , S.2; 46 1934-08-21, letter Charles Whitehead (son) to S.Randolph - motor 1901-06-10, Washington Times , p.4; 1901-06-15, Watertown Daily dated by L. Davarich,, Times , p.12; 1901-06-16, NY Herald , Part 5, p.3; 1901-06-21, Vermont 47 1899-12-28, Holley Standard Phoenix ; 1901-07-26, Minneapolis Journal , p. 7; 1901-08-02, 48 1964-09-03, Affidavit of John S. Lesko Ogdensburg News; 1901-09-08 , Le Petit Parisien , p. 4; 1901-07-10, 49 1936-01-28, Affidavit of Joseph Ratzenberger; Falkirk Herald, p.7; 1901-07-10, Kent & Sussex Courier, p.3 1936-10-10, Affidavit of Cecil A. Steeves 51 1901-11-19, NY Evening Telegram , p.10 Other witnesses, Harworth and Pruckner 52 also wrote particularly advanced in this field because speed cameras eyewitness reports. And Whitehead himself sent his own require identification of the driver, not just the number flight report to the press 53 . So far, the author has found plate. This technology enabled identification of further one-hundred-and-thirty-three 54 newspaper reports of images. Whitehead’s flights in the years 1901/1902 – many of them on front pages. The reports appeared all over the The goal was to determine if there was an image there world, from Oceana (Australia, New Zealand, Indonesia), which could be the one the news reports described (i.e. throughout Europe to North America and Hawaii. Whitehead in flight). One of the photos fit this description. It shows a monoplane at a height of roughly 2/3 of its 17 eyewitness statements testify to flights by Whitehead wingspan. Furthermore, there’s a fencelike object in the between August 1901 und January 1902 (14 of them foreground, a tree on the right, a horizon falling off to the sworn under oath)55 . Some were even recorded on audio left and a low light-source on one side, consistent with and video. Photos and parts of the original airplane have dawn or dusk. These features conform to the mirrored survived. However, there’s no clear photo of it in flight. image of the lithograph illustrating the eyewitness report which appeared in the Bridgeport Herald . Added to that is The original photo of Whitehead’s flight was lost when the the fact that the photo was hanging right next to images newspaper changed hands. And Whitehead’s own copy known to shown Whitehead’s 1901 machine. was lost when his workshop burned down. Two such photos were known to have been on display in Bridgeport However, since - due to the blurriness - important details in September 1904. A newspaper report described them (such as the motors) as showing the airplane about 20 feet off the ground (2/3 can’t be identified, the of the 36ft. wingspan) with the takeoff slope in the photo can only serve to background 56 . Two print media, one of them „Scientific circumstantially sub- American “, later reported seeing the photo at the stantiate the credibility exhibition of the Aero Club of America in January 1906 57 . of those witnesses who wrote that they saw a Mid 2012 the author decided to check the credibility of photo of Whitehead these journalists. Was there cause to assume all these flying his 1901 reports were lies (as stated in current literature)? machine at that exhibition.

Several panorama photos of that exhibition can be found in the Hammer Collection at the Smithsonian Institute. Apart from power, control is also a necessity for true flight. That’s where the author worked in 2012 when hired to Whitehead’s 1901 airplane had a steering apparatus 58 . It research a 2-part TV-documentary for Smithsonian was described in at least three newspapers as follows: Channel . One such photo shows a Lilienthal glider „wings, which can be set at different angles “59 . hanging from the ceiling. However, in the blurred Whitehead’s brother, John, described it thus: “For steering background, photos can be seen hanging on the walls. there was a rope from one [of] the most forward wingtip Using 1981 technologies, previous researchers had rib[s] to the one opposed running over a pull[e]y, in front of discovered three known photos of Whitehead’s 1901 operator. A lever was connected to pull[e]y. ”60 airplane showing it on the ground. However, there were other photos, the content of which – due to the degree of Statements by family members generally have low blurriness – couldn’t be viewed with 1981 technology. evidentiary weight. In the past, Whitehead critics have dismissed this particular statement as sour grapes 61 . After Forensic technologies have come a long way since then. all, the central feature of the Wrights’ patent was wing- Today, cameras on satellites in low-earth orbit can read warping. However, in the peer journal Aeronautical World, texts in documents on the earth below. Police now dated Dec. 1 1902, Whitehead described the wing-warping regularly solve crimes using software to analyze shadows, system in his No. 22 aircraft as follows (in the illustration, contrasts and patterns in surveillance videos. Germany is below):

52 1964-10-30, Affidavit of Anton Pruckner; 1934-08-21, Affidavit of Junius Harworth 53 1901-08-25, Boston Journal , p.14; 1901-09-19, Broad Axe , St. Paul, Minnesota, p.2 54 http://www.gustave-whitehead.com/history/news-reports-1901-2- flights/ (author’s website) 55 Junius Harworth (1934-10-07), Anton Pruckner (1934-10-30, 1936- 58 01-04 & on tape 1963-11-13) , Richard Howell (1901-08-18), Alexander 1901-08-21, Chicago Tribune , p.4 59 Gluck (1934-07-19), Michael Werer (1934-09-24), John S. Lesko (1934- 1901-11-24, Dallas Morning News , p.10; 09-24 & 1936-01-04), John A. Ciglar (1936-01-04), Joseph Ratzen- 1901-11-19 , NY Herald , p.10; 1901-12-07, Weimar Mercury 60 berger (1936-01-28), Louis Darvarich (1934-07-19), Cecil A. Steeves 1934-08-06 & 09-03, letter, J. Whitehead to S. Randolph 61 (1936-10-10, 1964-08-17 & on tape 1960s), Thomas Schweikert (1936- Whitehead’s main critic ist he Smithsonian Institute. Under point 2.d. 06-15), William London (1948-05), Mary Savage (1948-05), John F. of ist contract with the Wrights‘ heirs, dated 1948-11-23 , it agreed to Fekete (1948-05), John Harvey (1948-05), Frank Layne (on tape 1960s), never state anyone else flew before the Wrights. It defends itself against Elizabeth Koteles (1974-08-01 & on tape & Video 1974-02-02) accusations of bias by saying, its own Director, Langley, had wrongfully 56 1904-10-01, Bridgeport Daily Standard , p.5 claimed first flight primacy. When asked why the contract doesn’t 57 1906-01-27 , Scientific American , p. 94; simply forbid it from claiming Langley was first, no answer is 1906-03-08, Silver Springs Signal , p. 3 forthcoming. engines, i.e., they didn’t have internal but rather, external combustion. The gas pressure they created was fed into either separate cylinders or all into one cylinder. One motor could drive either the wheels or the propellers; the other drove just the propellers. At rotation speed 63 the smaller motor’s 10 hp was transferred via a lever and a hose to augment the larger, 20 hp motor which drove the propellers 64 . This way, a total 30 hp powered the flight.

In 1901 and 1902, Whitehead’s acetylene motor was written up in the international peer journal „L’Acetylene “, 65 Whitehead’s wing-warping disclosure, Dec. 1, 1902, published in French . (At the time, there were high hopes nearly 4 months before the Wrights‘ patent application. for acetylene as an alternative energy source. Acetylene- 66 powered cars were sold in New York as early as 1899 .) The fundamental significance of this disclosure (above) is the fact that the Wrights didn’t apply for their wing-warping Via the same lever which transferred the gas pressure, the patent until some four months later (on March 23, 1903). fabric wings’ surfaces were brought under tension 67 . Here, Photos exist showing Whitehead’s wing-warping system. a similar procedure was applied as is used in modern Modern technology made it visible: or kite-surfing where the wings/kite is left in a safe, low-lift mode during preparations, then tightened at the last minute for take-off. This may explain why reports observed that Whitehead’s aircraft „shot in the air “.68

After the events of August 14 1901, Whitehead made several more flights over the next five months 69 . He built a stronger, 40 hp diesel motor, added silk (rather than canvass) wings and called the new version „No. 22 “. It had a pneumatically regulated wing-warping system. On January 17, 1902, Whitehead navigated a full circuit over

the shallows between Charles Island and the Milford coast 70 . (Flying over water was a safety measure also used by the pioneers, Kress and Blériot. Others, such as Herring, Chanute and the Wrights, made their flights over sand dunes for the same reason.)

Whitehead had plans for yet another version, „No. 23 “. Drawings show that it had a canard. Unfortunately, it’s not known why Whitehead abandoned this idea,. His selection of a monoplane with inherently stable dihedral, an empennage, wheeled undercarriage and tractor propellers was about 25 years ahead of its time. Today, almost all airplanes embody these features. On the other hand, the Wrights‘ canard biplane with pusher-propellers, catapult-

launch, skid-landing and 10° anhedral (on each wing) Enlargement of Whitehead’s cockpit, mid 1901: Cables run quickly all but disappeared from aviation design. from the windlass’s lower tip to each wing. Whitehead’s media success attracted a steady stream of A later improvement was the addition of a vertical rudder opportunists. The first, H. Le Cato, was a convicted for yaw control. Whitehead himself described it on many fraudster from Philadelphia 71 . Promising a lucrative, 6- occasions 62 . (Smithsonian Curator, Paul Garber, even drew a plan of it when he interviewed Whitehead’s assistant, Tony Pruckner, in 1966.)

Whitehead’s airplane therefore had 3-axis control. (3-axis control was invented by the Frenchman, Goupil. But the 63 1901-08-19, San Francisco Call , p.1; 1901-11-19, NY Evening Wrights claimed it, citing US patent law which, at the time, Telegram , p.10; 1901-11-19, NY Herald , p.8; 1901-11-24, Allg. Sport- required an invention to be practically demonstrated to Zeitung , p. 1353-1354; 1902-03, Wiener Luftschiffer Zeitung , p.36 64 1902-04-01, American Inventor, pp.1-2 secure a patent.) 3-axis control was one of the most 65 1901-10-06 , Le Journal de LAcétylène , p.318; important steps toward the development of the airplane. 1902-01-05, Le Journal de LAcétylène , p.7-8 66 1899-11-11 , Scientific American , p.315 Whitehead’s airplane No. 21 had several other, interesting 67 1902-04-01, American Inventor , p.1-2 technical features. It was equipped with two 68 1901-08-19, San Francisco Call , p.1 interconnected, acetylene motors. They worked like steam 69 1901-11-17, Bridgeport Herald , p.1; 70 1902-04-01, American Inventor , p.1-2; 1902-05-02, L'Aeronaute , p.143 62 1901-08-23 , Washington Times , p.2; 1901-08-23, St. Louis Republic, 71 1890-02-08, Poughkeepsie Daily Eagle , p.2; p.6; 1902-01-26 , Bridgeport Herald , p.4&9; 1901-08-23, NY Sun, p.8; 1890-03-08, Lockport Daily Standard , p.1 month exhibition contract, he enticed Whitehead to bring at least bought a Whitehead motor 80 and became one of his airplane to Atlantic City. It arrived on Sept. 1, 1901 72 . the first dealers for it 81 .

There, the next opportunists awaited him. This time they Whitehead’s most fateful visitor was Hermann Linde, a were employees of the Smithsonian . A clerk, James well-off, German art dealer and Shakespearen actor 82 . Traylor, watched the airplane being unloaded. An Towards the end of 1901, Linde formed a partnership with ethnologist, Frederick Hodge, was assigned to watch its Whitehead and financed a factory for the development of a assembly. They’d been instructed to spy on Whitehead by larger airplane. Encouraged, Whitehead took out a $1,700 Charles Manly, assistant to Smithsonian Director, Prof. loan. He even wrote to his German relatives that he was Langley 73 . (Langley himself wanted to enter history as the now the owner of an aircraft factory. inventor of the airplane.) Secretly, Linde soon started colluding with workers. Mid- Three affidavits 7475 substantiate that the Wright brothers, January 1902, right when Whitehead was short of cash, too, were among Whitehead’s first visitors. Previously, on Linde withdrew his support, announced the formation of July 1, 1901, Octave Chanute wrote a letter to the Wrights, his own airplane company 83 , refused to pay any more recommending Whitehead’s lightweight, 10 hp, 30 lb. bills 84 and locked Whitehead out of the factory. Linde was motor. On July 4, 1901, Wilbur Wright replied as follows : later convicted of multiple crimes and spent his last days “The 10-horsepower motor you refer to is certainly a in an insane asylum 85 . But, that all came too late for wonder if it weighs only thirty lbs. with supplies for two Whitehead. He was broke. Four to six unfinished airplanes hours, as the gasoline alone for such an engine would languished in Linde’s workshop 86 . weigh some ten or twelve lbs. thus leaving only 18 or 20 lbs. for the motor or about two lbs. per horsepower. Even if No. 22 sustained motor-damage and, for lack of a hangar, the inventor miscalculates by five hundred percent it still spent the Winter outdoors, becoming unserviceable. In would be an extremely fine motor for aerial purposes ”. April 1902, Whitehead’s brother, John, came to Bridgeport and contributed his savings 87 . That wasn’t enough. John At the time, the Wrights were actively looking around for a soon left. As a result, Gustave decided to only build powerful, lightweight motor. And they almost always airplanes or motors for others – cash in advance. At the followed Chanute’s advice (e.g. when hiring Huffaker, time, he had a wife and two infant children to support and Herring and Spratt.). Furthermore, the Wrights had a good had just started building a house for them. (He’s not the friend in Bridgeport, Simon Lake, with whom they only guy to have given up flying when he could no longer discussed their patent application prior to 1903 76 . afford it – but probably the first!)

Prior to 1902, the Wrights were in contact with most This decision led to Whitehead becoming a central figure known aviation pioneers such as Means, Cabot, Chanute in early US aviation. He quickly made a name for himself and Langley. They provably knew he was building motors as a supplier. As early as 1902 the “ Automobile Trade for their competitors, Herring/Arnot. Why would they have Magazine ” reported that customers could order ignored him - right when his flight experiments were “lightweight kerosene, gasoline, acetylene, steam and reported, not only in Scientific American 77 but in gunpowder motors along with dirigables and airplanes ” newspapers around the world including their county’s own from Gustave Whitehead 88 . newspaper in Ohio 78 , However, despite all the evidence, the Wrights still denied ever visiting Whitehead – or even Whitehead exhibited one of his motors at the 1904 World Bridgeport – before 1909 79 . Fair in St. Louis 89 . At the accompanying contest, Roy Knabenshue piloted Thomas Baldwin’s „California Arrow “ When Le Cato’s promised show-contract fell through, to victory. It was equipped with a Whitehead motor – at Whitehead returned to Bridgeport where the next least that’s what the eyewitness report of a Viennese opportunist, a Texan named William D. Custead, awaited aviation journalist states 90 . However, some American him. Custead promised to invest $100,000 but historians have claimed it had a Curtiss motor, which isn’t disappeared again quickly when Whitehead refused to necessarily a contradiction. Two sources 91 report that divulge secret details about his acetylene motor. Custead Whitehead subcontracted for Curtiss. This would explain the similarity between many early Curtiss and Whitehead motors also, why Whitehead’s later business partner,

72 1901-08-31, Wichita Daily Eagle , p.12; 1901-08-23, Washington Times , p.2 80 1949-10-30, Waco Tribune Herald , (Centennial Edition) 73 1901-09-20, Letter, C.M. Manly to F.W. Hodge 81 1902-02-23, NY Herald , Teil 4, p.5 74 Junius Harworth (1934-10-07), Anton Pruckner (1936-01-04 & on 82 1909-05-29, NY Dramatic Mirror , p.3 tape 1963-11-13) , Cecil A. Steeves (1936-10-10) 83 1902-01-26, Bridgeport Sunday Herald , pp..4 & 9 75 1901-09-05, News Herald, Hillsboro , Ohio, p.3 84 1902-04, NY Sun 76 2012-08-20 http://www.simonlake.com/html/simon_lake_who_.html : 85 1909-05-29, NY Dramatic Mirror , p. 3 “The inventors first met when the Wright brothers submitted their 86 1934-08-06, Letter, J. Whitehead to S. Randolph airplane designs to Simon Lake for his review before making their 87 1902-08-02, Bridgeport Daily Standard , p.1 famous Kitty Hawk flight.” 88 1902-09, Automobile Trade Magazine , Horseless Age Co., , p. 217; 77 1901-06-08, Scientific American , p.357 1910, Automobile Trade Journal , Band 14, Chilton Co., pp.203-4 78 1901-09-05, News Herald , Hillsboro Highland Co., Ohio, p.3 89 1981, Crouch, T., Dream of Wings , W.W.Norton & Co.,p. 119 79 Did they remove Whitehead letters from their files? In a similar case, 90 1904, Wiener Luftschiffer Zeitung No. 11, p.251 a letter in which Dr. George A. Spratt corrected their tunnel 91 2010, Steam Aircraft , Books LLC Memphis Tenn. USA, p.19, calculations was removed. This came to light when a copy of it footnote 13 , Air Sports International ; 2008, Visual Languages for showed up in their sister’s files. Interactive Computing , Fernando Ferri, IGI Global Snippet, p. 442 George A. Lawrence, was a creditor in the Curtiss-Herring photos of Lilienthal, 6 of Herring/Arnot, 6 of the Wright bankruptcy proceedings92 . (Knabenshue later became the brothers, 8 of Prof. Langley and 20 of Hiram Maxim. The Wright Exhibition Team’s Chief Pilot while Baldwin highlight was Baldwin’s Whitehead-powered „California became Vice-President of the Aero Club of America . In Arrow “ in which Knabanshue made one of the first 1908. His airship was selected alongside the Wrights’ controlled airship flights over New York in 1905. At the Flyer as one of the US Army’s first aircraft.93 ) Aero Club’s 2 nd exhibition in December 1906, it was similar. Four Whitehead motors were on display along with Yet another Whitehead motor was used in St. Louis. Prof. the fuselage of his No. 21 102103 . German journalist and Carl E. Meyers sold balloons to the US Weather Service motor expert, Carl Dienstbach, wrote a positive evaluation and the US Army’s Signal Corps 94 . His airship, „ Sky Cycle “ of Whitehead’s lightweight 18-20 hp motor and balanced (originally pedal-driven), was patented in 1897. In July, propellers 104 . 1901, a New York newspaper reported that the same 30lb./10hp motor which had fascinated Wilbur Wright At the January 1906 exhibition, neither the Wrights nor would be installed in the Sky Cycle for the St. Louis Herring/Arnot displayed photos of their claimed powered event 95 . In St. Louis, the local press then described the flights. Instead, they showed kite and glider photos. (As motor’s use 96 . The Sky Cycle was one of the earliest, “proof” they’d flown, the Wrights placed the crank-shaft of commercially successful flying machines. Prof. Meyers their motor on a stool.) Prof. Langley displayed a photo of sold it via classified ads in national science magazines for a powered model. It’s therefore understandable why many years, offering versions with 1, 2, & 4 cylinder photos of Whitehead’s powered flight were given a place motors 97 . It’s not known how many were by Whitehead. of honor at the entrance to the display area. At the time, only airships were otherwise known to be capable of freely The world record balloonist, H.E. Honeywell, also ordered navigating through the air in any direction. (The Wrights two Whitehead motors 98 , as did the physicist, John J. were silent, indeed, they didn’t release photos of any Dvorak. After examining the motor, Dvorak penned a front- powered flights until May 20, 1908, shortly after they page article, declaring that Whitehead was farthest ahead returned to Kitty Hawk for the first time on May 6, 1908). among the early aviation pioneers 99 . . Alongside his brisk motor business, Whitehead took on The Connecticut resident, Charles K. Hamilton, who later aircraft construction jobs. One of his customers was Wild- became a Curtiss Show Team pilot, equipped his airship West hero, Buffalo Jones 105 , for whom he built an orni- with a Whitehead motor in 1905 100 . Mid 1905, Hamilton thopter 106 . His main customer was " Scientific American ’s was hired by New York Attorney, Israel Ludlow, to pilot Aeronautical Editor, Stanley Yale Beach, whose father manned kites towed spectacularly behind boats and cars edited and grandfather founded that magazine. Beach was along the beaches of New York. A short time later, Ludlow also co-founder of the New York Aeronautical Society107 . installed a Whitehead motor and began powered flight Whitehead built at least three aircraft for Beach. tests. In 1907, Ludlow hired J.C. (Bud) Mars (who later also joined the Curtiss Show Team ). That same year, Beach had his own ideas about aircraft design and was Ludlow (assisted by 10 US Navy personnel) displayed his very insistent about them 108 . In one case, the two argued powered airplane piloted by Mars at the World Fair in so vehemently that Beach had Whitehead arrested 109 . The Jamestown and the Air Races in St. Louis 101 . disagreement arose when Beach hacked off the upper wing of a biplane to make it a monoplane (which he Thus, in 1907, both US military services were equipped believed would fly better). That led Whitehead to with Whitehead-powered aircraft (Army, Meyers / Navy, confiscate the engine – presumably for safety reasons 110 . Ludlow). The Wright brothers, however, didn’t sell their (In unrelated incidents, Beach ran over and killed a machine to the US Army until 1908. pedestrian in Bridgeport 111 , then refused support for his wife and child causing his father to cut off all funds, thus 1906 was a year in which Whitehead’s position in US ending his aviation experiments.) aviation was prominent. Close analysis of photos of the Aero Club of America’s January 1906 exhibition revealed A Beach aircraft was one of three Whitehead-built planes not only photos of Whitehead’s machines but also to compete at the very first air show of the New York evidence of Whitehead’s stature among US aeronauts. Visitors were guided around the room clockwise. First, they saw a collection of photos showing Whitehead’s aircraft and motors followed by 33 photos of famous 102 airships (Santos-Dumont, Knabenshue, etc.), then 8 1906-12-15, Scientific American , p. 447-449. 103 1906-12-15, Scientific American , p. 448 (photo, lower right: stern of Whietehead’s 1901 machine); 92 1910-12-06, Binghamton Press , p.5 1907-01, Illustrierte Aeronautische Mittelungen , p.298; 93 1908-10-04, Los Angeles Herald , Special Section NASM, Ernest Jones Collection , Accession XXXX-0096 Appendix, 94 2012-09-10, Smithsonian Research Information System (Internet) p. 33, (photo, bow of Whitehead’s 1901 machine); 95 1901-07-08, Utica Observer 104 1907-01, Illustrierte Aeronautische Mittelungen , p.298 105 96 1904-08-25, St. Louis Republic , p. 4 1966, Before the Wrights Flew , S. Randolph, G.P.Putnam’s Sons, 97 Popular Mechanics , classifieds, monthly 1905-1911 New York, p.101 (e.g. Popular Mechanics , Apr. 1906, p. 486) 106 1934-07-23, letter, Junius Harworth to Stella Randolph 107 98 1935-04-18 & -06, Letters , H. Honeywell to S. Randolph 1908-11-03, NY Sun, p.6; 1909-03-14, NY Times 99 1904-10-29, John J. Dvorak in Bridgeport Daily Standard , p. 1 108 1934-07-17, Interview protocol, S. Randolph/S.Y. Beach 100 1906, Automotive Industries , Vol. 14, p.600; 109 1910-06-06, NY Sun , p.10 110 1906, Motor Body Paint & Trim , Vol. 42, p.404 1909-12-05, NY Sun , Part 2, p. 8 101 1907-08, Popular Mechanics 111 1906-09-13, NY Herald , p.4 Aeronautical Society in Morris Park in 1908 112 . The Charles Wittemann was co-founder of the New York second was built for Louis R. Adams 113 , President of the Aeronautical Society 125 . When asked about Whitehead’s Long Island Automobile Club and Vice President of both abilities as a motor-builder, he described him as “a genius ” the New York Aeronautical Society 114 and the Aero Club of 126 . The airplane shown in the photo above was built for America 115 . The third was built for Bridgeport resident, C.W.Miller by Wittemann and, according to him, equipped Howard Booth 116 . with a Whitehead motor 127 :

In 1909, all winged, heavier-than-air aircraft in America Other wholesalers of Whitehead motors were the were grounded by Wright brothers’ injunctions 117 . If an President of the Pacific Aero Club and first commercial aviator wanted to continue flying his own aeroplane, he airplane builder on the US West Coast, Cleve Shaffer128 was required to buy a Wright license which cost more than and the international airplane and motor dealer, Geo. $25,000 118 . The only other legal option was to buy the Lawrence, who sold Whitehead motors throughout the Wrights' canard-biplane-pusherprop invention 119 , which USA and Europe 129 . So far, over 40 different Whitehead most were unwilling to do. motors have been identified 130 . Parts of an eight-cylinder engine exist to this day. Whitehead’s daughter, Rose, Whitehead’s final aircraft construction job was for a remembered there were sometimes more orders for helicopter 120 (which didn’t violate the Wrights’ patent). He motors than she could hold in her hands when she fetched built it for the President of the Aeronautical Society of the mail. She also remembers her father returning more America, Lee S. Burridge 121 . Whitehead had previously than 50 orders (including down-payments) on a single day stopped flying altogether when the monoplane he was due to overcapacity 131 . There are indications of the piloting crashed into a bridge, crushing his rib-cage. 122 existence of many more Whitehead motors in the years 1902-1915. Here, research has only just begun. Starting in 1910, Whitehead’s motor business boomed all the more. He continued building motors for retail On October 15, 1964, Charles Wittemann made a sworn customers like C.S.Wilson, who successfully competed in statement declaring he’d spent a week in Bridgeport, had events in his Whitehead-powered plane 123 . He also closely examined Whitehead’s acetylene engine and wholesaled his engines to dealers and manufacturers. found it capable of performing No.21 ’s August 14, 1901 One was America’s first successful, commercial aircraft flight. The weight of this testimony derives not only from builder, C. & A. Wittemann 124 . Wittemann’s familiarity with the motor but also from his legal standing. Upon entry to WW1, Wittemann was appointed by US President Wilson, as America’s highest- ranking aeronautical expert.

Both direct and circumstantial evidence for a powered flight by Whitehead can be summarized as follows:

Evidence: - 17 witnesses saw him in powered flight pre 1903; - 3 news reports attest to having seen a photo of his 1901 machine in flight; Circumstantial Evidence:

Curtiss type Wittemann airplane with Whitehead motor - the Lilienthal wing he used was airworthy; - the US’s highest ranked aeronautical expert, Wittemann, examined the motor and deemed it airworthy; (as did the German motor expert, Dienstbach);

112 - Whitehead was a trained engine-builder; 2012, T. Crouch, Aeronautic Society of New York & the Birth of - numerous pioneers used Whitehead motors; American Aviation 113 1909, Automobile Topics , Vol. 17, E.E.Schwarzkopf, p. 1555; - by 1901, Whitehead had eight years‘ flight 1900-12-20, NY Daily Tribune , p.5 experience; 114 1915-03-26, NY Tribune , p.11 - two replicas (USA ’86 & Germany ’97) flew 115 1908-09-20 Los Angeles Times , Part 3, p.1; 1912-05-10, NY Times successfully (albeit with modern motors, throttled 116 1908-11-22, Bridgeport Sunday Herald for max. 16 hp output); 117 1909-08-20, Syracuse Herald , p.1; - Surviving photos show an airworthy machine. 1910-04-07, Brooklyn Daily Eagle , p.4 118 1910-05-22, NY Sun 119 1981, Crouch, T., A Dream of Wings , p. 307: As a result of the Wrights‘ injunctions against all flying in the US, their friends (incl. Octave Chanute & Dr. George A. Spratt) distanced themselves. 120 1911-07-23, Bridgeport Sunday Herald , p.18 125 1908-11-03, NY Sun , p.6 121 1911-07-23, Bridgeport Sunday Herald , p.18; 126 1964-10-15, Affidavit, C. Wittemanns (also on tape) 1911-12-23, Western Champion , p.24, Qld., Australien 127 1910-07, “Aircraft ”, p.193 122 1910-07-13, Utica Daily Press , p.1; 1910-07-13, Rome Daily 128 Photo of Shaffer trade show booth with Whitehead Motor ad. Sentinel , p.5; 1910-07-13, Democrat Chronicle, Rochester , NY, p.1; 1910-01-17 in Oakland & 1910-05-11 in San Francisco. 1910-07-23, Fair Play , St. Genevieve, Mo., p.1 129 1910-06, , p.213; 1910-07, Aircraft , pp.119, 232 & 269; 123 1910, Aircraft , Bänder 1&2, p.225; 1978, Randolph/O’Dwyer, 1912 , Atmos L'Annuaire de L'Air , Switzerland History by Contract , p.138 130 2009 , Ich flog vor den Wrights , A. Wüst, 3rd edition p. 184 124 1910, C. & A. Wittemann Catalogue 131 2009 , Ich flog vor den Wrights , A. Wüst, 3rd edition, p. 184 professor who wrote a critical statement about Whitehead At the very least, these facts in the 1940s. However, back in 1904 Dvorak wrote a front support a re-evaluation of page Op-Ed, praising Whitehead and opining that he was Whitehead’s place in aviation far ahead of all other aviation pioneers 136 . history.

The next was James Dickie, who was identified in news However, they also support 137 132 reports as being present together with Andrew Cellie for the author’s (and others’ ) unmanned test flights on June 3 1901 and again at the conclusions that Whitehead first flight on August 14, 1901. Dickie later claimed he made history’s first powered, never knew Cellie, although they lived a few blocks from sustained, controlled flight. each other 138 and that he hadn’t seen “the aircraft” fly.

Wright neglects to mention that Dickie was being shown a

photo of a ground-based engine test bed at the time (and

Gustave Whitehead being asked if it was “the aircraft”). He also neglects to Opposing Views: Jan. 1,1874-Oct.10,1927 mention that Dickie had lost money he’d invested in Whitehead’s projects. Furthermore, Wright would have Over the years, critics have used many arguments to never known of Dickie’s statement if it hadn’t been counter Whitehead’s claim. The first was Orville Wright published by Whitehead’s biographer alongside the who chose to comment just before the end of WW2 in a statements of the other witnesses (whom Wright chose to US military magazine 133 . ignor)e. Ultimately, if Dickie’s statement is taken on its face value, it’s a matter of weighing his statement, in Wright’s main argument was that, because no other which he insists he wasn’t present, against the 17 newspapers reported the flight, it must have been a hoax. statements of other witnesses, among them three JPs, two Using that same reasoning, the 133 articles discovered engineers and one journalist, who say they were present since would “prove” it to be true. Of course, they “prove” and saw Whitehead fly. nothing, except how faulty Wrights’ argument was. Wright’s most daring argument claimed that Whitehead’s Wrights’ next argument was that a “delay” of 4 days from former customer, Stanley Yale Beach, had signed a August 14 until the story was published on August 18 statement declaring that Whitehead never flew. This 1901, along with the fact it was published on page 5 argument appears to have been wishful thinking at best. (where sensational news sometimes appeared) under a For, while such a statement was indeed drafted and sent drawing of witches on broomsticks, somehow “proved” it to Beach shortly before Wright’s article was published, wasn’t meant to be taken seriously. However, the Beach never signed it. Even if he had, there’s no evidence newspaper was a weekly which published the story Beach even knew Whitehead at the time. The argument’s without delay in its next edition. [In this context, Wright “daringness” stems from what Beach actually did write overlooked the fact that he invited no journalists to attend about Whitehead. On five separate occasions Beach, as his own first flight attempt and that the first journalist to Aeronautical Editor of Scientific American, attributed 139 see him and his brother fly, Amos Root, delayed 102 days successful, pre-Wright flights to Whitehead . and seven editions before publishing his report on page 36 of a beekeeper’s journal (under illustrations of flowers and Finally, Wright neglects to mention that none of the five beehives). The first time Wright invited 60 journalists to witnesses he cites for his own 1903 flight made any kind watch him and his brother fly (on May 3, 1904) they failed of sworn statement. to get airborne for 3 days until all the journalists left, calling them “liars, not flyers”] 134 . Wright also neglected to Both the author and “Jane’s” examined arguments mention that witches on broomsticks were a well-known advanced by other critics before reaching their respective good luck symbol among early aviators 135 . The argument conclusions. While most arguments were disqualified (due was ultimately settled when the same newspaper to speculation or hearsay), the author found some of them republished the story on Jan. 23, 1937, reiterating that it did have varying degrees of merit. These were duly had been a serious report. weighed against the overall body of evidence and succumbed, on balance, to the preponderance. Ultimately, Wright next relied on three persons he called “witnesses”, the core evidence is that Whitehead, a trained engine- all of whom state they weren’t present at Whitehead’s builder and experienced glider pilot, built 20 airplanes 1901 flight and two of whom didn’t even know Whitehead before building a visibly airworthy No. 21 using a Lilienthal at the time. The first, John Dvorak, was a physics wing. No reasonable grounds could be found for dismissing the sworn statements of all 17 witnesses who testified that they’d seen him fly. 132 Also recognized as first in flight by Prof. J. Crane (Harvard Univ.), 1935-11-23, letter to L. Whietehad; Prof. A. Zahm (US Library of Congress), 1945, Powerplane Fathers , Univ. Press, p.27-36); Jack Carpenter, biographer of Glenn Curtiss & Waldo Watermann, letter to L. Opdycke, May 23, 1989, p.1 136 1904-10-29, Bridgeport Daily Standard, p. 1 133 1945-08, US Air Service, p.9 137 1901-06-09, NY Sun, p.2; 1901-07-26, Minneapolis Journal, p.7; 134 1905-01-01,Gleanings in BeeCulture, Root, Amos I., p.36 1901-06-15, Watertown Daily Times, p.12 135 1908-09, Chicago Tribune on Glenn Curtiss, illustration by Briggs 138 1901. Bridgeport Directory 1910, Commemoration medal, Pennsylvania Aero Club 139 Scientific American, 1903-09-19, p.204; 190601-27, pp.93-94; 1906- 1910-2013, Logo, Pennsylvania Aero Club 11-24, pp- 378-379; 1906-11-15, pp. 447-449; 1908-01-25, p. 54