Viewing page 50 of 58
It looks like you're using a mobile device. We recommend using a physical keyboard for transcription entry.
one for the U. S. Army. [[strikethrough]] which required more power. [[/strikethrough]] Baldwin moved his operations to Hammondsport and a dirigible hangar was erected. In view of these activities Curtiss started working on larger engines for [[strikethrough]] aviation [[/strikethrough]] aircraft, and Capt. Baldwin proceeded to build and test this new Army airship there. Curtiss [[strikethrough]] went [[/strikethrough]] had gone up with Baldwin as engine man on test flights and eventually began flying [[strikethrough]] it [[/strikethrough]] an airship himself. As a mechanic for Curtiss, Wildman's work soon turned into quite an aeronautical venture. That summer Curtiss also made trips to Nova Scotia [[strikethrough]] , Canada, [[/strikethrough]] to discuss installation of a Curtiss engine in one of Dr. Alexander Graham Bell's tetrahedral kites. This led to the forming of the Aerial Experiment Association in October, 1907, to experiment with flying machines. Wildman soon found himself in the midst of those now historic activities and assisted in the building and testing of the planes and engines made by that notable organization in 1908. Late that fall, the aerial experiment group attempted to fly off the waters of Lake Keuka by installing floats under the "June Bug," but the experiment was not successful due to poor float design and lack of power. With floats, the airplane was called the "Loon," and Wildman assisted with this very early attempt to fly off the water, which was finally accomplished by Curtiss in January, 1911, at San Diego, California. (Ten months earlier, Henri Fabre [[strikethrough]] became [[/strikethrough]] of France had become first in the world to design, build, and pilot a hydro airplane) Up to this time all Curtiss engines had been air-cooled, [[strikethrough]] following his [[/strikethrough]] which was customary with motorcycle practice, but in February, 1908, Baldwin [[strikethrough]] was awarded another [[/strikethrough]] received the contract [[strikethrough]] for a still larger dirigible calling for [[/strikethrough]] to build the Army's airship. He and Curtiss decided that it should have a specially designed 4-cylinder 30 [[strikethrough]] H.P. [[/strikethrough]] hp., water-cooled Curtiss engine. In helping to build this special engine Wildman had a hand in the very beginning of all Curtiss water-cooled aircraft engines to follow. This engine was such an improvement over the former air-cooled type that another one was made, [[strikethrough]] comprising two of these [[/strikethrough]] utilizing two of the 4-cylinder [[strikethrough]] engines [[/strikethrough]] blocks built into a 90 [[degree]] vee [[strikethrough]] eight [[/strikethrough]] 8-cylinder 50 [[strikethrough]] - 60 H.P. model [[/strikethrough]] hp., type. This second V-8 was used by Curtiss in the winning 1909 Gordon Bennett airplane race. Wildman accompanied Curtiss to France for that famous event and as one of his mechanics [[strikethrough]] nursed this [[/strikethrough]] spurred that new engine to a glorious finish. 2
Please note that the language and terminology used in this collection reflects the context and culture of the time of its creation, and may include culturally sensitive information. As an historical document, its contents may be at odds with contemporary views and terminology. The information within this collection does not reflect the views of the Smithsonian Institution, but is available in its original form to facilitate research. For questions or comments regarding sensitive content, access, and use related to this collection, please contact email@example.com.