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All of my life I have been fascinated by the life and works of Glenn H. Curtiss.
A man who in the space of only ten years moved on from bicycle builder to the unchallenged largest aircraft producer of the world, garnering numerous accolades, prizes, records along the way, making the first aerial crossing of the Atlantic possible among many other things.
A man who revolutionized locomotion, yet died too early for his contribution and name to endure as a household name like Boeing, Douglas, Martin or Lockheed, despite the fact that they, like all the others, relied heavily upon his own achievements in their own modest beginnings.
A man so discreet and unassuming that he was often considered gloomy or boring because he didn't want to live the high life of the rich and famous (two things he was).
A man who sadly lost a lot of time and energy fighting back against the Wright Brothers' relentless attacks through multiple patent suits, just to prove that they alone had inventing aviation, while he strived to prove (and successfully) that not only others had come up with viable solutions before them, but also that their own solutions and understanding of how an aircraft should work were largely faulty.
A man whose efforts were largely brought to naught by the merger of his own company with that of his arch-rival in 1930, the very year he passed. Whether he had the time to see it happen and it actually played a part in his untimely death, I couldn't say.
There have been a lot of articles and books devoted to Curtiss; yet most of the time—and mainly because a publisher wants something fleshy enough to sell—it was as part of books with a wider scope, encompassing the Curtiss-Wright years and largely focusing on that latter period, which had no relation whatsoever to his work. Not just that: many of the books contain approximations and errors regarding that ill-documented era; Peter M. Bowers's Putnam book, Curtiss Aircraft 1907-1947, despite being of invaluable help as an introduction piece, was very poorly organized, and proved faulty in more ways than one; even Louis S. Casey's excellent and definitive book The Hammondsport Era, undoubtedly the best resource on that early period, is lacking in some respects.
And so, for people like me who've spent a lifetime researching his contributions but don't live in the United States, trying to dig deeper is pretty much an impossible task. The advent of the internet has helped some, but the bulk of the existing material—company brochures, blueprints, letters, photos—remains inaccessible and requires, not only being over in the States, but also spending weeks digging into old archives, which is impossible.
Among my many aviation-related interests, if there was only one subject I could research thoroughly and had to choose at the expense of all the others, I guess it would be Curtiss, if only because I think his contribution deserves a greater focus, especially with the newer generations who may be tempted to think he was merely a footnote in aviation history. So forgive that long introduction, but I felt I needed to tell you what Curtiss means to me, and about my difficulty in finding good, reliable information.
Which leads me to today's topic: the Curtiss Super-America. I can already hear you say: "What? That didn't exist! I've heard of the America, the Small America, the Large America, but no 'super' ever!" And you would be justified in thinking that, because that name has all but been lost to time. And yet, if you read through the aeronautical press of the 1915-1917 era, you will find that the name appears all over, but not the "Small" and "Large" Americas versions (that came later). Also, you will see that when a designation is given, it is always associated with either the H-7 or H-10 numbers. Most books will mention H, H-4, H-12 and H-16 in the America series (H-14 and HS being only loosely related), and sometimes H-2 and H-8 are also mentioned, but H-7 and H-10 are almost never alluded to, despite the fact that period press articles are full of references to them.
Casey's Hammondsport book DOES have a two-page entry on the "H7 TB Super America", but information is partial and inaccurate in places. Obviously he totally mixes up the H-7 and H-10 models. Even the period articles seem to get confused over the type, with the same aircraft being called H-7 or H-10 depending on sources. So exactly what do we know for sure about those elusive flying boat types?
The H-7
This photo is said to depict one of the two Curtiss H-7 flying boats for Russia (presumably BEFORE the hull was redesigned)
Two very poor quality photos supposedly showing the H-7 during testing in the Toronto area. However, no cockpit is visible, so it's not certain.
The H-10
The twin tractor configuration of the H-10 is obvious here. That configuration was adopted by Britain on their H-4, and became standard on the H-12 and H-16 too.
The unusual booms connecting the nacelles with the tail unit are clearly visible here, and unique to the H-10.
The Super-America, a gift from Curtiss to the U.S. Coast Guard
Despite their general likeness to the prototypes, the later examples of the H-10 showed a redesigned hull and enlarged tail fin.
Period sources mistakenly used the name "super-America" at the time to simply describe the H-4 and H-8/H-12 types. For example, in a letter addressed by the Board of Governors of the Aero Club of America to the Secretary of the Navy, one can read the following statement:
That being said, perhaps both British publications got their data wrong? An earlier account of the very same letter, published in an American daily, gives a near-identical (though more extended) quote, except for the fact that the "super-America" is a "Canada" in that version...
Similarly, Popular Mechanics made claims about the Super-America that were totally unrealistic and obviously mistook it for the H-4... but since there is no evidence of an H-4 being gifted to the U.S. Navy, perhaps they perhaps mixed it up with the H-10 that was gifted to the Coast Guard, though they more likely refered to the very first H-12, delivered in March 1917:
(to be concluded)
A man who in the space of only ten years moved on from bicycle builder to the unchallenged largest aircraft producer of the world, garnering numerous accolades, prizes, records along the way, making the first aerial crossing of the Atlantic possible among many other things.
A man who revolutionized locomotion, yet died too early for his contribution and name to endure as a household name like Boeing, Douglas, Martin or Lockheed, despite the fact that they, like all the others, relied heavily upon his own achievements in their own modest beginnings.
A man so discreet and unassuming that he was often considered gloomy or boring because he didn't want to live the high life of the rich and famous (two things he was).
A man who sadly lost a lot of time and energy fighting back against the Wright Brothers' relentless attacks through multiple patent suits, just to prove that they alone had inventing aviation, while he strived to prove (and successfully) that not only others had come up with viable solutions before them, but also that their own solutions and understanding of how an aircraft should work were largely faulty.
A man whose efforts were largely brought to naught by the merger of his own company with that of his arch-rival in 1930, the very year he passed. Whether he had the time to see it happen and it actually played a part in his untimely death, I couldn't say.
There have been a lot of articles and books devoted to Curtiss; yet most of the time—and mainly because a publisher wants something fleshy enough to sell—it was as part of books with a wider scope, encompassing the Curtiss-Wright years and largely focusing on that latter period, which had no relation whatsoever to his work. Not just that: many of the books contain approximations and errors regarding that ill-documented era; Peter M. Bowers's Putnam book, Curtiss Aircraft 1907-1947, despite being of invaluable help as an introduction piece, was very poorly organized, and proved faulty in more ways than one; even Louis S. Casey's excellent and definitive book The Hammondsport Era, undoubtedly the best resource on that early period, is lacking in some respects.
And so, for people like me who've spent a lifetime researching his contributions but don't live in the United States, trying to dig deeper is pretty much an impossible task. The advent of the internet has helped some, but the bulk of the existing material—company brochures, blueprints, letters, photos—remains inaccessible and requires, not only being over in the States, but also spending weeks digging into old archives, which is impossible.
Among my many aviation-related interests, if there was only one subject I could research thoroughly and had to choose at the expense of all the others, I guess it would be Curtiss, if only because I think his contribution deserves a greater focus, especially with the newer generations who may be tempted to think he was merely a footnote in aviation history. So forgive that long introduction, but I felt I needed to tell you what Curtiss means to me, and about my difficulty in finding good, reliable information.
Which leads me to today's topic: the Curtiss Super-America. I can already hear you say: "What? That didn't exist! I've heard of the America, the Small America, the Large America, but no 'super' ever!" And you would be justified in thinking that, because that name has all but been lost to time. And yet, if you read through the aeronautical press of the 1915-1917 era, you will find that the name appears all over, but not the "Small" and "Large" Americas versions (that came later). Also, you will see that when a designation is given, it is always associated with either the H-7 or H-10 numbers. Most books will mention H, H-4, H-12 and H-16 in the America series (H-14 and HS being only loosely related), and sometimes H-2 and H-8 are also mentioned, but H-7 and H-10 are almost never alluded to, despite the fact that period press articles are full of references to them.
Casey's Hammondsport book DOES have a two-page entry on the "H7 TB Super America", but information is partial and inaccurate in places. Obviously he totally mixes up the H-7 and H-10 models. Even the period articles seem to get confused over the type, with the same aircraft being called H-7 or H-10 depending on sources. So exactly what do we know for sure about those elusive flying boat types?
The H-7
- The H-7 designation applied to two aircraft built by Curtiss at the Buffalo plant for the Russian Navy in Sebastopol. They were enclosed four-seaters, looking like enlarged H-4 types with 39'2'' hull, and longer wings with two bays outboard of the engine bay. They were powered by two eight-cylinder 160 hp Curtiss VX engines installed in pusher configuration, using two-bladed propellers.
- The first H-7 was built in Buffalo, then shipped to Toronto for flight testing, which started on 13 Oct. 1915. The first successful flight took place on 19 Oct. in the hands of pilot T. C. Macaulay. Sixteen flights were made, the last two with a different hull than on the previous ones to correct tail heaviness. Throughout all those tests, Russian lieutenant Victor Utgoff either observed or participated personally.
This photo is said to depict one of the two Curtiss H-7 flying boats for Russia (presumably BEFORE the hull was redesigned)
- Both H-7 aircraft were shipped to Vladivostok and via Trans-Siberian Railway to Sebastopol, but crashed there during testing, leading to an ongoing lawsuit that could never be settled because of the Soviet revolution. Nothing seems to purport the notion that these two aircraft were ever called America or Super-America.
Two very poor quality photos supposedly showing the H-7 during testing in the Toronto area. However, no cockpit is visible, so it's not certain.
The H-10
- The Super-America name (or "super-America" as it is usually found) refers only to flying boats that were built and flown in 1916, and designated H-10. The confusion between H-7 and H-10 in many sources likely results from the fact that both types were built and testing during the same period.
- On 24 Apr. 1916, the brand new H-10 (or "Super-America") received its initial flight test at Newport News. It was an open-cockpit flying boat, larger than the original America, with two booms connecting nacelles and tail (a very unusual feature). It used two 160 hp Curtiss VX engines, also with two-blade propellers, but in tractor mode. Two flights were made with the machine carrying eight persons, which clearly indicates that the new type was distinct from the H-7, which although of the same general dimensions, could one seat four.
- On 30 Apr., piloting the same Super-America prototype, pilot T. C. Macaulay carried six passengers in addition to himself and remained in the air for 1h10, climbing 1,000 feet and reaching an 88 mph speed, establishing two world records for speed and duration. A later source talks about no less than 11 new world records established on May 4—duration, closed circuit distance, straight line distance, speeds from 10 to 200 kms, and greatest speed per hour for a 5-km flight, plus one new American altitude record for a plane carrying a pilot and five passengers. Not only that: a leaking feed pipe had to be repaired in the air, on that same flight, with a strip of adhesive tape!
The twin tractor configuration of the H-10 is obvious here. That configuration was adopted by Britain on their H-4, and became standard on the H-12 and H-16 too.
- On 6 May, the same Super-America flew to Baltimore, and delayed its return trip because the U.S. Coast Guard wanted to look over the aircraft. Their interest in the new type would prompt Glenn Curtiss to "gift" an identical Super-America to the Coast Guard (see further below).
- On its return trip from Washington D.C. to Newport News, the same Super-America dramatically plunged into the Potomac River near Alexandria, Va., killing two and injuring three. Despite contrasted covering from the press at the time, the accident did not damage the good reputation of Curtiss's flying boats, nor did it impact interest in the new model.
The unusual booms connecting the nacelles with the tail unit are clearly visible here, and unique to the H-10.
- Early in May, following their inspection of the prototype, Glenn Curtiss gifted a Super-America to the U.S. Coast Guard, making it their very first aircraft. Although some sources claim this was the very aircraft that crashed, it is impossible because it's on that machine that Lieutenant Norman B. Hall was to develop early navigational systems, assisting the Sperry Gyroplane Co. with experimental radio and compass work (a version of Hall's drift compass was later used on the famous NC-4 transatlantic flight). However, since the "gift" took place early in May, we can assume the crashed aircraft was initially promised, and later replaced with the second one, which was then in the completion stage.
The Super-America, a gift from Curtiss to the U.S. Coast Guard
- The American Trans-Oceanic Co. of Port Washington, Long Island, N.Y., founded by Rodney Wanamaker with the hope to establish an airline network once the war was over, used the Super-America, and called it the Curtiss Flying Cruiser. It is not known whether they had one or more aircraft. What is clear, however, is that the type used two 100 hp Curtiss OXX-2 engines in pusher mode, although it might also have used the 160 hp Curtiss VX tractor types at some point like the two previous machine. Close scrutiny shows a number of differences in the shape of the hull and tail fin, notably.
Despite their general likeness to the prototypes, the later examples of the H-10 showed a redesigned hull and enlarged tail fin.
- According to Louis S. Casey, records indicate that the test H-7 was built in late 1915, while two other aircraft were built in April 1916 and four in June, but he calls them all H-7. Since Casey worked solely from authentic company records, and calls the tractor type the "H-7 TB" (all the while ignoring that the Russian H-7s were pushers), it seems more than likely that the H-10 type must have been called so initially to distinguish it from the Russian H-7 machines, until it was decided to give it a separate designation. That theory accounts for the two April-built aircraft being the crashed H-10 demonstrator (called H-7 by the press when it came out) and the identical USCG H-10 aircraft, while the four June-built machines were H-10 types delivered to American Trans-Oceanic and/or used by Curtiss for tests.
- The last time the H-10 seems to have been heard of was at the Motor Boat Show, held Jan.27-Feb.4, 1917 at the Grand Central Palace in New York City, where one example is said to have been exhibited.
Period sources mistakenly used the name "super-America" at the time to simply describe the H-4 and H-8/H-12 types. For example, in a letter addressed by the Board of Governors of the Aero Club of America to the Secretary of the Navy, one can read the following statement:
Not only the Super-America was never put into military service, but while Flight reproduced the letter "as is", The Aeroplane commented on the vacuity of such an assertion:
Source: The Aeroplane, 15 March 1916
That being said, perhaps both British publications got their data wrong? An earlier account of the very same letter, published in an American daily, gives a near-identical (though more extended) quote, except for the fact that the "super-America" is a "Canada" in that version...
St. Louis Post Dispatch, 21 Nov. 1915
Similarly, Popular Mechanics made claims about the Super-America that were totally unrealistic and obviously mistook it for the H-4... but since there is no evidence of an H-4 being gifted to the U.S. Navy, perhaps they perhaps mixed it up with the H-10 that was gifted to the Coast Guard, though they more likely refered to the very first H-12, delivered in March 1917:
Source: Popular Mechanics, May 1917
(to be concluded)
Attachments
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photo2.jpg -
H-10 accident, Aerial Age, 1916-05-22.jpg -
H-10 speed and duration records, Aerial Age 1916-05-15.jpg -
from 'How Britain Extracts the Sting of the German Under-Sea Wasp', St. Louis Post-Dispatch 1...jpg -
Popular Mechanics 1917-05 text.jpg -
'Super-America class', The Aeroplane, 1916-03-15.jpg -
'Super-America class', Flight 1915-12-31 mention.jpg -
Super-America 'enclosed flying boats', The Aeroplane 1917-07-25.jpg -
Super-America to be exhibited, 1917-01-22.jpg -
ill-labeled 'Super-America' (a 3-engine pusher), Flight 21 Sept. 1916.jpg
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