Patent Problems and Intellectual Property: “The Indigestion of Success”

Aside from love, one of the great emotions humans can experience is the thrill of discovery and achievement – being the first to reveal more of nature’s immutable laws governing the cosmos or doing something no one else has been able to do. Patent Warning_1 Some aspects of life inevitably go together – a coupling of cause-and-effect, if you will. Sometimes, we simply cannot have one thing without another. The claim that “there is a price to be paid for everything” seems a truism which ably illustrates that contention of coupled cause-and-effect. In that vein, man’s finest intellectual achievements or physical accomplishments materialize only after significant vested effort is expended. Our personal life experiences leave no doubt that hard work is a necessary, though not sufficient, prerequisite for great success…in any venue. We understand that. Not so obvious is the other price often associated with intellectual achievement and intellectual property, a price which is extracted after the fact – the tedious, ongoing, and costly effort required to establish and maintain the legal rights to the intellectual property behind any significant achievement.

I call this second price to be paid for success “the indigestion of success” which is often so severe as to result literally in ulcers if not merely pervasive, never-ending discontent.

The “indigestion of success” begins with proving one’s priority of invention while establishing patent rights, and it continues seemingly forever while vigilantly protecting those rights against usurpers. The motivation to defend one’s intellectual property is typically financial, but, understandably, the battle becomes distinctly a matter of personal principle as we will see…and the consequences can be tragic. It is difficult to overstate the high price – both financially and emotionally – of defending intellectual property and priority, yet this surcharge on success is inevitably demanded of inventors, engineers, scientists, and entrepreneurs. The list of such examples is varied and fascinating, stretching far back in recorded history. Gaileo Galilei, Isaac Newton, and Michael Faraday, three of the greatest physicists of all time were each affected by priority controversies during their careers – especially Newton, as we shall see. In the realms of engineering and business, Thomas Edison, Howard Armstrong (radio’s greatest inventor/engineer), Robert Noyce (of integrated circuit fame), and Steve Jobs of Apple Computer were all enveloped by priority controversies and patent battles. Even the Wright brothers, the well-documented founders of modern aviation paid a stiff price defending their marvelous invention, the controllable “flying machine.”

The Wright Brothers: Hard Work, Triumph, then Disillusionment

Wright Glider 1902_1 I just finished reading David McCullough’s new book, The Wright Brothers, which relates the incredible story of the two brothers from Dayton, Ohio – bicycle mechanics/salesmen who created the first true “flying machine”…in their spare time! McCullough is a consummate teller of true stories, but the story of these two men tests the line separating fact from fiction because their stunning success seemed so improbable. The truth is, the Wright Brothers “invented” and successfully flew the first full-sized, self-powered, controllable airplane – a staggering accomplishment for two young men with no formal technical credentials. Their ultimate success was rooted in a fascination at the prospect of manned flight coupled with a single-minded, driven determination to do whatever it takes to accomplish their dream of flying. The two brothers constitute the very best examples of self-made men… engineers and flyers, in their case. Their accomplishments are so thoroughly documented as to seem unassailable and safe from thieves who would steal in the courts of patent law, yet it was not quite that simple. It never is. Author McCullough paints a clear picture on his pages of just how technically challenging their task actually was. What also emerges is the sad turn of events their triumph became once the airplane was designed, tested, documented, and patented. Wilbur Wright, the brilliant engineering mind for whom no technical challenge seemed too large, died early in 1912 at the young age of forty-five years. The official cause of death was typhoid fever, but it seems Wilbur’s spirit was dying for quite some time before his body expired. In May of 1910, the brothers, who did all their own flying from the project’s onset in 1900, went up together in their Wright Flyer for the very first time – some seven years after Orville’s first flight at Kitty Hawk. Their disciplined methodology throughout the project dictated that, should there be an accident, at least one of them should survive to carry on the work. Their flight together that day seemed their tacit acknowledgement that they had completed their life’s dream; all that remained was to form and grow a profitable company which would carry on their work and insure a comfortable livelihood for the brothers and their immediate relatives.

WilburWright7[1]By 1912, two years had passed since Wilbur Wright had last done what he truly loved to do: Piloting the Wright Flyer while perfecting its design. His weeks and months the past two years were spent on business trips to New York and Washington and in courtrooms defending the patent portfolio he and Orville had assembled as the backbone of their new Wright Company… for the manufacture of airplanes. In author McCullough’s account, Orville took note of Wilbur’s restless discontent with the tedium and exasperations of establishing their company, noting that after a day spent in offices dealing with business and patent matters, Wilbur would “come home white.”

Wilbur, himself, wrote of the patent entanglements: “When we think of what we might have accomplished if we had been able to devote this time to experiments, we feel very sad, but it is always easier to deal with things than with men, and no one can direct his life entirely as he would choose.”

Within several years of Wilbur’s death, Orville Wright had sold the Wright Company to others, preferring a peaceful, retiring life to one spent constantly battling corporate demons and those who would usurp the brothers’ past and future accomplishments. His mission for the remainder of his long life: To represent his brother while defending the less materialistic aspects of the Wright brothers’ legacy. I believe I would have done precisely the same, were I in his shoes. Other notable, historical figures in similar circumstances made sadly different decisions when faced with the indigestion of success and the never-ending need to protect intellectual property. The two examples that follow vividly illustrate just how bad these matters of priority and intellectual property can become, especially for the most-principled of participants.

Edwin Howard Armstrong: Radio’s Greatest Inventor/Engineer and Tragic Victim of His Own Success and the Patent System

For radio and electrical engineers who know the history, Edwin Howard Armstrong is the tragic hero of early “wireless” and a victim of the radio empire which he helped to create. Howard Armstrong was the quintessential radio engineer’s engineer – bright, motivated, creative…and stubbornly persistent. He exuded personal integrity. The very qualities which made him the greatest inventor/engineer in the history of radio, led to his downfall and suicide in 1954. Howard Armstrong surfaced in 1912 as a senior electrical engineering major at Columbia University with an obsessive interest in the infant science of “wireless” radio. He was a fine student with a probing, independent mind that suffered no fools. In 1912, while living at home in nearby Yonkers, New York, and commuting daily to Columbia on an Indian-brand motorcycle, he invented a way to greatly increase signal amplification using a single De Forest Audion vacuum tube by feeding part of the tube’s marginally amplified output back to the input of the device where it was amplified over and over again. This technique is now known in the trade as “regeneration,” or positive feedback. Along the way, young Armstrong had made great strides in understanding the technology behind Lee De Forest’s recent invention of the Audion tube, insights far beyond those De Forest himself had offered. While tinkering with the idea of signal regeneration in his bedroom laboratory early on the morning of September 22, 1912, he achieved much greater signal amplification from the Audion than was possible without using regeneration. The entire household was abruptly awakened by young Armstrong’s unrestrained excitement over his discovery, and an important discovery it was for the infant science of “wireless radio.” Regeneration was patented by Armstrong in 1913/14 and was used, under license from him, in countless radios during the early years when radio sets with more than one tube were very expensive to produce, due to the high cost of tubes.

Armstrong Patent_2Armstrong’s 1914 patent on the regenerative receiving circuit – one of the foundations of early wireless radio and a gateway to efficient tube-based radio transmitters, as well. Armstrong_Regen_1 Armstrong’s historic, handwritten chronological account of inventing the regenerative circuit – page one of six; likely written around 1920 to serve as evidence in the litigation with De Forest over Armstrong’s regeneration patent. Note the Sept. 22, 1912 date of his triumph (near the bottom).

In 1914, Lee De Forest stepped forward to challenge Armstrong in court over Armstrong’s patent, claiming that he, De Forest, was the legitimate inventor of regeneration. The litigation in the court system over regeneration went back and forth, lasting twenty years and finally ending up in the United States Supreme Court. Shockingly, De Forest was handed the final decision by the court, but the substantial body of radio engineers across the nation in 1934, who were well aware of the “radio art” and its history, were not buying De Forest’s claim. They fully supported Armstrong as the legitimate inventor – the same view held today. The twenty-year patent litigation battle over regeneration was the longest in U.S. patent court history. Unfortunately, that was only the beginning of Armstrong’s troubles with the patent courts and those who would take advantage of his work.

The Tragedy of Edwin Howard Armstrong

Howard Armstrong was one of the last, great, lone-inventor/engineers. He was long affiliated with his alma-mater, Columbia University, and had extensive business/patent dealings with giant corporations, such as RCA and Philco, which drew their life-blood from his inventions and the industry which he helped to create. By licensing his many important patents to these corporations, Armstrong became a very wealthy man. At one time, he was the largest stockholder in the giant RCA Corporation. Despite such wide-spread affiliations, he was, by temperament, an independent thinker in the lone-inventor mold. As radio entered the late nineteen thirties, men-of-action like Armstrong were becoming obsolete, increasingly overrun by corporate bureaucracies and their in-house armies of engineers. Radio was now out of the hands of the lone-inventor, becoming the exclusive domain of the moneyed corporations with influence at the FCC (Federal Communications Commission) in Washington. Armstrong increasingly found himself defending his legitimate patent rights against large corporations which were treading on those rights, battling their great financial resources and their legions of corporate lawyers. As he continued to lose rightful patent royalties to corporate violations of his patents, he stubbornly fought back fueled by his personal principles of fair play, all the while dissipating his once-great financial security to fund the necessary lawyer’s fees. Armstrong was a man of principled integrity; he could have capitulated, retreated, retired comfortably, and lived out his life, but he chose to fight.

Armstrong's Suicide    004Ultimately, those ceaseless legal battles wore him down, bankrupted him, and destroyed his long marriage. On May 5, 1954, he stepped from his New York apartment window to his death thirteen stories below. In an ironic sense, he fell victim to the industry and the changing times he helped to create. He also was victimized by the very qualities which made him great: Intellectual independence, principled integrity, and the stubborn will to persevere. There are many lessons to be learned from Howard Armstrong’s life-story. The lone crusader was crushed by the corporate “Goliaths” he helped create. Final postscript: After Armstrong’s death, his estranged wife, Marion, took up her husband’s ongoing patent battles with the Goliaths of the radio industry. She eventually prevailed in every single case!

Inventor of the Calculus: Isaac Newton or the German Mathematician, Gottfried Leibniz?

History’s most ardent defender of his intellectual property also happened to be the greatest scientist/mathematician of all time, Sir Isaac Newton. As vindictive as he was brilliant, Newton waged one of history’s most vicious priority battles with Gottfried Leibniz over credit for the development of the calculus, that ubiquitous, indispensable mathematical tool of the engineer and scientist. Newton formulated its fundamentals in 1665/66, the famous “miracle year” spent at his mother’s homestead in isolation from the great plague which swept through England at the time. GodfreyKneller-IsaacNewton-1689[1]Newton’s peerless scientific self-discipline tended to completely desert him when challenged by others on matters of intellectual priority which he felt belonged to him. Leibniz and Robert Hooke were two men who famously felt the full force of Newton’s rage in such matters. For Newton and his circumstances, there was no real money at stake – only prestige and ego, and Newton’s ego was well-developed… and sensitive. Today, both Newton and Leibniz are credited with independently developing the calculus – essentially true, although it appears certain that Leibniz had unauthorized access to some of Newton’s early personal papers on the subject. In that sense, Newton is regarded as the “primary” developer of calculus. Leibniz never quite recovered from the savage and telling effects of Newton’s vindictiveness which was well publicized in scientific circles and which reduced the great Newton to unprincipled deceits in his efforts to discredit his rival. In Newton’s mind, much more was at stake than mere money: For him, personal satisfaction and the ego-satisfying prospect of scientific immortality were far more important motivators. In his defense, one could argue that, for Newton, the long-term stakes riding on his efforts to receive due credit for his brilliance were much higher than most. Nevertheless, when all was said and done, Newton’s personal reputation suffered significantly even if his scientific reputation remained unsullied over the dispute with Leibniz.

What Would You Do?

Milton_Wright_1889[1]If you were ever in the position of enjoying a significant personal success that had already conferred substantial wealth upon you, yet huge wealth beckons you or whoever else takes the enterprise still further – what would you do? Like Orville did, I would have heeded Bishop Milton Wright’s early admonition to his children (paraphrased here) that greed is bad and leads to grief; be content with sufficient money to sustain a comfortable life and require nothing more beyond that than the normal pleasures of life and living. The Bishop also warned against temper and ego. The Bishop was a very wise man; the brothers received some very informed guidance.

 “If I were giving a young man advice as to how he might succeed in life, I would say to him, pick out a good father and mother, and begin life in Ohio.”

 – Wilbur Wright

Click here to get to last week’s post, The Brothers Wright had “The Right Stuff”

The Brothers Wright Had “The Right Stuff”

Their names are synonymous with the airplane and aviation, yet they are under-appreciated by today’s public. Wilbur and Orville were brothers from Dayton, Ohio, and they truly had “the right stuff.” Nobody knew their names in the beginning. This famous picture captures the moment that changed everything.

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 Kitty Hawk – Dec. 17, 1903 – Orville Wright at the controls!

Chuck Yeager, the famous test pilot who first flew through the sound barrier at Edwards Air Force Base in 1947 also personified the “right stuff”, and nobody knew his name. Also anonymous were his fellow test pilots at Edwards who risked their necks while pushing aviation’s “envelope” in the early part of the last century. But, all of it started with the Wright brothers from Dayton, Ohio.

Humans had dreamt of flying for centuries. It finally truly happened on December 17, 1903 on the barren sand dunes of Kitty Hawk, North Carolina. The chosen site of mankind’s first self-sustained, powered flight had little to offer as amenities except sweeping expanses of soft sand and virtually constant wind – just what the brothers Wright were looking to find. Despite all the hot-air ballooning and gliding experiments that had taken place decades before that day in December, 1903, there were many so-called aviation “experts” who said man would never truly fly…right up to the time of the Wright brothers’ first powered flight.

Wright Bros. Stamp_1Wilbur and Orville Wright were not listening to the skeptical “experts.” They navigated their successful course relying on their own compass bearings: That was just their way of doing things – a necessary ingredient for the “right stuff” recipe. Even so, they had hoped to leverage their engineering/design efforts by using worthy findings and data compiled by their contemporaries and predecessors in “the flying machine game.” It was only common sense to use what findings were already available. But, as often as not, the brothers had to invent and chart their own course in so many ways.

Even the great German, Otto Lilienthal, whose pioneering experimentation with gliders furthered the cause of flight, had compiled data on wing curvature that was proven erroneous by the independent-minded brothers who proceeded to correct Lilienthal’s findings. Ultimately, the brothers Wright did things their own way, and, in the process, provided society not only with man’s first flying machine, but with a template for future large-scale engineering and manufacturing processes.

1909_Wright_Cycle_Shop[1]There are few stories more engaging than that of these two brothers who turned the world on its ear through their vision, ingenuity, and stark determination. Imagine: Two brothers in the business of manufacturing and selling bicycles from their tiny shop in Dayton, Ohio, taking upon themselves the immense task of building a flying machine by studying and observing birds in order to decipher their DNA encoded secrets of flight. Wilbur and Orville had no fancy college education to enable them. It was their curiosity and sense of wonder, coupled with their practical, can-do attitude, that powered them to success in the venture.

Their father, Bishop Wright, was a religious man – a traveling pastor whose personal example instilled in the brothers their common-sense approach to life and their devotion to hard work. And the task they undertook required copious quantities of both virtues.

Their first successful powered flight of 12 seconds duration over120 feet of distance occurred during the third of three extended trips to Kitty Hawk. The first two outings which began in 1900 were devoted to gliding experiments.

Among the critical findings during those first two extended stays on the site’s desolate sands were the concepts of wing-warping and proper wing curvature. Warping of the wings using controls by the prone pilot anticipated the modern aileron design present in all modern airplanes and crucial to controlled turns. It was their correct surmise that control of the machine was the ultimate problem standing in the way of successful flight, and they attacked it with a vengeance. The critical wing curvature question was tackled in the backroom of their cycle shop using one of the first wind tunnels ever constructed (by themselves, of course!).

There was one major problem remaining, and that was acquiring a very lightweight engine capable of launching their craft in the air…and keeping it there. A search for appropriate power-plants revealed none, so the brothers furnished their own! The twelve horsepower, four cylinder engine with a lightweight aluminum block was designed and built by Charlie Taylor, a mechanic with a genius bent who worked for the brothers in the backroom “machine shop” of their cycle shop. Yes, luck is always present in any successful endeavor with a long reach, but the brothers’ association with Mr. Taylor accurately illustrates the adage that talent attracts talent. It is quite incredible and so fitting that the brothers produced, as icing on the cake, their own power-plant for the world’s first true flying machine.

The brothers continued their pioneering work on flight in the years which followed Kitty Hawk, keeping much of it under wraps for fear of those who would steal from them, their patentable ideas. Indeed, in France they believed that they, the French, were leading the charge in aviation – that is, until Wilbur traveled to France in 1908 and took the wraps off the brothers’ latest refinements with a tour-de-force series of demonstration flights by Wilbur in the latest “Wright Flyer.” The French were stunned and found themselves quickly relegated to a back seat in the bus along with the rest of the “flying machine” contenders.

Wilbur died early, in 1912, but Orville lived until 1948, long enough to see their brainchild, the airplane, exceed anyone’s wildest imaginings. I recall that Orville’s death occurred just one year after Chuck Yeager shattered the sound barrier in the rocket-propelled Bell X-1 at Edwards, thus giving birth to a new age in aviation.

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The saga of the Wright brothers is the quintessential American story. Fact is always stranger than fiction…and so much more engrossing. I love a true story, well-told, so I am very pleased that the author/historian best positioned to do the Wright brothers justice has chosen to do so in his just-released book, The Wright Brothers. That, of course would be David McCullough, winner of two Pulitzer Prizes for his biographies, Truman, and John Adams.

Wright_Brothers_in_1910[1]Author McCullough maintains that Wilbur and Orville Wright, though well-known, are under-appreciated by today’s public; I agree. In reading McCullough’s carefully researched account, I find so much of value in their story which sticks to the reader’s ribs. The author’s demonstrated appreciation of “excellence” and “self-reliant” motivation resonates perfectly with the characters in his book. In today’s world, with its emphasis on glitz and immediate, though transient impact, the devotion-to-task and patient steadfastness of the Wright brothers may appear old-fashioned and out-of-date, but there is no denying that that they, as much as anyone in our history, characterize our celebrated “Yankee ingenuity” and inventiveness. These were serious people, doing serious engineering, and making great history. I applaud author McCullough for his thorough research which figures so prominently in highlighting the personal characteristics of these men, characteristics which enabled their great success. The world has been and continues to be changed forever by the likes of them.

Remarkably, they achieved this great success without any outside funding for their efforts – unlike some other competitors who failed, despite government funding. True to their independent nature, the brothers paid their own way – entirely. Later, the government in Washington predictably became very interested in their flying machine… for military purposes.

I found fascinating, McCullough’s vignette on Amos I. Root, an enterprising beekeeper from upstate Ohio and one of the very few people who took any notice of the Wright’s extensive test flying at Huffman Prairie, near Dayton, in the spring of 1904. It was over that expansive prairie that the brothers perfected their flyer and honed their flying skills. This went on for months, to the complete oblivion of virtually everyone in the region including the local Dayton newspapers. Proud owner of a new Oldsmobile automobile, Root would motor down to Dayton to watch the brothers fly, earning their friendship and confidence, in the process. It was months before the population and the local papers finally latched on to the importance of what was visibly happening right under their distracted noses. In contrast to the public at large, Mr. Root possessed intellectual curiosity and sufficient wisdom to be able to discern history in the making.

And finally, much like the brave, intrepid test pilots like Chuck Yeager at the Edwards Air Force Base Test Center, the two brothers risked their lives every time they went up in the air – even in the early gliders. The brothers did all of their own flying. The first airplane passenger ever killed was a member of the Signal Corps who went up with Orville in 1908. Orville was seriously injured and barely survived the crash. Nothing about their remarkable, successful journey was simple or easy. I confidently hope that David McCullough’s book will help to impress that fact upon the public while generating new interest.

The quote which opens chapter one is perfectly suited to the message received from the story within the book:

“If I were giving a young man advice as to how he might succeed in life, I would say to him, pick out a good father and mother, and begin life in Ohio.”

 – Wilbur Wright

Postscript:

With all due respect to Ohio, that state may not quite be the exciting cauldron of opportunity it once was, but Wilbur’s contention that a good father and mother are  prime catalysts to the success of their offspring still holds true. I feel so strongly about that contention that my blog post last week happens to be about the most important job in the world: PARENTING. I think the brothers Wright would agree.

Click here to see last week’s post on PARENTING

 For my previous blog post on author David McCullough click here:

My post on David McCullough

Better to Pursue One’s Passion or a Practical Profession?

First Flight_1 Crop

The Wright Brothers from Dayton, Ohio, pursued their passion of manned flight. In 1903, their dedication and efforts created not only a practical profession for themselves, but the entire aviation industry! In case they were not successful, they had an established backup plan: Their profitable bicycle shop back home. They were quintessential examples of successfully pursuing a passion.

The working world offers many career choices. Within any given category lurks the tricky task of choosing “passion” or “practical profession.” The question is: “Shall I pursue my passion, or shall I choose a more predictable profession which will offer financial security?” The expense of a college degree or other training which is required is often a significant factor in the whole equation. Let us look at another, less dramatic example of passion vs. profession involving aviation.

Another Aviation Example: Passion or Profession?

For a youngster looking to the future who loves airplanes, the prospect of flying them might entail both a passion and the most enviable of professions – at least until a reality check makes it clear that a smooth path to a steady, well-paying flying career in the airlines is a thing of the past. Many career airline captains in past decades received their flight training and flying experience while in the military, a point of entry which is, today, almost non-existent compared with years past – especially the World War II and Korean War eras.

Private aviation flight schools are no less expensive than most colleges and universities; a degree/certificate from one of these comes complete with very tenuous employment opportunities with the major airlines. Flying for a small feeder line guarantees very poor pay, long hours, and no job security – if one should be so lucky to even find such a position. For some, their innate talent and the dedication to pursue their passion will overcome any practical considerations…and Godspeed to them!

A more practical alternative for the aviation buff might be to enroll in a college or university which offers a degree in mechanical or aeronautical engineering. With such credentials, the chances of a stable and rewarding career in aviation are significantly improved – compared to flying. My father had such a career.

My Father and the Perfect Solution

My Father had a lifelong passion for airplanes and aviation along with virtually no initial chance, whatsoever, to embrace his passion or even to experience a rewarding career in the field. He had but one year of high school before coming face-to-face with the necessity of going to work to help support his family during the Depression. He went from the bicycle assembly shop at Arnold Schwinn in Chicago in 1940  (the year I was born)  to senior mechanical design engineer/engineering manager at United Air Lines many years prior to his retiring (comfortably) in 1981 from United. He accomplished this very difficult feat through dedication, study, and hard work over many years.

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My father was a most uncommon man: You may read my prior posts on him for the details. Click here for: Aviation Scrapbook: A Long-Lost Treasure From the Attic (3-16-14); The Work Ethic and the Dignity of Excellence  (9-15-13); Family Funnies / Great Laughs! (6-9-13).

The point, here, is that he was able to do important work in aviation and to be around airplanes for the better portion of his career by making judicious choices along the way. Ultimately, he made his youthful dream come true by earning his private pilot’s license and flying single engine airplanes under the auspices of United’s employee flying club. Although he would have loved to fly for United as a career, he forged an alternate pathway to get up-close-and-personal to his great passion – airplanes and aviation. His career with United spanned thirty-seven years, capped by a comfortable retirement of eleven years before he passed away. He had aspects of both passion and stable profession over all those years.

Is the Passion vs. Profession Quandary Always Easy to Resolve?

Not really. For would-be artists, dancers, musicians, and athletes whose passion is  to reach the upper echelons, there is no compromise with the all-out dedication and effort those fields require. Although there is inevitably a fallback position available to those who fall short of reaching the top in those fields, the long-term prospects and the financial security of those alternate livelihoods are typically problematic.

It would seem that only those imbued with extreme confidence in their innate talent (and dedication) – Charles Lindbergh, for example – should “risk all” by entering a potentially dead-end, one-way alley. The rest would be well-advised to hedge their bets and plot an alternate path – just in case! Even Lindbergh, with his warranted, great self-confidence and his passion to make aviation history, had a fallback position: As an experienced air-mail pilot. He did not need it.

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Early Birdmen…or How Flying Has Changed!

In 1843, a most unusual engraving was published in London which was titled,The First Carriage, The “Ariel.” Its depiction was fanciful in the extreme for the time: A steam-powered airship featuring two six-bladed pusher-propellers and a cambered wing structure rising majestically from the plains outside of London and soaring over a gathering of spectators.

Ariel Steam Carriage PSCC

Fully sixty years prior to the Wright Brothers first powered flight at Kitty Hawk, North Carolina, the revolutionary design proposal by William Samuel Henson, an engineer in the lace-making industry of England, created quite a stir while serving as a pattern for the first monoplane (single-wing) designs to come some sixty years later. Henson’s vision was among the very first to propose propellers for providing motive power; the use of a wing with a cambered, or curved surface, was also prophetic. Although a moving tail and rudder were provided for ascent/descent and for “steering,” there was no provision for wing-warping or ailerons to enable controlled banking and turning. The Aerial Transit Company never really got off the ground, nor was a full-scale prototype ever built, but the design concept certainly gave impetus to the steady improvements which culminated in the Wright Brothers’ first powered flight in 1903. 

This Bird Did Fly!

Glenn Curtiss 1910 Recto

Postcard of Glenn Curtiss in the famous “Curtiss Pusher” Flying
 Over the Grandstands at the 1910 Los Angeles International Air Meet

 I found this marvelous item at a postcard collector’s show a few years ago. The 1910 Los Angeles International Air Meet was an historic, first-of-its-kind gathering to be held in the United States. It attracted over 250,000 people, many of whom saw airplanes for the first time. Also on display were some of the famous aviators of that time – a time when aviation was experiencing growth “on steroids.”

Glenn Curtiss was close behind the Wright Brothers as a mover and shaker in aviation. His famous 1910 “Curtiss Pusher” (named for the pusher-propeller) was helping to make a niche in aviation history for its inventor/flier.

Glenn Curtiss 1910 Verso 

The back of the postcard bears a distinct Hollywood postmark of Jan. 19, 1910, one day before the close of the meet. The sender writes: “How I wish you could have been here to see the wonders of the air – Thanks for your? sweet letter. Dear love Noah.” Such a great postcard, bearing first-hand witness to a significant event in aviation history! All of my thumbing through hundreds of postcards at the show was justified by this one “find.”

Glenn Curtiss LA, 1910 5 x7 LC

Photo of Glenn Curtiss at the controls of his “pusher” aircraft leaping into the air before the crowd at the Los Angeles International Air Meet on Jan. 11, 1910. This photo was taken on the second day of the meet, eight days prior to the above postcard’s postmark.

The following photo shows a vintage 1911 Curtiss pusher, largely renovated, but still featuring some of its original components, to the best of my knowledge. I took this photo last October at the Old Rhinebeck Aerodrome in Rhinebeck, New York. The airplane was taxied up and down the Aerodrome’s grass “field,” but not flown –  although still flyable. The old plane is now too valuable and “tricky” an aircraft to risk flying anymore A trip to the Rhinebeck Aerodrome is a “must” if you find yourself in that area of New York, especially if you have an interest in aviation history. Highly recommended!

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Happy Landings!