Not All UTV's Are Created Equal

!±8± Not All UTV's Are Created Equal

In recent years, the big brother of ATV's, known as the UTV, have seen a rapid rise in use by emergency services organizations across the country. Fire, Police and EMS are now recognizing a wide variety of uses and applications for these UTV vehicles including wild land firefighting, emergency medical evacuation from remote locations, police search and rescue operations, crowd control, SARS urban interface just to name a few.

As President and owner of one of the leading manufacturers of medical and fire skid units built specifically for these specialized vehicles, I get calls daily from chief officers and administrators from across the country inquiring about the suitability of one type of make model UTV over another. The ones that haven't purchased a UTV yet are in luck. It is the organization that has already purchased a UTV with the mistaken notion that the particular make/model they purchased will be adequate for the needs of the emergency services they lead who are sometimes in trouble.

There are many UTV makes and models to choose from on the market today. Some are much better suited for emergency services work than others. Some UTV's have no business being utilized by these organizations at all for emergency services work. The Polaris Ranger 6x6 and 4x4, Kubota RTV 900, Kawasaki Mule 3010, John Deere Gator 6x6 and 4x4, Cub Cadet big country, the Buffalo 6x6 and the Argo amphibious are all units that are very popular and seem to be the best suited for emergency services work. There are many other makes and models that deserve tighter scrutiny to insure they will be useful for the mission they will be expected to fulfill.

Emergency services organizations need to put just as much time, effort, thought and due diligence into the purchase of their UTV as they would for their next ambulance or fire truck. First, we need to outline mission objectives, types of typography/geography in the main response area (hilly, steep versus swampy, moist environments) and ultimately the primary mission of the UTV in the organization, medical transport, wild land firefighting or a combination of the two. Once these questions have been answered, then the organization can look at the specifications of the different type UTV models available that best meet the mission objectives. Second, safety must always be high on the list. Most UTV's provide seat belts but make sure the UTV model you are interested in comes equipped with them (and then write proper SOG's or SOP's to insure your organization follows the seat belts always rule) as well as having ROPS (roll over protection structure) which is essentially a roll cage that protects the occupants of the seated areas in the UTV. Third, is the overall weight carrying capacity of the entire unit but more specific the carrying capacity of the cargo bed is of utmost importance. This is where many departments get tripped up. They go out and purchase a unit that cannot meet industry-carrying requirements of these skid units but find out too late.

When considering the purchase of a UTV, I am certain that true 4x4 or 6x6 drive train capability is a must for your organization. Again, check the make/model specifications carefully. Some claim to be 6x6 (which they are, almost) but looking closer you will find that only 4 of the 6 wheels on the vehicle are really true drive wheels. The other two wheels are just freewheeling. Test drive the units while looking at turning radius on the 6x6 versus the 4x4, or is the payload requirements of your mission dictates the 6x6 over the 4x4.

On cargo bed requirements for a medical type skid unit, I have a rule of thumb that the UTV you are buying should be rated to carry at least 650 lbs. in the cargo bed of the unit. We get to this number by adding the weight of the base skid unit (usually 150 lbs. or less) by the average weight of an attendant, patient, trauma bag, O2 bag and bottle and other necessary items. There are UTV's out there that are rated to only carry 400 lbs. in the cargo bed, which is way below the 650 lbs. mentioned above. If it is a wild land firefighting skid with water and gear that you are interested in, that number can jump to 900 lbs. and above for a required rated cargo capacity. When doing your due diligence and getting specifications, the web sites of all the manufactures mentioned above is a great starting place. For instance, the Polaris 6x6 Ranger has an overall rated vehicle payload capacity of 1750 lbs. with a rated cargo bed capacity of 1250 lbs. The Kubota RTV 900 has similar ratings at an overall payload capacity of 1653 lbs. and 1102-lbs. cargo bed capacity. The Polaris Ranger 4x4 has a vehicle payload capacity of 1500 lbs. and a cargo bed rated capacity of 1000 lbs. As you can see, the relationship between the make and models specifications and rated capacities soon helps you narrow your search for the right UTV for the mission you expect it to undertake. Most UTV skid manufactures are starting to standardize the size of the skid units. The cargo bed of the UTV should be at least 49" wide and 54" long. UTV units with smaller sized beds will potentially restrict you as to how many skid units you have to choose from and could drive the price up substantially if a customized skid unit needs to be built to fit your particular UTV.

Remember, as a chief officer of an emergency services organization, you do not want to be put in the unenviable position of having to answer tough questions by a high priced litigation attorney seeing your organization because you placed the wrong UTV into the wrong mission area resulting in an accident. We must give these vehicles the same respect and due diligence when deciding which unit to purchase as we do when we buy the larger vehicles. These vehicles can harm our personnel and our patients just like if we have an accident with the larger units. It is imperative that we do everything to prevent an accident by purchasing the right UTV for the mission.

In closing, the point of this article is to get you to consider your options of makes/models of UTV's very closely before you make the final purchase. I also want to say that I am not a fan of the use of ATV's in use by emergency services. I bought one for my small rural department but soon felt that the unit did not provide enough safety protection for my firefighters/EMT's. First you ride up on an ATV like on a motorcycle instead of inside a UTV like a car. Second, there are no seat belts on ATV's where there is almost always seat belts on UTV's, and finally the ATV can be very unstable in many conditions. ATV's should serve limited mission roles in emergency services organizations. Remember that cheaper in terms of cost is not always best when it comes to our national motto for firefighters "Everyone comes home".

Not All UTV's Are Created Equal

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What Vehicle Did the Army Want in a Reconnaissance Car?

!±8± What Vehicle Did the Army Want in a Reconnaissance Car?

The "jeep" history may have begun on March 22, 1933 with the procurement by the Army of one car manufactured by the American Austin Company.  This one car was thoroughly tested at Fort Benning, GA. Lt. E.P. Hogan, Quartermaster Corps credits testing of this car as the forerunner of pilot models of the 1/4-ton truck.  It was an "open two-seated commercial passenger car."  The car was driven outside of Ft. Benning as far as Fort McPherson (about 115 miles!)  Testing of the small car showed the Army what it could expect of a small car.  The vehicle was later salvaged.

In 1937, the Chief of Infantry was calling for a lightweight vehicle to be used as a "weapon and ammunition carrier."  The Chief wanted the vehicle for tests and experiments as rapidly as possible.  At this point, the Infantry wasn't sure if the vehicle would be a "track-laying vehicle capable of movement across country and on roads at tank speed, requiring only modification of commercial vehicles." Or, if it would be a "truck light enough to be manhandled over ditches and other obstacles by a squad.  The vehicle will have to be capable of carrying a maximum load of 1100lbs. (anti-tank gun)."

Around this time a Captain Howie (of the Infantry School, Tank Section) developed the "Howie-Wiley Belly Flopper" under the direction of Brigadier General Walter C. Short, Assistant Commandant of the Infantry School).  The general required that the vehicle be constructed for the sole purpose of transporting two men, a caliber .30 machine gun, tripod, and ammunition.  Other requirements included:
That the gun not be mounted for firing from the carrier. That the vehicle be light enough for four men to lift it into a 1 1/2-ton truck and across small obstacles. That the vehicle present as low a silhouette as possible--sacrificing ground clearance therefore, if necessary. That dimensions be such that it could be carried in the 1 1/2-ton truck issued to machine-gun companies. That speed was no object--as low as 10mph maximum would be sufficient. That units be commercially available as far as possible.

Captain Howie was assisted in the construction of the vehicle by Master Sergeant M.C. Wiley, an expert mechanic and tanker.  Sergeant G. L. Rush assisted in the final assembly of the vehicle made from salvaged units. It certainly was a light weight vehicle, however, the ground clearance was very low and the crew laid down to operate the vehicle.  While the vehicle might have proved useful in localized areas, it would have been necessary to have the vehicle trucked to were it would be needed for action.  Not really fitting what was needed by the Infantry.

Along this line of thought, Captain Wendel G. Johnson, Infantry wrote in the November-December, 1937 Infantry Journal, "What is wanted is merely a gasoline-propelled conveyance not much higher than a man crawling that will be able to carry a one- or two-man crew, a gun, and plenty of ammunition, and scoot from one firing position to another at 5 to 10 miles an hour." Captain Johnson was obviously influenced by the "Belly-Flopper" produced by Howie and staff. According to Lt Hogan the Howie-Wiley car "was the first and only Army-built forerunner of the 'truck 1/4-ton, 4x4."

In the US Army in World War Two volume on "CHIEF OF STAFF: PREWAR PLANS AND PREPARATIONS" by Mark Skinner Watson.  "In 1937, engineers at the Quartermaster Corps' Holabird Depot ordered a new experimental version of a small vehicle from Bantam.  The engineers had already developed a preliminary design, which included what would become the familiar body shape.  They worked out final details with an engineer at Bantam.  The specifications for the vehicle had changed: the soldiers were back in a seated position, and the vehicle had to be capable of traversing rough terrain.  It still needed to be capable of carrying a machine gun on a tripod, plus ammunition.  The Army wanted the vehicle to be built of conventional commercial parts."  In February, 1938, three Bantam test model Chassis Assemblies 1/4-ton, 4x2, completed as specified accepted and delivered one each to Fort Benning, GA; Fort Riley, KA; and Holabird, MD.  It was desired that a "suitable self-propelled vehicle of the wheeled type consisting, in so far as practicable, of standard commercial units and parts and of the least possible weight and size for the purpose of transporting two men,  a caliber .30 machine gun, tripod, and ammunition over cross country terrain."  Bantam  also made available some of its standard vehicles to the Pennsylvania National Guard.  None of the cars were successful but were key in motivating Army personnel for pressing for suitable unit.

It wasn't until a three day (May 17-20) meeting of the Quartermaster Technical Committee on Transportation held at Holabird Quartermaster Depot in Maryland that things began to move toward a new light truck for the Army.  It became apparent to all the members present (this would have included members of all the service branches--Infantry, Cavalry, etc.) that the 1/2-ton Weapons Carrier would never have its weight and silhouette reduced to what was considered desirable by the Infantry.

The Infantry Board had made a considerable study of several vehicles of various types that might fulfill the needs of the Infantry.  These included, the "Benz Car", a very light Swiss vehicle, the "Howie Wiley Carrier", and others.  The Infantry Board had also tested the American Bantam passenger car.  Many of the vehicles met the required light weight and low silhouette but none met the requirement for cross-country ability.  Lt Col William F. Lee of the Infantry Vehicle Section was in favor of further development of a car of this type.  He was able to convince Major General George Lynch (Chief of Infantry) of its desirability and the Chief approved the concept of a "super-light, cross-country car." (Chronology of 1/4-ton Liaison Car Development, January 2, 1941).

American Bantam Car Company (of Butler, Pennsylvania) was keen on selling their vehicles to the Army (or even making the Belly Floppers, if that is what was wanted by the government).  Bantam contracted with  Charles "Harry" Payne in February 1940 to be the salesman and liaison to the government...in order to drum up business.  Originally, he was to be paid a five percent commission, this was later reduced to two and a half percent..

It was during this Quartermaster Corps meeting that Harry Payne, representing American Bantam (of Butler, Pennsylvania) proposed to make the company's manufacturing facilities available to the Government for the production of any vehicle "based on the 'Bantam'".  The committee informed Mr. Payne that the Bantam had previously been tested and found lacking, "in sturdiness and cross-country ability."  In order for the Infantry to be interested the vehicle would require four-wheel drive with enough power and ruggedness to make it suitable.  It was at that time seen as a replacement for the horse for commanders and staff of the Infantry.

Bantam Company communicated to the committee a couple of days later that "they could and would build the vehicle" wanted, "based generally on the 'Bantam'" in size.  It was at that point the Infantry Vehicle Section, together with Payne drafted a memo to the Adjutant General "requesting the immediate initiation of the development" of what would become the Truck, 1/4-ton, Command and Reconnaissance Car or "jeep."

Originally, the Infantry were looking for the following in a light weight vehicle in the memo entitled, "Light Vehicle Development, June 6, 1940":
Maximum height: 36 inches Maximum weight (net): 1000lbs Cross-country ability and grade ability at least equal to other standard vehicles Capacity: at least two men, one machine-gun with accessories, and 3000 rounds of cal. .30 ammunition Four-wheel drive Face-armor for the driver Amphibian characteristics were "desirable."

The "armor" characteristic had been added by the Infantry to keep the project out of Quartermaster Corps hands as the Chief of Infantry was convinced that the Quartermaster Corps had screwed up the development of the 1/2-ton project (by allowing the contract to go to a company that had had no experience in producing the type vehicle required.)  The amphibian characteristics were later dropped but reemerged with the production in 1942 by Ford of the Amphibious 1/4-ton or "Seep."

This brief memo led to the meeting of the Ordnance and other Army representatives (notably those of the Infantry, Calvary, Field Artillery, and the Quartermaster Corps.) at the American Bantam Car Company plant in Butler on June 19, 1940. The committee members present (G.M. Barnes, Col, Ordnance; F.J. Atwood, Lt Col, Ordnance; H.W. Evans, Ordnance; J.H. Johnson, Lt Col, Quartermaster Corps; Rex W. Beasley, Maj, Field Artillery; W.F. Beasley, Ordnance; W.F. Lee, Lt Col, Infantry; and F.P. Tompkins, Maj, Cavalry) briefly tested the "Bantam" cars present at the plant.  Also present at this meeting were Major Robert .G. Howie and Robert F. Brown (civilian engineer, Holabird Quartermaster Depot).

It was during this meeting that the general requirements for the car were fleshed out.  The "tentative decision to require, among other things, a driving front axle with a 2-speed transfer case including the provision for disengaging the front axle drive; a body of rectangular design with folding windshield and three bucket seats; increased engine power; means for towing; a .30 caliber machine gun mount on a telescoping pedestal; blackout lighting and oil-bath air cleaner; and such regularly accepted components in the automobile industry as hydraulic brakes and full floating axles."  Other features that were called for were "5.50-16 tires with bullet sealing tubes; provide a radiator guard and skid shoe under the transfer case.  The memorandum requested 40 cars for the Infantry, 20 cars for the Cavalry and 10 cars for the Field Artillery.  With this memo the requirement for an armored screen for the driver was eliminated and the project was transferred back under the purview of the Quartermaster Corps for further development and procurement.  The Adjutant General and Secretary of War approved the request and authorized the expenditure of not more than 5,000 for the project.

What Vehicle Did the Army Want in a Reconnaissance Car?

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ATV Camping

!±8± ATV Camping

Primitive tent camping has been a great outdoor activity for hundreds of years. ATVs have only been around for about eighty years. ATV stands for All Terrain Vehicle and the first ATV was developed back in the 1930's. It was a six-wheeled amphibious vehicle with three tires on each side. These first ATVs had no suspension other than what the tires offered and turned by disengaging the drive from one side or the other. The first utility 4 x 4 ATV was developed by Honda in 1986, the FourTrax TRX 350. The other manufacturers quickly followed suit, and the 4 x 4 utility ATV has remained the most popular type of ATV ever since. People quickly realized they could load their camping gear and supplies on the attached racks and head into the deep wilderness for an ATV camping adventure. First it was mainly hunters but soon others realized this exciting new camping adventure.

The first utility 4 x 4 ATVs had very harsh suspensions by today's standards and very small load capacities. As technology improved, the suspensions got better and with the ability to handle the machine better, the engine sizes started to increase. When the 4 x 4 independent suspension was developed, the "Big Bore" engines quickly followed. The "Big Bore" utility 4 x 4 ATVs range from 500cc up to 960cc. These bigger ATVs have much larger load capacities than the original utility ATVs, enabling more camping gear and supplies including extra fuel. With the extra capacities, campers can go further into the wilderness. As technology has improved, the side by side UTVs (Utility Terrain Vehicle where the riders sit side by side) have improved and these allow even more load capacity.

One of the most obvious trends is the increased interest in ATVs and primitive tent camping. So when you combine the two you have ATV camping. With utility 4 x 4 ATVs people can get to deep wilderness camping sites faster and easier than full size vehicles. Utility 4 x 4 ATVs can carry more camping gear and supplies than backpacking and properly equipped can go further distances.
With this increased interest in ATVs comes increased carelessness. Statistics released by the Consumer Product Safety Commission show that in 2005, there were an estimated 136,700 injuries associated with ATVs. According to these statistics, the risk of injury in 2005 was 171.5 injuries per 10,000 four-wheel ATVs in use. The risk of death in 2004 was 1.1 deaths per 10,000 four-wheel ATVs in use.

In 1988, the All-terrain Vehicle Safety Institute (ASI) was formed to provide proper training and education for ATV riders. The cost of attending the training is minimal and most manufacturers offer the training with the purchase of new ATVs. Some states require successful completion of this type of training by minor-age children before they are granted permission to ride on state land. Increased awareness of helmets and safety gear has had a positive effect.

Wilderness areas are shrinking by approximately 100,000 acres every year by the unmitigated growth of single-family housing and industry. Subsequently, Environmentalists criticize that excessive use of ATVs in the remaining wilderness areas is causing excessive erosion to the landscape. Others complain that ATVs produce excessive noise. ATV advocacy groups have been organized to purchase property or obtain permission of landowners, or both. Many US states now work with clubs to build and maintain trails suitable for ATV riding and educate ATV riders about responsible riding, safety gear and maintenance of their machines. Many states require ATVs to be registered and display proof of registration on the ATV. The income generated from gas taxes and registrations are used to develop more trails and to perform grooming and maintenance of existing trails.

Like everything else, people have to take responsibility for their own actions and not rely on the government and others to pick up after them. It only takes one bad apple to ruin the bunch. One person riding carelessly without the proper knowledge, safety gear, or respect for the environment, ruins the sport for everyone. And when this same person gets hurt, they are usually blaming (suing) the manufacturer, the government or someone else. Everyone need to take responsibility for his or her own actions!

This applies equally to camping, ATVing, and enjoying our wilderness areas. Leave No Trace® and Tread Lightly!® means picking up after yourself and others. Leave your camping site the way you found it preferably better. Respect private property as well as nature itself. The message is simple: conserve our environment! Doing this ensures everyone will be able to enjoy ATV camping and the great outdoors for many years to come.

Education on ATVs and the proper selection of camping gear, supplies, and accessories for your application means a trouble free and enjoyable ATV camping experience. Each trip is unique and should be prepared as such. Take only what is required to be prepared for the occasion. When loading an ATV for a camping adventure pay close attention to the load capacities of the unit, load the unit effectively between front and rear racks without exceeding the manufacturers rated load capacity. Overloading your ATV can cause a tip hazard as well as possible damage to the unit. Try to keep your load as low as possible as this will help keep the center of gravity of the unit as low as possible. There are some nice aftermarket rack packs available that help keep things organized and waterproof.

ATV camping gear and supplies needs to be as lightweight as possible to minimize the wear and tear on the ATV, but most importantly for safety due to the more weight on the ATV the more the difference in handling the ATV is. The rider needs to understand the weight difference and the effect the extra weight has on handling, controlling and stopping the ATV. Freeze-dried food or MRE's (Meal Ready to EAT) are great for ATV camping, as they are light and compact (don't taste that bad either). ATV camping does not mean you cannot cook gourmet meals. There are many lightweight stoves and cooking utensils available along with several easy great tasting camping recipes.

Along with camping gear and supplies each ATVer should have at least a basic survival kit and a basic tool kit that should be carried at all times when riding. It is amazing what can be fixed with basic tools (adjustable wrench, combo screwdriver, multi-tool, small Vise-grips, safety wire, tire plug kit, and electrical tape).

ATV camping is really another version of primitive tent camping and one of the great things about ATV camping is the campsite location because with an ATV you can really get into the deep wilderness quickly. No crowded campgrounds out there. Just remember you are a visitor to the area, so minimize your impact on the environment and stay on existing trails. Plan your trip in advance and have maps of the area. Portable handheld GPS (Global Positioning System) units are great especially if you get lost. Always travel with a group, never alone. Breakdowns, flat tires, getting stuck, and accidents are all possibilities with this sport and having the extra help is a comforting feeling. Also there is always someone to tell the story.

Once you find the perfect wilderness campsite unload your camping gear and supplies. Setup your camp on durable surfaces and cooking areas on a non-vegetated area. Make sure you are aware of any fire restrictions for the area. Be aware of the wildlife that may be in the area. Make note of any landmarks around the campsite so you can find the campsite again after a ride or hike. With your campsite setup, you are free to ride your ATV, hike, fish, hunt (if in season), or just relax, after all this is camping, ATV style.

ATV Camping

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Damnation Alley 1977 Assignment 6

!±8± Damnation Alley 1977 Assignment 6

The survivors of nuclear war for a cross-country road trip in an 12-wheel amphibious vehicle called the master land to investigate the source of the signal encounter flesh-eating insects and blasting hillbilly role-playing games on the road. Part 6 / 6

Damnation Alley 1977 Assignment 6

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"Tip top tourism" Paulleck1975 photos of Seattle, USA (America Tourism)

!±8± "Tip top tourism" Paulleck1975 photos of Seattle, USA (America Tourism)

Preview of Paulleck1975 TravelPod blog. Read the full blog here: Blog www.travelpod.com This preview has been made by the Creator TravelPod TripAdvisor ™ TripWow Slideshow. Entry from: Seattle, USA Title of entry: "Tip top tourism" input. "After going through immigration, we followed the instructions hostels Victoria and drove up the hill to the crossroads where we could take a bus to Seattle, we asked directions, then there was nothing and they were right back where we arestarted. We took the bus trip and enjoyed a surprisingly easy to talk to some people on the bus and the ferry, where people were fascinated by our accents outta town. We were not from around these parts. They also gave us a snack bar and a bottle of water from our driver Ron, do not get service like that of the Greyhound. I awkwardly stotted my way out of the minivan they give me a nice bump on the top of my head and then we were up to our hostel to be guided by a good boyBus. We left our stuff and off we went for a walk to see what is nearby. We are in the Green Tortoise Hostel, the resident apparently famous, but I heard about it, because it is the same company, the hippie-trip across America is not. And 'near the commercial district and near the Pike Market St., again presumably famous. It 'been going on for over 100 years and was full of such commercially available toys, food, flowers and other goods. It 'also home to the original Starbucks, which has produced theto ...

"Tip top tourism" Paulleck1975 photos of Seattle, USA (America Tourism)

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Hovercraft Plans - You can create your own hovercraft built in a weekend

!±8± Hovercraft Plans - You can create your own hovercraft built in a weekend

Hovercrafts, also known as air cushion vehicles (ACV) are known, amphibious vehicles that move on a layer of compressed air. Because of their unique design, you can navigate to any surface: water, earth, grass, snow and ice. As a result of its flexible nature, Hovercrafts have a great advantage in military applications, but are not just for the military. Many fans love them too, especially because it is easy to build and with a good set of plans you can build aHovercraft in a single weekend.

Some enthusiasts prefer to build and racing hovercraft radio, which are controlled are like toy boats and helicopters at a distance. But you have much more fun than watching a small toy hovercraft fly around the village pond. You can actually build a hovercraft for yourself, and then get into it and take it for a spin. You can take your hovercraft for a nice pleasant cruise on the lake, or your children in the craft of racehelped to build it! If you are more involved in the construction of hovercraft and get the operation, there are clubs to participate as well, so you'll be my hobby and share tips to get maximum speed from your job can run.

And I must say I'm a big klutz and I even managed to plan this without hurting myself or anyone else to follow in the vicinity. A weekend for my sister, who happens to live near a lake, had run a tight, Lowe came around and then mySister door with plywood stacked in the car. Her husband put me and my brother Hovercraft together in less than a day and spent the first part of the evening arguing over who use it the next, so I think next time we'll try the other two together, can all race each other . Once this is done once, I'm pretty sure that I could now only build next to me. The plans are easy to follow, even for a novice like me hardware shown to follow well.And I'm really just an incredible amount of fun. In fact, I'm looking forward to winter so I can try it on ice.

Hovercraft Plans - You can create your own hovercraft built in a weekend

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Faster than the police, Glenn H. Curtiss

!±8± Faster than the police, Glenn H. Curtiss

Faster than the police, Glenn H. Curtiss

"The fastest man in the world ... bullets are the only rivals of Glenn H. Curtiss, Hammondsport." - 1907 newspaper headline

With the leather cap, a pair of whiskers clean and Glenn Hammond Curtiss, a relentless gaze looks out from a picture postcard when worn in black and white. In the background, foamy waves lapping on the beach, very hard packed sands upon which his experimental V-8 powered motorcycle in traffic wouldthe history books as "The fastest man in the world." The day was on Thursday 24 January 1907, the City, Ormond Beach, on Florida's east coast. The record ... Miles is 136.3 hours, a land speed record for 11 years and was also passed by a car. It would be daring-do, not until 1930 that a bike is the best make-up of Glenn Curtiss and mechanical design.

The setting for the explosion famous Surfside Beach has its origins a few years ago, when1902 influential Ormond Beach residents began promoting races on the local beach with a speed of the opening speech. The sport grew in popularity and even Henry Ford showed an early event in one of his cars, and slept in it, could not afford at this time, the hotel room. Another "celebrity" who could afford all that reside in Ormond Beach, none other than John D. Rockefeller, who decided to live had a 100 and looking for the perfect healthy environmentTo achieve the century mark (he made 97). Ormond Beach became a playground for the rich and famous ... and who feel the Need for Speed. Case in point, one Glenn H. Curtiss was a true American hero and a personality larger than life exploits inspired also wrote a popular series of youth books "The Adventures of Tom Swift" by Victor Appleton. And yes, it was about 1910, a volume entitled "Tom Swift and his bike, or fun and adventure on the road."

Curtiss wasalways looking for new adventures on or off road. He also knew that it would be in the fast lane he needed to beat the existing record for them in Ormond Beach was in 1904 that Charles Schmidt his Packard Gray Wolf went to a world record for the distance rate to 76 mph and where, miles to find a record, William Vanderbilt, Jr., the world record of 92 mph in a 90 horsepower Mercedes. It was this race, set the speed Ormond Beach on the map and brought him fame as the home of 30 years, the ground speedRecord at the end moving towards the now-famous Daytona Beach 500 and the founding of NASCAR.

He was back in 1907, the 29 years, Glenn Curtiss already invented or developed many of the over 500 designs and components to summon to life with one hand in the development of the airplane the Wright brothers' first experiments, and additional air, in collaboration with Alexander Graham Bell would have to develop and patent wing aircraft include universal timeinseparable from controlled flight.

If spiral or rolled on wheels, Glenn was always the limit. While his fame would rest with the aircraft, it all started with the bike. As a result of his experience as a cyclist, Western Union bicycle messenger and bicycle shop owner Curtis became interested in motorcycles. In 1901 he started his own motorcycle engines with single cylinder internal combustion engines, initially made from tomato cans. It is notJust talked the talk, went on the run, he has built and earned the award in 1903 as the "Champion of the First American Motorcycle", reaching 54.6 miles hour. In 1905 he established the world speed record for miles one, two and three events. In addition to pilot its pilot carried out a series of improvements, including the butterfly handlebar throttle and a three-cylinder engine designated the W-3, essentially a V-twin with a third cylinder Curtiss himself called the fastest tinkeredProduction motorcycle in the world.

As such ingenuity arose is one of those mysteries of nature for Curtiss was raised in poverty near and he lost his parents very young, and later, only an eighth class education. As Trafford Doherty, director of the Curtiss Museum explains: .. "Curtiss was incredibly intuitive and incredibly mechanical was also very athletic and in the1890s was virtually unbeaten as a cyclist, was very competitive and the competitive natureappeared first in bicycles, then motorcycles and then in his business. During a serious incident, a man of few words and are not comfortable speaking in public, was also known that she liked among his peers. His contributions were legion and rightly so, has received awards as "The Henry Ford of aviation" and "The fastest man in the world."

But it would be a cold overcast day in 1907 that Glenn Curtis would make his mark, at least in the history booksMotorcycling. It was the design and construction of a variety of engines including singles, V-twins and four in line, but it was his light air-cooled V8 engine which literally leaving their mark. The plant was due to the growing demand for more powerful engines for the burgeoning production of 20 / 1 Century of flying machines. The record is basically a motorcycle was tumbling, but not quite flying, test bed for the new Curtiss 40hp "Monster"Engine.

The configuration was a large square of 3.25 x 3.25 inch bore and stroke that displaced a potent 269 cm cube is based. While his previous engines were primarily single-cylinder, 50 degree V-Twin, Curtis used a 90-degree design in cast iron F-type cylinder heads for engines smaller. Moreover, it need not head gaskets for the quality of its construction and production. Inside the massive piece of metal lurked a solid steel billetCrank while internal lubrication was handled via a dry sump lubrication system and the random splashes. Activated under the valve covers inlet valves were atmospheric pressure, while auctions operated exhaust valves. Powered by twin carbs, also Curtiss designs were concealed inside the handlebar throttle cable. The electrical ignition system to skip the holidays excited by dry batteries. As with its 4000cc engine, which was exposed to a highly embarrassing seasoned with a bicycle frame64-inch step, the overall design of a power to weight ratio (a CV for £ 6.8), which was advanced in every aspect, especially by those who benefit from the year 1907, the bike tips the scales at only 275 pounds .

After the machine was unloaded at Ormond Beach, Glenn Curtiss surveyed the salt sprayed on four miles of the course. It 'was in the three miles to reach the maximum speed, one-third mile for timing purposes, and last by not least a "slow down and stop" miles divided. As the bikewithout clutch and a single tree high gear driven, a deal was all or nothing. A twist of the throttle and kept letting the speed of construction, while the cries of seabirds undamped tubes scattered for miles. As Curtiss Museum director comments: "It must have sounded like the wrath of God!"

Curtiss were Thomas Baldwin and support the aptly named "Tank" Waters, used their muscle power to move the start of the machine to life. Mates had to be healthy and happy, and often weremethod since the beginning of shock is often required as many as ten or more attempts, the V8 burbling and barking to get.

Curtiss climbed into the saddle, positioned his goggles and gripped the handlebars, perhaps looked once more at the Goodrich tires biting the beach sand, then nodded. Luckily it was not the horrendously humid Florida summer months, and the two men threw Curtiss and his V8 two-wheeler along the beach and in the history books. Between the two miles to reach their fullSpeed, Curtis was clocked at 136.3 miles in the hour special stage of the course. He would travel the first man, 1 mile in 25.25 seconds, a feat of mechanical design and personal courage earned him the title of his fastest man on earth. Ironically the record was considered unofficial due to a potentially fatal mechanical problem prevented from running the course again under official observation. In other words, the wheel was broken only after a complete throughout the course. Thequalified and prudent driver, who he was, Curtis was able to bring the car to a stop from 90 mph, in which parts of the time she started shaking in fact.

The question was in the 9th February 1907 issue of Scientific American (and we quote) reported. "The American motorcycles faster and more powerful it is without doubt the strongest and the fastest bike ever built in this country has its appearance at the races at Ormond Beach recently, but because ofBreaking a universal joint and subsequent deformation of the frame, this machine is not an official record. It 'was made by Mr. GH Curtiss, a well-known producer of motor bikes, with the idea of ​​breaking all the records made. The machine was equipped with an 8-cylinder air-cooled V-engine 36-40 hp ... The total weight of all but the car was equipped with 275 pounds and 6.8 pounds per horsepower. In an unofficial test miles since stopping the clocks at the start by several people who looked across the fieldGlasses waved a flag in the target, Mr. Curtiss said covered this distance in 26 2-5 seconds, which corresponds to a rate of 136.3 mph should be - a speed faster than ever was made by a man of any type of vehicle. Unfortunately before this could be confirmed by km new record of an official test, the universal joint broke while the car was 90 mph ... "

In addition, experts reported on chair, snorted in disbelief partisanship, his companyBelief that it was a joke or a tale as any mortal man could breathe at the rate indicated. V8 would be the one and only day in the sun, the only time Glenn Curtiss would take up to speed. But once was enough.

In 1930, Glenn Hammond Curtiss at the age of 52, which has so often slipped the surly bonds of earth, in fact, breathing his last breath succumbing unexpectedly to an embolism after successful surgery for appendicitis. His body now rests in his birthplace of Hammondsport, New York.
As for his vaunted V8 motorcycle was a bolt for bolt replica of the wild car built by Mercury Aircraft Co. and is now on display at the Curtiss Museum. If you want to see the real McCoy, you need it with the new Steven F. Smithsonian Udvar-Hazy Center near Dulles International Airport in Chantilly, Virginia (www.nasm.si.ed.u) to find. As a poignant postscript, we are told by the Curtiss Museum that several of the internal engine parts were recycled by Curtissother projects, so in some ways life as well as the results almost legendary Glenn H. Curtis.

Sidebars

A man of many releases: Under a junction that would transport to the beaches of Florida to the clouds above, Curtiss in 1910 would be to give up his interest in motorcycles. Although Curtiss produced motorcycles under the name Marvel until 1914 he would chart a new course in the pages of the history of aviation charts. This gain in the first pilot's license1910, when the first flight of a kilometer, produce the first plane into the Atlantic Ocean to carry the passenger first in a seaplane, and the cross before the first American female pilot Blanche Stuart Scott by train. His talent would lead to the development of retractable wheels and thus the first amphibious plane. Add to the list of the design of airships for the U.S. Army and the production and sale of the first private plane. The Curtiss Aeroplane and Motor Company was thelargest aircraft manufacturer in the world with over 20,000 employees. For a list of Glenn Curtiss milestones, add no les that the invention of the aircraft carrier. In addition to building motorcycles and airplanes, Glenn Curtiss built cities. During 1919-26, has developed Hialeah, Miami Springs and Opa-Locka, Florida. And they visit, he tinkered in his spare time, the streamlined caravans.

Game Name: The "H" Glenn H. Curtiss stands for Hammond, middle namederived from his birthplace Hammondsport, New York, his name in turn derived from the founder of the city. Because it was on Keuka Lake, was also the focal point for the U.S. Navy Curtiss Aviation deserve another award as "The Father Naval Aviation," because he sold the first "plane" to the Navy in 1911. Inventors, engineers and pilots from around the world have been attracted by the common desire Hammondsport design and construction of flying machines, flying ships andAirships. As such, the area for the Arsenal of World War I in the production of the legendary coach Curtiss "Jenny" to U.S. and Canadian pilots earned their wings was busy. Another generation later and the Second World War brought about re-building aircraft for the area where the fletching Mercury Aircraft Co. P40 War Hawk aircraft for many as the "Tomahawk", "Kitty Hawk" and "Flying Tigers".

Curtis Museum: Located on Keuka LakeHammondsport, New York features, 57,000 sqm, the museum the entire spectrum of contributions Glenn Curtiss'. On display are his many airplane designs, and his bicycles and motorcycles with a faithful reproduction of the record-V8. For more information, call (607) 569-2160 or the Director of the Museum on Trafford Doherty trafford@linkny.com.

Faster than the police, Glenn H. Curtiss

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