The history of the origin and development of the Curtiss entry for the Gordon Bennett aviation trophy races held in France in September is interesting. Although the two machines which were sent to France met with ill-luck, one being damaged in landing on its way to the starting point, and the other not being completed in time to participate in the races, speed trials at the Curtiss Field with test wings and on the other side with racing wings, stamped the machine as being one of the fastest ever produced. In March, 1920, a committee of aeronautical men met at a luncheon at the Engineers Club at Dayton, Ohio, at the invitation of S. E. J. Cox, who had entered a machine under the auspices of the Aero Club of Texas, to go over the designs that had been submitted by builders from all parts of America. On June 19, Mr. Cox signed a contract with the Curtiss Company to build a plane capable of developing 200 miles an hour. On July 25th, the machine was flown for the first time by Roland Rohlfs, Curtiss test pilot, and even with the large testing wings used on account of the unsatisfactory condition of the testing field, the machine attained a speed of 183 miles per hour. Arriving at France, it was found that, owing to the rough condition of the Etampes field, the starting point of the race, it would be necessary to make certain changes and by dint of working day and night, the machine was completed the day before the race. Inasmuch as it had been necessary to do the testing work at Villacoublay, Rohlfs set out for Etampes, and in landing, he struck a rough spot on the field, the wheels collapsed, and the machine was badly damaged, Rohlfs escaping with minor injuries. The general specifications and performance data of the Gordon Bennett monoplane: Fuselage made of Curtiss ply wood construction. Gasoline capacity 90 sq. ft. 27 ft. C-45 4 feet o feet 20 feet Curtiss C-12,400 h.p. 45 gallons Approximately one year ago, C. W. Webster, in charge of the distribution of Curtiss airplanes and flying boats in Latin-America, left New York with a consignment of planes. Upon arrival he found that British, French and Italian missions had preceded them, and, with the aid of their respective governments, had firmly entrenched themselves in most of the Latin-American countries. In spite of the handicaps of late arrivals, lack of organization, and limited resources, Mr. Webster succeeded in the year in establishing organizations in four of the countries. Curtiss work in South America is progressing satisfactorily and plans are now being made to expand into other countries. ARGENTINA. Lawrence Leon is in charge of the work, with headquarters and airdrome at San Fernando, near Buenos Aires. An aviation school is operated and passenger-carrying and cross-country flying services are maintained. Curtiss machines are being used by the Argentine Army and Navy. BRAZIL. Orton W. Hoover is in charge of flying, with Roy Schneider in charge of mechanical operations. Headquarters and airdrome are at Sao Paulo. Curtiss flying boats are used by the Brazilian Navy, and the Sao Paulo Military Police (the only state aviation military police force in the world) are using land machines. COLOMBIA. Knox Martin is in charge, with an airdrome at Bogota. PERU. Curtiss Aviation activities in Peru are under the direction of the Compania Nacionale Aeronautica at Lima. An airdrome is in operation at Villa Vista and Curtiss flying boats are a part of the equipment of the Peruvian Navy. BOLIVIA. The Bolivian government purchased a Curtiss "Wasp" for its Army. Curtiss airplanes and flying boats have played an important part in the aeronautical progress in the Far East. Among the noteworthy accomplishments in the Philippines was a 1100-mile flight made by a Curtis "Seagull," touching the principal islands and cities. DAYTON WRIGHT COMPANY General Offices: Dayton, Ohio. Plant and Flying Field, Moraine City, Dayton, Ohio. During the year the Dayton Wright Airplane Company was taken over by the General Motors Corporation. The Dayton Wright Company is still operating in the plant at Moraine City, but is occupying only a portion, the other portion being taken up by the General Motors Research Corporation, this being the centralized experimental department for the entire General Motors Corporation. Although the company has not put on the market any new models during the year, its engineers have been conducting their experimental work in the endeavor to overcome some of the difficulties now being contended with in commercial aeronautics. The results cannot be made public at this time, but are evidenced in part by the R. B. Monoplane which was the Dayton Wright entry in the Gordon Bennett Race. Practical experimental work of another nature was also carried on with the Dayton Wright K. T. "Cabin Cruiser" and O. W. "Aerial Coupé." On May 22nd, 1920, a new American altitude record for three passengers and pilot was made in the O. W. "Aerial Coupé." A description of this flight will be found in the Chronology. Considering the comparatively small plant carried in the O. W. (180 h.p. Wright) the height of 19,710 ft. reached indicated that this ship ranks high in general efficiency. While the O. W. is generally a three-place machine, its roomy enclosed compartment easily accommodates four people. A general outline of the R. B. monoplane entry in the Gordon Bennett Race is as follows: The wing construction is of the cantilever type provided with variable camber which permits of a low landing speed in comparison with the maximum flying speed. The landing gear is so designed that it can be drawn entirely up into the fuselage. It does not have an axle extending from one wheel to the other which permits of taking off on comparatively rough ground. The fuselage is streamlined throughout, the pilot's compartment being entirely enclosed. Vision and entrance is gained on the sides immediately aft of the wing through transparent doors. The general dimensions, areas, weights, etc., are as follows: While this ship was not successful in bringing to this country the GordonBennett Cup, it is felt that the production of the Dayton Wright racer was a means of bringing forth some distinctive and new ideas in airplane construction which will prove invaluable to commercial aeronautics. Mr. Williams, who headed the party which took the racer to France, later spent many weeks with Dayton Wright engineers investigating the aeronautical situation in Europe. During the year the Dayton Wright Company has had various other work for the United States Government consisting chiefly of the remodeling of a number of DeHaviland 4's into DeHaviland 4-B's. FISHER BODY CORPORATION General Offices and Plant: Detroit, Mich. The Fisher Body Corporation has been inactive in the production of aircraft since the signing of the Armistice. GALLAUDET AIRCRAFT CORPORATION General Offices: 25 West 43rd Street, New York City. Factory and Engineering Dept., East Greenwich, R. I. OFFICERS Chairman Board of Directors. Secretary-Treasurer Assistant Treasurer.. .E. F. Gallaudet A summary of Gallaudet activities during the year includes work upon a new series of Government Contracts, consisting of two types of seaplanes and the remodeling of a large number of DeHaviland 4's, a further development and improving of the Chummy Flyabout" and the development and manufacture of the Gallaudet C.-3 or "Liberty Tourist" for Commercial Flying. A notable event of the year at this plant was the preparation of the planes to be used on the trip from New York to Nome, Alaska, and return by the U. S. Air Service. In the development of the C.-3 or "Liberty Tourist" a five-seater Liberty motored biplane, the Engineering Department produced a heavier-than-air machine that is the last word in travel comfort, stability and beauty of outline. Besides a number of novel features, including fire protection, luggage receptacles and convertible cockpit, the "Liberty Tourist" has the following general characteristics: Weight, including passenger load (5) and equipment, 4675 lbs. The contracts now in force with the United States Government include the development and manufacture of two types of Seaplanes designated as the D.-9 and D.-11, the former a fighting two-seater biplane, Liberty motored. with guns fore and aft, complete wireless and dual control. The D.-11 a single-seater monoplane, Wright 300 h.p. motor. Fighting equipment. Both types to be equipped with the Gallaudet patent geared propeller. Other contracts are in hand for the manufacture of various types of seaplanes and land machines for private concerns. Two of the company officials, E. F. Gallaudet and Wm. B. Lebherz, went abroad in the summer of 1920. They spent several months in special aeronautical research. THE L. W. F. ENGINEERING COMPANY, INC. General Offices and Factory: College Point, Long Island, N. Y. President OFFICERS Vice-President and General Manager.... Bradley W. Fenn . W. N. Bennett The L. W. F. Engineering Company during 1920 developed its Model H. "Giant" three-motored tractor biplane for the Army Air Service which is using it as a heavy bomber. There were also reconstructed for the Army Air Service and the U. S. Air Mail Service 147 DeHaviland 4 machines including ten twin-motored machines for general utility by the Army and twenty for the Air Mail. Of this production 50 DeHavilands were remodeled for the Air Mail. On these machines are several innovations designed at the L. W. F. factory. The most important L. W. F. product in 1920 was the "Giant." It is America's largest airplane. It can carry 3000 pounds useful load on long distance flights and on shorter trips 5000 to 6000 pounds. Two great fuselages, 50 feet long, constructed of laminated wood, carry part of the fuel supply and bombs. The crew and controls are located in the nacelle, or tailless body, the central carriage of the plane. A twelve-cylinder high compression 400 h.p. Liberty motor is set in the nose of the nacelle and one in each nose of the two fuselages, supplying in all 1200 h.p. The wing span is 106 feet from tip to tip. There is accommodation for two pilots, a radio operator and a mechanic. Resting and relief quarters for the crew are installed in the nacelle. Fully loaded, the plane weighs ten and a half tons. It has a cruising radius of 16 hours at low speed. It lands at 56 miles an hour. The maximum flying speed is 110 miles an hour. With only two of its motors operating it can climb with a full load. Flying at full speed under power from all three motors it can remain in the air 10 hours. Other outstanding features that identify this machine are the monocoque fuselage and nacelle, the intercommunicating gasoline system and the fire extinguisher system. The wing construction is of the Pratt truss type and consists of three upper and three lower panels of 11 ft. chord and equal spans with an 11 ft. gap. Each wing is equipped with balanced interchangeable ailerons. Ribs are built up first and then slipped over the beams which are built up of four pieces, thus forming a hollow box section; the top and bottom are of spruce and the sides of birch. The internal wire bracing is double and of No. 8 solid piano wire and 16" hard cable. All external wire fittings are applied directly to the beams and project through the covering. The fuselages and nacelle are supported between the upper and lower planes on tubular struts which are thoroughly streamlined. Each of the engines is streamlined. The main load and crew are carried in the nacelle while each fuselage carries its complete power plant and has a small auxiliary compartment for express mail or cargo. Each power plant is equipped with Delco ignition, electric starters and compression release. The radiators are above the motors, directly in the blast of the propeller and equipped with individual shutter controls. The tail is of the biplane type. It consists of two double cambered hori |