Packard Diesel Airplane Motor Inventor's Pilots License with Orville Wright's Signature - 1929

Early pilot's license issued to Lionel Melville Woolson issued in 1929. This item is signed by Chairman, Orville Wright and pilot, Lionel Melville Woolson and is over 81 years old.

Capt. Lionel M. Woolson was an aeronautical engineer of the Packard Motor Company of Detroit and designer of the Packard Diesel airplane motor. He died in an airplance crash in 1930.

The is also an Air Service Officers Reserve card with the signatures of Clarence Duncan Chamberlin and Charles A. Levine, among other signatures.


Signatures of Orville Wright and Lionel Melville Woolson




License Holder




Back of License




Front of License




Imprinted logo on License Holder




License without Picture




Air Service Officers Reserve card with the signatures of Clarence Duncan Chamberlin and Charles A. Levine

AERONAUTICS: Packard's Diesel Monday, May. 27, 1929

A Stinson-Detroiter monoplane glided down upon Langley Field, at Hampton, Va., one day last week and the two men who stooped out of her cabin asked army mechanics to help them trundle the plane at once into a hangar.

That done, they hauled tarpaulin, chain and padlocks from their cabin and securely shrouded their motor from prying eyes. They had reached Langley Field in 6 hrs. 50 min. flying time and they took precautions because, underneath the chain-wrapped tarpaulin, was the first diesel-type motor ever used successfully for airplane propulsion. The flyers were Mechanical-engineers Lionel M. Woolson and Walter Edwin Lees. Their employer, developer of something new and great in the air, was Packard Motor Car Co.

No patents now are obtainable on diesels or their modifications, for plane-power or other drive.* Several manufacturers have been experimenting with diesel modifications for aircraft. Some of their representatives were at Langley Field last week, attending the fourth annual Engineering Research Conference conducted by the National Advisory Committee for Aeronautics (initiated by President Wilson). It was to astonish their peers that Packard Engineers Woolson and Lees had flown the 650 wind-jostled miles from Detroit. It was to frustrate competitive inquisitiveness that they hooded their motor.

Five years Engineer Woolson and his research staff at the Packard plant have labored designing the motor. They had, first, the diesel principle to go on, i.e., that air can be heated by compression until hot enough to ignite a jet of fuel oil.

Their problem was to make such an engine light enough for efficient flying.

Their accomplishment, reached and tested episodically last year, is a nine-cylinder, radial, air-cooled motor. It lacks, of course, the sparkplugs, wires, magnetos, etc., essential in spark-ignited gasoline engines. A pipe line distributes oil under pressure to each of the cylinders. The present machine delivers 200 h.p., and is slightly less in diameter than gasoline radials of like power. It weighs nearly 3 Ib. per h.p., against the average 2 Ib. per h. p. of gasoline types. But it travels farther and more cheaply on a gallon of its fuel. For example, last week's 7-hour (actually 6 hr., 50 min.) astonishment flight required 54 gal. of oil, costing $4.68 and weighing 365 Ib. A gasoline radial would have required for the same trip 91 gal. of gas, costing $27.30 and weighing 546 Ib. On last week's short flight the gasoline engine and its fuel would have been slightly lighter than Packard's diesel and its oil. On longer flights with more gallons of fuel needed the diesel combination would obviously be the lighter. Other accomplishments included reductions of fire hazard (oil requires higher temperature than gasoline for ignition) and radio interference (by the electrical wires of the gasoline engine's ignition system).

Because no patents are obtainable, Packard is guarding its new product until it can get into production and thus "get the jump" on the rest of the industry. To that end the company has already started a special 300,000 sq. ft. factory and scheduled future production. And in anticipation of new profits Packard motor car stock last week began ascending.

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CAPT. LIONEL WOOLSON

Designer of the Packard Diesel Engine

1888 to 1930

DIESEL DESIGNER

DIES IN AIR CRASH

Packard Motor He Built Kills Capt. L. M. Wooson

2 PILOTS DEAD WITH HIM

Plane Dives Into Snow-Covered Hillside Up-State

ATTICA, N. Y., April 23 (A. P.) --- A snow-covered hillside near here proved a death trap for three men, one of them a leader in aviation circles, when their Diesel motorplane crashed into it during a blinding snowstorm this afternoon. The dead are:

Capt. Lionel M. Woolson, aeronautical engineer of the Packard Motor Company of Detroit and designer of the Packard Diesel airplane motor.

Charles S. Knight, a test pilot for the Verville Company of Detroit, manufacturers of the plane that crashed.

Harold B. Scutt, No. 264 Park Lane, Douglastown, L. I., a pilot.

The plane, a four-place cabin monoplane, was being flown from Detroit to New York, where it was to be exhibited in the aviation show.

There was no fire, but the bodies of all three men were badly mangled by the force of the crash and workmen struggled for several hours before they could extricate them from the tangled wreckage.

The plane was first sighted over a farm about four miles south of here by workmen on a nearby highway. The workmen said it seemed to be flying in a peculiar manner, Suddenly, they said, it swung sharply about and headed directly for the hillside.

A moment later, there was a rending crash as the plane struck the hill, rolled down the side and came to rest beside the tracks of the Attica and Arcade Railway. Several hours later, the bodies were removed and taken to an undertaking establishment in Attica.

From an Unidentified News Clipping

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TRIBUTE TO CAPT. L. M. WOOLSON

TRIBUTE TO

CAPT. L. M. WOOLSON

by his

PACKARD ASSOCIATES

-=-

GROSS POINTE CLUB

APRIL 4, 1930

OOO

WALTER E. LEES T O YOU, Captain L. M. Woolson, and those assisting you, Hermann I. A. Dorner, Herbert C. Edwards, Walter E. Lees, Marvin J. Steele, and Adolph Widman, we pay tribute today. You have made possible the Packard-Diesel Aircraft Engine. You have added to the fame of Packard. And you have strengthened the esteem and affection for you of

your Packard associates CLARK BENNETT R. B. BIRGE G. H. BRODIE R. N. BROWN R. E. CHAMBERLAIN M. A. CUDLIP L. J. EASTMAN H. J. FERRY A. T. FULLER J. A. GILRAY W. R. GRISWOLD W. M. HART HUGH W. HITCHCOCK E. C. HOELZLE J. E. LOCHER J. W. LORANGER ALVAN MACAULEY EDWARD MACAULEY J. H. MARKS F. H. MCKINNEY ALFRED MOORHOUSE H. F. OLMSTED J. F. PAGE R. B. PARKER H. W. PETERS W. S. PICKELL E. F. ROBERTS MILTON TIBBETTS C. H., VINCENT J. G. VINCENT K. C. WETTSTONE P. B. WISHART

The Menu -=-

HORS D'OEURVES

GREEN TURTLE SOUP

BONED SQUAB WITH JELLY

RICE CROQUETS

NEW PEAS

GRAPEFRUIT & ENDIVE SALAD

ASSORTED CHEESE

PINEAPPLE ICE IN PINEAPPLE

CAKES COFFEE



Bound from Detroit to New York where delivery of the plane was to be made, a Verville Air Coach powered by a Packard-Diesel engine crashed against a hill in a blinding snowstorm at Attica, N.Y., on April 23, instantly killing its three occupants, one of whom was Capt. L.M. Woolson. A thorough analysis of the tradegy places its cause entirely upon the blizzard-like snowstorm which raged throughout the afternoon and evening. Words seem but futile, useless things to expand this blunt statement of fact into an expression of the deep sorrow that is felt by the aviation world in general and the Packard world in particular. But to few men is acorded, within their span, the great privilege granted him -- that of seeing creative idea after creative idea develop and blossom into proved success. Modest ever, the overwhelming acclaim rightfully his, meant but little; for his generous nature took little -- gave much. His gifts to engineering progress are many. His presents to Packard, even greater. For being one of those combinations that join engineering genius to administrative ability, he leaves a lasting design -- and an organization to carry it to even greater heights. To aviation, the name Woolson stands a monument. To Packard, an undying inspiration.

CAPTAIN WOOLSON contributed more to the safety of aviation than any other person in his generation. The accident in which he met his death was in no sense the fault of his creation. He encountered something that no one yet has found a means of overcoming, namely, a snow or sleet storm. He died in the midst of one of these which deprived him of his ability to see. In no manner was the accident a reflection on his work, a work that will go on. Captain Woolson was one of the great men of recent history. He was daring but only in the best sense, for he was far from reckless. His death occurred in what he considered the performance of his duty, the delivery of one of the engines which he had created. I considered Captain Woolson as one of the great mechanical geniuses of this generation. He carefully calculated everything necessary out of his ideas on paper and then working them into being in wood and metals. He died with the knowledge that he had finished what he had started out to accomplish, the developement of an oil-burning airplane engine with all of the many features of safety flying which such a motor inherently possesses.

From the Packard Inner Circle, Detroit Mich., April 26, 1930

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The Wright brothers, Orville (August 19, 1871 – January 30, 1948) and Wilbur (April 16, 1867 – May 30, 1912), were two Americans generally credited with building the world's first successful fixed-wing aircraft making the first controlled, powered and heavier-than-air human flight on December 17, 1903. In the two years afterward, they developed their flying machine into the world's first practical fixed-wing aircraft.

The brothers' fundamental breakthrough was their invention of "three axis-control," which enabled the pilot to steer the aircraft effectively and to maintain its equilibrium. This method has become standard on fixed wing aircraft of all kinds.[1] From the beginning of their aeronautical work, the Wright brothers focused on unlocking the secrets of control to conquer "the flying problem," rather than on developing more powerful engines as some other experimenters did.

They gained the mechanical skills essential for their success by working for years in their shop with printing presses, bicycles, motors, and other machinery. Their work with bicycles in particular influenced their belief that an unstable vehicle like a flying machine could be controlled and balanced with practice.

The Wright brothers' status as inventors of the fixed-wing aircraft has been subject to counter-claims by various parties. Much controversy persists over the many competing claims of early aviators.

Orville Wright was born on August 19 , 1871 on 7 Hawthorn Street in Dayton, Ohio. He was the fourth child of Bishop Milton Wright and Susan Catharine Wright.

Orville grew up in an atmosphere that was loving, and that nurtured all types of expression. Orville wrote of his childhood: "We were lucky enough to grow up in an environment where there was always much encouragement to children to pursue intellectual interests; to investigate whatever aroused curiosity(ref)." The two libraries in the Wright house were especially encouraging of academic pursuits.

Orville was the more mischievous of the two brothers, had a healthy childhood, and wasn't inclined to excessive study. He was also "a champion bicyclist and so the brothers went into the bicycle business, which gave full vent to their mechanical aptitude (ref)."

Orville's Class of 1890 photograph, and a closeup of Orville as a high school student.

His adventurous nature and drive to succeed combined with his brother Wilbur's research skills to achieve what is considered by many to be the greatest, most influential accomplishment of the 20th century. Their feat changed the way we live our lives, the way we see the world and "revolutionized both peace and war."

The entry from Orville's journal on that historic day follows:

Following Wilbur's death in 1912, Orville carried their legacy alone towards an exciting future. However, the hot new arena of aviation business proved volatile, and Orville sold the Wright company in 1916.

He built himself an aeronautics laboratory, and returned to what had made he and his brother so famous: inventing.

He also stayed active in the public eye, promoting aeronautics, inventing, and the historic first flight that he made.

Above is a photograph of founding members of NACA (National Advisory Committee for Aeronautics) at Committee meeting in 1929. Dr. Orville Wright served on NACA for 28 years. NASA (National Aeronautics and Space Agency) was created from the National Advisory Committee on Aeronautics in 1958.

April 8, 1930: Orville Wright receives the first Daniel Guggenheim Medal. The Daniel Guggenheim Medal, awarded for "great achievements in aeronautics," was established in 1928 by the Daniel Guggenheim Fund for the Promotion of Aeronautics. It is now administered jointly by the American Institute of Aeronautics and Astronautics, the Society of Automotive Engineers, the American Society of Engineers, and the United Engineering Trustees, Inc

April 29, 1936: Orville Wright was elected a member of the National Academy of Sciences.

Orville Wright, along with others, visiting the Aircraft Engine Research Laboratory in Cleveland, Ohio, now known as John H. Glenn Research Center at Lewis Field, on dedication day.

The place Orville called home from 1914 until his death: Hawthorn Hill in Oakwood, Ohio. He and Wilbur planned the design of the house together, but Wilbur passed away before its completion.

January 30 1948: Orville Wright died in Dayton, Ohio, at the age of 76, thus ending his 28 years as a member of the NACA. NASA was created from NACA 10 years after Orville's death. In his lifetime, the speed of the airplane had been increased from 0 mph to almost 1,000 mph.

Orville's Home at Hawthorn Hill still stands as a tourist attraction today.

History from NASA and OldCompany.com.

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L. M. WOOLSON

MOTOR VEHICLE Filed July 29, 1920

1,525,487

Patentee Feb. 10, 1925.

1,525,487

UNITED STATES PATENT OFFICE.

LIONEL M. WOOLSON, OB1 DETROIT, MICHIGAN, ASSIGNOR TO PACKARD MOTOR CAR COMPANT, OP DETROIT, MICHIGAN, A CORPORATION OP MICHIGAN.

MOTOR VEHICLE. Application filed July 29, 1920. Serial BTo. 399,871.

To all whom it may concern:

Be it known that I, Lionel M. Woolson, a citizen of the United States, land resident of Detroit, Wayne County, State of Michi6 gan, have invented certain new and useful Improvements in Motor Vehicles, of which the following is a specification.

This invention relates to motor vehicles and more particularly to shock absorbing,

10 mechanism therefor.

One of the objects of the invention is to simplify the construction of shock absorbers and to provide a device of this character having a minimum number of parts.

15 Another object of the invention is to provide a relatively small device of the character described but a construction that will successfully operate throughout la wide range of movement.

20 Another object of the invention is to provide a shock absorber of the hydraulic type having means whereby the rate of flow of the fluid utilized in the device may be regulatecl.

*8 Further objects of the invention will appear from the following specification taken in connection with the drawings which form a part of this application, and in which:

so Fig. 1 illustrates a shock absorber constructed in accordance with my invention mounted upon one of the side frame members of a motor vehicle, the vehicle axle beingshown in section; ~

3d , - Fig. 2 is la .vertical sectional view of the shock absorber shown in Fig. 1; and

Fig. 8 is a sectional view of a modified form of the .shock absorber shown in Figs. • 1 and & ;,''..

40 Referring first to. the embodiment of the invention illustrated in Figs. 1 'and 2,1 have shown a shock absoirbfer comprising a body member 10 having outwardly extending lugs 11, which, are shown in Fig. 1 tos se

48 cured to a side frame member 12 of the motor vehicle. •? •

The member 10 has a rock shaft u3 rotatably mounted therein, this shaft having a square portion 14 on which Is secured an

60 arm 15, the opposite ends of the arm being connected by a link 16 to one of the kxles 17 of the vehicle. It will, of course, be understood that the usual springs are inter

posed between the frame and axle of the vehicle.

A cylinder 18 is formed on the lower portion of the body member 10, this portion having also formed thereon a conduit 19 which is connected at its upper and lower ends, as shown at 20 and 21, with the inte- 80 rior of the cylinder 18. Intermediate the lower end of the conduit 19 'and the interior of the lower portion of the cylinder 18, I have interposed a tubular member 22 which is formed on or secured to a screw plug 23, *>& the member 22 having a lateral opening 24 into the conduit 19 and having a longitudinal opening 25 which communicates with the1 opening 24 and with the interior of the cylinder 18. By changing the screw plug 70 23 above described, the tate of flow of the fluid from the conduit into the cylinder may be accurately regulated, and it will be evident that this adjustment may be made easily since it is not necessary to gain access 76 to the interior of the cylinder 18 but merely to unscrew the plug and substitute a plug; / with different sizes of openings.

The lower end of the cylinder 18 is closed by me'ans of a cap 26, which in this instance 8° is screw-threaded into the lower end of the cylinder. A piston 27 is reciprocably mounted in the cylinder 18 and is provided with a restricted opening 28 which permits the slow or gradual passage of the oil or 88 fluid from one side of the piston to the other, and the piston is also provided with a port 29, this port being formed in a tubular member 30 which is screw-threaded into the piston. A ball valve 31 is Adapted to seat W on the port 29, and a spring 32 engages at one end the ball valve and at its opposite end a plug 33, which is screw-threaded into the lower end of the tubular member 30. The member 30 is provided with a pair of 96 lateral openings 34 which communicate with the interior of the cylinder 18.

Piston 27 is secured by means of a bolt 35 to the lower end of a piston pin or rod 36 reciprocably mounted in guiding portions01QO 37 and 38 of the body member 10, and this rod is reciprocated by means of a segmental gear or a pinion 39 mounted on the rock shaft 13, the teeth of the pinion engaging rack teeth 40 formed on the' piston pin 36. 105 A dap 41 is mounted on the upper end of

1,536,487

the body member 10 and forms a casing for enclosing the upper end of the pin 36 as this pin is reciprocated. The upper wall of the cylinder 18 is provided with a vent

5 42 for the passage of air.

The shock absorber above described operates as follows: When the vehicle frame and axle are separated due to an irregular road surface, the movement of the arm 15

10 in a clockwise direction rotates the pinion 39 in the direction of fhe arrow shown in Fig. 2, thereby forcing the piston pin 36 and piston 27 downwardly into the cylinder 18. Assuming that the'cylinder is substan

15 tially filled with fluid such as oil, the downward movement of the piston will be retarded by the oil and the oil will gradually be forced upward through the restricted opening 28, and a portion of the oil will

20 also pass through the tube 21 and" conduit 19 to the upper portion of the cylinder 18. As the frame and axle return to their normal position, the oil will pass downwardly through the port 29, the ball valve being

25 forced from its seat, and the oil will also pass downwardly through the conduit 19 to its former position. As above stated, the rate of passage of the oil through the conduit 19 may be regulated by changing the

so screw plugs and substituting a plug'with different sizes of openings therein.

The form of shock absorber illustrated in Fig. 3 is similar to that shown in Figs. 1 and 2, and comprises a body member 43 having

35 lugs 44 adapted to be secured to the vehicle frame, and having journaled therein a rock shaft 45 having a square portion 46, The lower portion of the body member 43 has formed thereon a cylinder 47 in which is

40 reciprocably mounted a hollow piston 48. Piston 48 is provided with a pair of restricted openings 49 similar to the opening 28 in the piston 27 shown in Fig. 2, and piston 48 is also provided with- a tubular

45 member 50 having a port §1 normally closed by a ball valve 52, the latter being seated by a spring 53 interposed between a plug 54 carried by the member 49 and the bafl valve 52. The tubular member 49 also has

50 lateral openings 55 communicating with the

interior of the cylinder 47. A vent 56 is

formed in the upper wall of the piston and

permits the passage of air therethrough.

The piston 47 is normally retained in the

55 position shown in Fig. 3 by means of a coil spring 57, which engages a recessed portion 58 of the piston at its,upper end and engages a ca*p 59 carried by the lower end of the cylinder 47 at its lower end.

eo The piston is reciprocated in this instance by means of a earn 60 secured to the rock shaft 45, it being understood that this rock shaft has secured thereto an arm similar to the arm 15 shown in Fig. 1, this arm 'being

I* connected to the vehicle axle. The upper

end of the body portion 43 of the shock absorber is closed by means of a cover plate 61.

The form of the invention illustrated in Fig. 3 operates as follows: When the vehicle frame and axle are in their normal spelative 70 position with respect to each other, the movable parts of the shock absorber assume the position $K>wn in full lines in Fig. 3. When, however, these elements, namely, the vehicle frame and axle, are separated for 75 any reason, the rock shaft 45 will be rotated and with it the cam 60. This rotation of the cam 60 forces the hollow piston 48 downwardly, and assuming that the cylinder 47 is substantially filled with fluid such as 80 oil, it will be evident that this oil will be gradually forced upwardly through the restricted openings 49 to the interior of the hollow piston. When the,parts return to their normal position, the piston will be 85 forced upwardly by the spring 57, thereby unseating the ball valve 52 and permitting the return of the oil through the port 51 to the lower portion of the cylinder 47.

From the above specification describing 80 two embodiments of shock absorbers constructed in accordance with my invention, it will be evident that in construction these devices are very simple and that they include a minimum number of parts. It will 95 also be evident that the devices are adapted for successful operation throughout a wide range of movement.

While certain specific embodiments of the invention have been illustrated and de- 100 scribed, it will be understood that further modifications and changes may be_^ made in the construction and in the arrangement of the cooperating parts without departing from the spirit or scope of the invention as 105 expressed in the following claims.

Having described my invention, what I claim and desire to secure by Letters Patent is:—

1. A shock absorber comprising, in com- no bination, a casing adapted to be secured to a vehicle frame, a cylinder formed 'in said casing, a piston mounted in said cylinder, a conduit connected at,its upper end to the cylinder, and a plug removably mounted in 115 said easing 'and having openings therein connecting the lower end of said conduit with said cylinder.

2. A shock absorber comprising, in combination, a casing, a' cylinder formed 120 thereon, a piston mounted in said cylinder and having a piston pin extending upwardly therefrom, a rock shaft journaled in said casing, and means for operatively connecting said rock shaft to said piston pin for 125 reciprocating said piston.

3. A shock absorber comprising, in combination, a casing adapted to be connected to a veniclia'frame, a cylinder farmed on said casing and opening into said casing, a 139

1,535,487

hollow piston disposed in said cylinder and having a restricted opening and a port therein, and a resiliently actuated valve for closing said port.

8 4. A shock absorber comprising, in combination, a cylinder, a hollow piston mounted therein, and having a restricted opening and a port formed in the bottom thereof, resiliently actuated means for closing said 10 port, means for positively actuating said piston in one direction, and resilient means for actuating said piston in the opposite direction.

5. In a shock absorber, a cylinder, a hol18 low piston mounted therein having a port

in the bottom thereof, a resiliently actuated ball valve for closing said port, means for positively actuating said piston in one direction, and resilient means for actuating said 20 piston in the opposite direction.

6. A shock absorber comprising, in combination, a body member, a rock shaft mounted therein, a cylinder carried by said body member, a piston mounted in said cyl

~5 inder and having restricted openings therein, and a cam carried by said rock shaft for actuating said piston.

7. In a shock absorber, the combination

of a casing comprising a compartment and a cylinder, a hollow piston operating in said 30 cylinder, said piston being closed at both ends except for restricted ports, and means in said compartment for operating said piston.

8. In a shock absorber, the combination of 8* a casing comprising a compartment and a cylinder having one end closed and the other end communicating with said compartment, a hollow trunk piston operating

in said cylinder and having both ends closed 40 except for restricted ports, and operating mechanism in said compartment connected to move said piston.

9. In a shock absorber, the combination of

a casing comprising a compartment and a *5 cylinder, a hollow piston operating in said cylinder and having both ends closed except for restricted ports, means in said compartment for operatively actuating said piston in one direction and resilient means in the 60 cylinder for actuating the piston in the opposite direction.

In testimony whereof I affix my signature.

LIONEL M. WOOLSON.

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Clarence Duncan Chamberlin (November 11, 1893 – October 30, 1976) was the second man to solo pilot across the Atlantic Ocean, and he was the first to carry a passenger.

Chamberlin was born in Denison, Iowa, and was the son of E.C. Chamberlin, who owned a jewelry store. Clarence graduated from Denison High School in 1912 and then attended Denison Normal and Business College for a year before attending Iowa State University for two years. He then served in the Army Air Service during World War I. When the war ended, Chamberlin returned to Denison and ran a motorcycle and auto repair shop before moving to New York City.

In April of 1927, Chamberlin set an endurance record by circling New York City for 51 hours and 11 minutes with Bert Acosta. Acosta would later be Richard Byrd's co-pilot in his transatlantic flight Chamberlin then made the first ship-to-shore flight, when he flew a mail plane to New York City from the deck of a ship 120 miles at sea.

In the monoplane Columbia owned by Charles Albert Levine, Chamberlin registered for the $25,000 ($1M by 2007 standards) prize offered by Raymond Orteig through the Aero Club of America for the first people to fly directly from New York to Paris or vice versa in 1927. He competed with several others such as Cdr. Richard Byrd (United States Navy) in the America , who had recently completed the first flight over the North Pole, Capt. Charles Nungesser of the French Air Service in his plane L'Oiseau Blanc (White Bird), and Capt. Charles Lindbergh (United States Army Air Corps) who had arrived in his plane The Spirit of St. Louis. Only Nungesser would be flying in the opposite direction, from Paris to New York.

Chamberlin would probably have won the contest since Nungesser's plane which was the first in the air had somehow been lost somewhere and the early attempt by Byrd had crashed, but for a legal technicality. The plane's former navigator filed an injunction against Levine claiming he had been fired in breach of his contract. It wasn't until late May that the injunction was lifted. By then they had received news of Lindbergh's safe landing in Paris.

It was then they decided to try for Berlin and set a distance record. With Levine as his navigator, even though he had almost no navigational experience, he made a record nonstop transatlantic flight from Roosevelt Field, Long Island (the airfield from which Lindbergh and Byrd took off) to Eisleben, Germany, a distance of 3,911 miles, in 42 hours and 31 minutes. The flight was from June 4, 1927 through June 6, 1927.

The plan used was a Bellanca monoplane, designed by Giuseppe Mario Bellanca with a Wright Whirlwind engine, same as used by Lindbergh and Byrd. On June 6, 1927, Chamberlin's monoplane ran out of fuel 43 miles short of his goal of Berlin, Germany.

Chamberlin was first married to Wilda Bogert of Independence, Iowa. After a divorce, he married Louise Ashby, an airline hostess, in 1936. He was the father of one son and two daughters. Later in life Chamberlin sold real estate. He lived his last years in Shelton, Connecticut, where he died. He is buried at Lawn Cemetery in Huntington, Connecticut.

Time (magazine) wrote on June 27, 1927:

Pilot Clarence Duncan Chamberlin and passenger Charles A. Levine were last week enjoying the hospitality of Germans, resting in the watering place known as Baden-Baden, inspecting huge multi-motored airships at the Dornier and Zeppelin plants. Some of their doings: Frau Thea Rasche, Germany's only licensed woman pilot, was taken for a ride over Berlin by Pilot Chamberlin. Skillful, she also took passenger Levine for a ride. Correspondents heralded the trips as strengthening to U.S. - German relations. Flyers Chamberlin and Levine hustled to Bremen to meet their respective wives, who arrived from the U.S. Said Mrs. Chamberlin on seeing her husband: "Why, your knickers are awful. Didn't you even have them cleaned?" Then the two couples flew to Berlin in three hops. The two wives were reported to be feeling ill after the first hop. "The Columbia is not on the market," said Mr. Levine when Grover Cleveland Bergdoll, a rich American then living in Germany, offered to buy the monoplane. Mr. Bergdoll let it be known that he desires to fly to the U.S. to show that he is no coward, that conscientious objection was his only reason for refusing to fight in the World War.

1927 Endurance record by circling New York City for 51 hours and 11 minutes with Bert Acosta

1927 First ship-to-shore flight, when he flew a mail plane to New York City from the deck of a ship 120 miles at sea.

1927 Second nonstop transatlantic flight, from Roosevelt Field, Long Island to Eisleben, Germany, a distance of 3,911 miles, in 42 hours and 31 minutes.

1927 First transatlantic passenger

History from Wikipedia and OldCompanyResearch.com (old stock certificate research service).

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Time Magazine - 1929

Clarence Chamberlin, another trans-Atlantic flyer, became president of Crescent Aircraft Corp., organized in 1928 to manufacture commercial airplanes. They paid $4 for Crescent stock, tried to sell it for $12 to $16 a share with the intimation that Crescent planes had been ordered for passenger service between New York and Newfoundland, Bermuda and London. Clarence Chamberlin, a gull for no long time, was vexed. He asked and received a temporary injunction against Hadley & Co. selling Crescent stock. Chamberlin also had newspapers print his public warning against buying Crescent stocks.

Time (magazine) wrote on June 27, 1927:

Pilot Clarence Duncan Chamberlin and passenger Charles A. Levine were last week enjoying the hospitality of Germans, resting in the watering place known as Baden-Baden, inspecting huge multi-motored airships at the Dornier and Zeppelin plants. Some of their doings: Frau Thea Rasche, Germany's only licensed woman pilot, was taken for a ride over Berlin by Pilot Chamberlin. Skillful, she also took passenger Levine for a ride. Correspondents heralded the trips as strengthening to U.S. - German relations. Flyers Chamberlin and Levine hustled to Bremen to meet their respective wives, who arrived from the U.S. Said Mrs. Chamberlin on seeing her husband: "Why, your knickers are awful. Didn't you even have them cleaned?" Then the two couples flew to Berlin in three hops. The two wives were reported to be feeling ill after the first hop. "The Columbia is not on the market," said Mr. Levine when Grover Cleveland Bergdoll, a rich American then living in Germany, offered to buy the monoplane. Mr. Bergdoll let it be known that he desires to fly to the U.S. to show that he is no coward, that conscientious objection was his only reason for refusing to fight in the World War.