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Curtiss Aeroplane & Motor Company, Ltd

Company type	Public
Industry	Aerospace
Predecessor	Curtiss Aeroplane Company Curtiss Motor Company
Founded	March 1909; 115 years ago (March 1909)
Founders	Glenn H. Curtiss
Defunct	1929 (1929)
Fate	Merged with Wright Aeronautical
Successor	Curtiss-Wright
Headquarters	Buffalo, New York, United States of America
Number of locations	3
Key people	Frank Henry Russell
Revenue	US$1.566 billion
Number of employees	21,000 (1916)
Parent	Willys-Overland (1917–1920)
Subsidiaries	Burgess Company (1916–1919) Curtiss Engineering Company (1916–1932)

Curtiss Aeroplane and Motor Company (1909–1929) was an American aircraft manufacturer originally founded by Glenn Hammond Curtiss and Augustus Moore Herring in Hammondsport, New York. After significant commercial success in its first decades, it merged with the Wright Aeronautical to form Curtiss-Wright Corporation.

History

Origin

In 1907, Glenn Curtiss was recruited by the scientist Dr. Alexander Graham Bell as a founding member of Bell's Aerial Experiment Association (AEA), with the intent of establishing an aeronautical research and development organization. According to Bell, it was a "co-operative scientific association, not for gain but for the love of the art and doing what we can to help one another."

In 1909, shortly before the AEA was disbanded, Curtiss partnered with Augustus Moore Herring to form the Herring-Curtiss Company. It was renamed the Curtiss Aeroplane Company in 1910 and reorganized in 1912 after being taken over by the Curtiss Motor Company.

Curtiss Aeroplane and Motor Company

The Curtiss Aeroplane and Motor Company was created on January 13, 1916, from the Curtiss Aeroplane Company of Hammondsport, New York, and Curtiss Motor Company of Bath, New York. Burgess Company of Marblehead, Massachusetts, became a subsidiary in February 1916. At the same time, the Curtiss Engineering Company was established as a subsidiary in Garden City, New York.

With the onset of World War I, military orders rose sharply, and Curtiss needed to expand quickly. In 1916, the company moved its headquarters and most manufacturing activities to Buffalo, New York, where there was far greater access to transportation, manpower, manufacturing expertise, and much needed capital. The company housed an aircraft engine factory in the former Taylor Signal Company-General Railway Signal Company. An ancillary operation was begun in Toronto, Ontario, that was involved in both production and training, setting up the first flying school in Canada in 1915.

In 1917, the two major aircraft patent holders, the Wright Company and the Curtiss Company, had effectively blocked the building of new airplanes, which were desperately needed as the United States was entering World War I. The U.S. government, as a result of a recommendation of a committee formed by Franklin D. Roosevelt, then Assistant Secretary of the Navy, pressured the industry to form a cross-licensing organization (in other terms a Patent pool), the Manufacturer's Aircraft Association. Later that year, Curtiss was acquired by the automobile manufacturer Willys-Overland.

Curtiss was instrumental in the development of U.S. Naval Aviation by providing training for pilots and providing aircraft. The first major order was for 144 various subtypes of the Model F trainer flying boat. In 1914, Curtiss had lured B. Douglas Thomas from Sopwith to design the Model J trainer, which led to the JN-4 two-seat biplane trainer (known affectionately as the "Jenny").

The Curtiss Aeroplane and Motor Company worked with the United States' British and Canadian allies, resulting in JN-4 (Can) trainers (nicknamed the "Canuck") being built in Canada. In order to complete large military orders, JN-4 production was distributed to five other manufacturers. After the war, large numbers of JN-4s were sold as surplus, making influential as the first plane for many interwar pilots, including Amelia Earhart. A stamp was printed to commemorate the Curtiss JN-4, however a printing error resulted in some having the aircraft image inverted, which has become very valuable, and one of the best known rare stamps, even being featured in a number of movies.

The Curtiss HS-2L flying boat was used extensively in the war for anti-submarine patrols and was operated from bases in Nova Scotia, France, and Portugal. John Cyril Porte of the Royal Navy and Curtiss worked together to improve the design of the Curtiss flying boats resulting in the Curtiss F5L and the similar Felixstowe F.3. Curtiss also worked with the United States Navy to develop the NC-4, which became the first aircraft to fly across the Atlantic Ocean in 1919, making several stops en route. By the end of World War I, the Curtiss Aeroplane and Motor Company would claim to be the largest aircraft manufacturer in the world, employing 18,000 in Buffalo and 3,000 in Hammondsport, New York. Curtiss produced 10,000 aircraft during that war, and more than 100 in a single week.

Peace brought cancellation of wartime contracts. In September 1920, the Curtiss Aeroplane and Motor Company underwent a financial reorganization and Glenn Curtiss cashed out his stock in the company for $32 million and retired to Florida. He continued as a director of the company but served only as an advisor on design. Clement M. Keys gained control of the company from Willys-Overland and it later became the nucleus of a large group of aviation companies.

Curtiss seaplanes won the Schneider Cup in two consecutive races, those of 1923 and 1925. The 1923 race was won by U.S. Navy lieutenant David Rittenhouse flying a Curtiss R3C to 177.266 miles per hour (285.282 km/h). Piloted by U.S. Army Lt. Cyrus K. Bettis, a Curtiss R3C won the Pulitzer Trophy on October 12, 1925, at 248.9 miles per hour (400.6 km/h). Thirteen days later, Jimmy Doolittle won the Schneider Trophy in the same aircraft fitted with floats with a top speed of 232.573 miles per hour (374.290 km/h).

The Curtiss Robin light transport was first flown in 1928, becoming one of the company's biggest sellers during the Great Depression, and the 769 built helped keep the company solvent when orders for military aircraft were hard to find.

Curtiss-Wright Corporation

On July 5, 1929, Curtiss Aeroplane and Motor Company together with 11 other Wright and Curtiss affiliated companies merged to become the Curtiss-Wright Corporation. One of the last projects started by Curtiss Aeroplane was the ambitious Curtiss-Bleecker SX-5-1 Helicopter, a design that had propellers located midpoint on each of the four large rotors that drove the main rotors. This design, while costly and well engineered, was ultimately a failure.

Curtiss Aviation School

Curtiss also operated a flying school at Long Branch Aerodrome in Toronto Township, Ontario, from 1915 to 1917 before being taken over by the Royal Flying Corps Canada.

Atlantic Coast Aeronautical Station

Glenn H. Curtiss sponsored the Atlantic Coast Aeronautical Station on a 20-acre tract east of the Newport News boat harbor in the Fall of 1915 with Captain Thomas Scott Baldwin as head. Many civilian students, including Canadians, later became famed World War I flyers. Victor Carlstrom, Vernon Castle, Eddie Stinson and General Billy Mitchell trained here. The school was disbanded in 1922.

Products

Aircraft

Aircraft engines

• Curtiss A-2 (engine)
• Curtiss OX-5
• Curtiss OXX
• Curtiss C-6
• Curtiss D-12 (Curtiss V-1150)
• Curtiss K-12
• Curtiss V-2
• Curtiss V-1570 Conqueror
• Curtiss H-1640 Chieftain
• Curtiss R-600 Challenger
• Curtiss R-1454

Helicopters

• Curtiss-Bleecker SX-5-1 Helicopter

See also

• Alfred V. Verville

References

Footnotes

1. This plant would operate until 1932. After being used for the Nassau Collegiate Center and leased to the Sperry Gyroscope Company during World War II, the building was eventually sold in 1948.

Notes

1. ^ Pattillo, Donald M. (2001). Pushing the Envelope: The American Aircraft Industry. Ann Arbor: University of Michigan Press. p. 23.
2. Casey 1981, pp. 4–5.
3. Milberry 1979, p 13.
4. Casey 1981, pp. 36–37.
5. ^ Gunston 1993, p. 87.
6. "Aeroplane Factory for This Country" (PDF). The New York Times. March 4, 1909. p. 9. Retrieved November 11, 2021.
7. "Curtiss Company Reorganized". Aero. Vol. 3, no. 14. January 6, 1912. p. 274. Retrieved June 26, 2021.
8. Bell 2002, p. 87.
9. Casey 1981, p. 37.
10. Mondey and Taylor 2000, p. 197.
11. "New Curtiss Aeroplane Company is Organized". Elmira Star-Gazette. December 31, 1915. p. 2. Retrieved September 15, 2020.
12. Curtiss-Wright Corp. v. Village of Garden City, 57 N.Y.S.2d, 377 (Supreme Court, Special Term, Nassau County 11 June 1945).
13. Howell, Beryl (January 29, 1949). "30-Yr. Battle Finally Ends". Newsday. Retrieved November 1, 2021.
14. "Cultural Resource Information System (CRIS)". New York State Office of Parks, Recreation and Historic Preservation. Archived from the original (Searchable database) on July 1, 2015. Retrieved November 1, 2015. Note: This includes Martin Wachadlo and Francis R. Kowsky (February 2014). "National Register of Historic Places Registration Form: Taylor Signal Company-General Railway Signal Company" (PDF). Retrieved November 1, 2015. and Accompanying photographs
15. Molson and Taylor 1982, p. 23.
16. "Patent thickets and the Wright Brothers". ipbiz.blogspot.com. July 1, 2006. Archived from the original on October 30, 2007. Retrieved March 7, 2009. In 1917, as a result of a recommendation of a committee formed by the Assistant Secretary of the Navy (The Honorable Franklin D. Roosevelt), an aircraft patent pool was privately formed encompassing almost all aircraft manufacturers in the United States. The creation of the Manufacturer's Aircraft Association was crucial to the U.S. government because the two major patent holders, the Wright Company and the Curtiss Company, had effectively blocked the building of any new airplanes, which were desperately needed as the United States was entering World War I.
17. "The Wright Brothers, Patents, and Technological Innovation". buckeyeinstitute.org. Retrieved March 7, 2009. This unusual arrangement could have been interpreted as a violation of antitrust law, but fortunately it was not. It served a clear economic purpose: preventing the holder of a single patent on a critical component from holding up creation of an entire aircraft. Practically, the pool had no effect on either market structure or technological advances. Speed, safety, and reliability of US made airplanes improved steadily over the years the pool existed (up to 1975). Over that time several firms held large shares of the commercial aircraft market: Douglas, Boeing, Lockheed, Convair, and Martin, but no one of them dominated it for very long.
18. "The Cross-Licensing Agreement". history.nasa.gov. Retrieved March 7, 2009.
19. "Willys-Overland Controls Curtiss Aeroplane". Wall Street Journal. August 16, 1917. p. 5. Retrieved September 15, 2020.
20. Casey 1981, pp. 103, 123–124, 134–136, 174–175.
21. Casey 1981, pp. 176–179.
22. Casey 1981, p. 196.
23. "The Humble WWI Biplane That Helped Launch Commercial Flight". Wired. August 14, 2014. Retrieved September 1, 2015.
24. Rosenberry 1972, p. 429.
25. Studer 1937 p. 352
26. "Curtiss Company Sold to C. M. Keys". New York Times. September 26, 1920. p. 1. Retrieved September 15, 2020.
27. "Curtiss R3C-2." Archived January 6, 2012, at the Wayback Machine Smithsonian National Air and Space Museum. Retrieved: February 10, 2010.
28. "New Plane May Fly Straight Up In The Air." Popular Science, September 1930.
29. Long Branch Archived 2009-01-05 at the Wayback Machine

Bibliography

• Bell, Dana, ed. Directory of Airplanes, their Designers and Manufacturers. Washington, D.C.: Smithsonian Institution, 2002. ISBN 1-85367-490-7.
• Bowers, Peter M. Curtiss Aircraft 1907–1947. London: Putnam & Company Ltd., 1979. ISBN 0-370-10029-8.
• Casey, Louis S. Curtiss, The Hammondsport Era, 1907–1915. New York: Crown Publishers, 1981. ISBN 978-0-517543-26-9.
• Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Annapolis, Maryland: Naval Institute Press, 1993. ISBN 1-55750-939-5.
• Mondey, David, ed., revised and updated by Michael Taylor. The New Illustrated Encyclopedia of Aircraft. London: Greenwich Editions, 2000. ISBN 0-86288-268-0.
• Milberry, Larry. Aviation in Canada. Toronto, Ontario, Canada: McGraw-Hill Ryerson, 1979. ISBN 0-07-082778-8.
• Milberry, Larry. Aviation in Canada: The Pioneer Decades, Vol. 1. Toronto, Ontario, Canada: CANAV Books, 2008. ISBN 978-0-921022-19-0.
• Molson, Ken M. and Harold A. Taylor. Canadian Aircraft Since 1909. Stittsville, Ontario: Canada's Wings, Inc., 1982. ISBN 0-920002-11-0.
• Olszowka, John. "From Shop Floor To Flight: Work and Labor in the Aircraft Industry, 1908-1945." Ph.D. Dissertation, Binghamton University, 2000.
• Sobel, Robert. The Age of Giant Corporations: A Microeconomic History of American Business, 1914–1970. Westport, Connecticut: Greenwood Press, 1972. ISBN 0-8371-6404-4.
• Roseberry, C.R. Glenn Curtiss: Pioneer of Flight. Garden City, New York: Doubleday & Company, 1972. ISBN 0-8156-0264-2.
• Studer, Clara. Sky Storming Yankee: The Life of Glenn Curtiss. New York: Stackpole Sons, 1937.

External links

• The Curtiss Company: U.S. Centennial of Flight Commemoration
• History of the Aerospace Industry in Buffalo, NY

• Defunct aircraft manufacturers of the United States
• History of Buffalo, New York
• Curtiss-Wright Company
• Vehicle manufacturing companies established in 1916
• Vehicle manufacturing companies disestablished in 1929
• Manufacturing companies based in Buffalo, New York
• Defunct companies based in New York (state)
• Defunct aircraft engine manufacturers of the United States
• Defunct helicopter manufacturers of the United States
• Curtiss aircraft engines
• 1929 mergers and acquisitions