No series on Canadian airmail would be complete without a nod to both Canada’s first successful flight and Canadian designed airplane the Silver Dart. This aircraft established the career of one of the country’s great pioneers of Canadian aviation, John Alexander Douglas McCurdy (JAD McCurdy). The project to build this small plane was put together by the Aerial Experiment Association (AEA), who counted among it’s members the legendary American aviation great Glen Curtiss (1878-1930), JAD McCurdy (1886-1961), Alexander Graham Bell (1847-1922) (yes of telephone fame), Frederick W. “Casey” Baldwin (1882-1948), and Thomas Selfridge (1882-1908) and financed by Bell’s wife Mabel Gardiner Hubbard Bell (1857-1923).
On a cold February day, a small group of people towed a fragile biplane out onto the frozen Bras d’Or Lake in Nova Scotia, and readied it for it’s inaugural Canadian flight. John McCurdy, who also designed the Silver Dart, sat behind the wheel of the pusher aircraft. He must have said a prayer before he accelerated down the ice and hoped for success. Composed of bamboo, wood, steel tubes, tape and no brakes, it was as much a matter of faith as it was reliance on the design and the team’s build skills, that the plane would fly and not immediately crash to earth.
So, on February 23, 1909, JAD McCurdy flew into history with the the first officially recognised flight to take place in the entire British Empire, not just Canada.
Cast of Characters
Silver Dart aircraft of the Aerial Experimental Association
Credit: Library and Archives Canada / PA-122520
Restrictions on use: Nil
Copyright: Expired
The Silver Dart was the final of 4 aircraft designs by the Aerial Experiment Association. Alexander Bell formed the company and was one of the driving forces, supplying both funds (via his wife), inspiration and leadership. As early as 1891–92, Bell was experimenting with flight and on Sept. 30, 1907, in an effort to foster the advancement of flight, formed the AEA along with Baldwin, Curtiss, McCurdy and Selfridge. Each of the four younger members would be assigned the role of primary designer for one of the four experimental aircraft.
Thomas Etholen Selfridge was a US army Lieutenant who was lead designer on the first airplane, the Red Wing (also called Aerodrome #1). Frederick W. Baldwin was picked to fly the prototype and successfully flew for 20 seconds, covering 97 m (318 feet). The flight took place March 12, 1908 near Hammondsport, New York, where AEA had setup a workshop. On it’s second flight, the tail detached and crashed on takeoff.
Toronto born Frederick Walker “Casey” Baldwin was a graduate of the University of Toronto (1906), with degrees in electrical and mechanical engineering. He was classmates with McCurdy, another Canadian and it was on a visit to McCurdy’s home in Baddeck, Nova Scotia where he was invited by fellow Baddeck resident Bell to join the AEA. This started Baldwin’s long association with Bell, that included becoming superintendent of Bell Labs. He was the chief engineer for AEA and was the designer of the second airplane, the White Wing (Aerodrome #2).
The Alexander Graham Bell and the Aerial Experiment Association Photograph Collection/The Museum of Flight
While he never had a chance to fly his own design, the Red Wing, Selfridge did pilot the AEA’s second airplane the White Wing (Aerodrome #2) twice, becoming the 1st US military officer to fly on May 19,1908. This time Selfridge was flying Baldwin’s design. It flew for about 100 feet in distance, on it’s maiden flight. By the time Selfridge reported back to military duty later in in the summer, he managed a handful of flights with the White Wing, with the longest lasting 1 minute and 30 seconds. It’s final flight on May 23, 1908, ended in a crash landing, with pilot McCurdy walking away unscathed but the White Wing was a write off.
It was the White Wing that landed the AEA in a bit of legal trouble with the notoriously litigious Wright Brothers. The Brothers claimed patent infringement over the White Wing’s aileron design (used to control the airplane’s maneuverability). This was part of a long running legal battle between Glen Curtiss and the Wrights over his refusal to pay for the right to use the patented design.
The Alexander Graham Bell and the Aerial Experiment Association Photograph Collection/The Museum of Flight
Selfridge didn’t live to see the Silver Dart (Aerodrome #4) fly. He was back on active duty at Fort Myer when Orville Wright arrived to demonstrate the capabilities of the1908 Wright Military Flyer. The Lieutenant managed to wrangle an invitation to ride along as passenger on September 17, 1908. It was this flight that created two more unfortunate firsts for Selfridge. On the fifth lap around Fort Myer, the Wight Flyer suffered a catastrophic malfunction when the right-hand propeller broke off and the plane plummeted to the ground.
Orville Wright was seriously injured and hospitalised for 7 weeks. Selfridge was not so lucky. He suffered a terrible skull facture and died a few hours later. Selfridge was fated go down in history as the first passenger victim of an air crash. It was also because of his death that the US military instituted a helmet policy for all air crew. After an investigation into the crash, it was generally believed Selfridge would have survived if his head had been protected.
Library of Congress, Washington, D.C. (neg. no. LC-USZ62-59026)
Despite losing such a valuable member, the AEA continued with their experiments, moving onto their 3rd design. Glenn Curtiss was the “propulsion expert” for AEA, in short he designed and built the engines. Aviator, designer, mechanic, Curtiss went on to become one of the great names in American aviation. He designed some of the most recognisable and reliable aircrafts over the coming decides, including the Curtiss Canuck, flown by Captain Peck in 1918 for Canada’s first airmail delivery, and Katherine Stinson’s modified Jenny, which she flew for her 1918 Alberta airmail flight.
The June Bug (Aerodrome #3) was Curtiss’ child from start to finish. Built on the successes (and failures) of the Red and White Wings the Bug was wildly successful.
Like the two previous Aircraft, this was powered by the Curtiss engine, and retained the distinctive curved wings. This time four ailerons were fitted, and the tail surfaces were improved by being made into a biplane structure. Flown by Curtiss himself and by J.A. McCurdy who like Baldwin was a Canadian, the June Bug proved itself far superior to the two earlier aircraft. Some 30 flights were made, the most notable being one of 2 miles (3.2km) on 29 August.
P. 26, Pioneers of Aviation, Christopher Chant.
It was this airplane that won the Scientific American Trophy for successfully staying aloft for a kilometer- a very long distance at the time. It had to be publicly observed to win this prize, to ensure no disputes arose over the award. Bell and the AEA documented much of their work, and invited spectators to observe many of their flights, so it was easily proven. It stayed aloft for 1 km or 0.6 miles on July 4, 1908, The June Bug was modified for the AEA’s experimental twin-pontoon floatplane tests and renamed The Loon (Aerodrome #3-A). It’s not often discussed in accounts of the AEA experiments, but greatly aided in Curtiss’ future experiments with sea planes, such as the Curtiss Model E Flying Boat in 1911.
Photograph of the Aerial Experiment Association’s Aerodrome No. 4 “Silver Dart” aircraft, piloted by John A. D. McCurdy, in flight over the ice at Baddeck Bay, Nova Scotia, March 8, 1909.
The Alexander Graham Bell and the Aerial Experiment Association Photograph Collection (2018-10-01-B), Box 1, Folder 3
The Silver Dart prepares for flight
Like it’s predecessors, the Silver Dart (Aerodrome #4) was built and tested at the AEA workshop in NY. McCurdy was the principle designer for the Aerodrome #4. He was also selected as pilot for the Canadian flight.
The youngest of the group, McCurdy graduated from the University of Toronto in 1907 with a degree in mechanical engineering. At 23 years of age, it’s unlikely McCurdy envisioned where his association with the AEA would take him. He went on to become the first Canadian to earn a pilot’s license, established the first flying school in Canada, helped establish the Canadian Aeroplanes Ltd in Toronto, which built airplanes during WW1, flew the first Florida to Cuba flight, become Assistant Director General of aircraft production during WW2, Lieutenant Governor of Nova Scotia, honorary Commodore of the RCAF, established the Reid Aircraft Company (maintaining a long, creative relationship with Curtiss) and is regarded as the father of the Canadian air force.
Although Bell gets the bulk of credit for the Silver Dart, it was a group effort, with McCurdy responsible for much of the final design. But Bell should be recognised for his pivotal role in encouraging his 4 designers and pushing the three survivors towards what would become legendary careers:
It was always Bell’s intention to have each of his four young engineers have a chance to design an aircraft. By the time McCurdy got to the Silver Dart he was able to incorporate the improvements from the previous planes, notably the aileron, the first water-cooled aircraft engine and the silvery “dope” used to waterproof the wings.
The Silver Dart and the Dawn of Flight in Canada | The Canadian Encyclopedia
Baddeck, Nova Scotia
Credit: Library and Archives Canada / PA-122719 Restrictions on use: Nil Copyright: Expired
The Silver Dart (like the previous designs) was a pusher type aircraft, which means the engine and propeller sat behind the pilot and “pushed” the airplane through the air. Slightly larger than the June Bug, it’s wingspan was 15 m (49 ft 1 in) and 12 m (39 ft 4 in) long and 2.9 m (9 ft 7 in) high. Without crew, it weighted 277 kg (610 lb). In optimal conditions, it could reach a maximum 69 km/h (43 mph) and reach a height of 21.4 m (70 ft). A single water cooled Curtis V-8 65 HP engine powered the plane. It’s name, by the way, came from the sturdy, silver coloured balloon fabric used to cover the wings.
McCurdy at the wheel of the Silver Dart 1909.
After a number of test flights in NY, AEA was ready to head across the border to Canada. They dismantled the Dart and loaded it onto a train heading to Nova Scotia. The flight was nearly derailed by border issues when the Dart was held up at customs. It took the intervention of the Premier of Nova Scotia to get the freight moving again and on it’s way to Baddeck.
About those tetrahedral kites …
In an curious side note, prior to it’s flight in Nova Scotia, the Silver Dart’s Curtiss engine was tested in the Cygnet II (Aerodrome #5), one of Bell’s pet projects, a peculiar tetrahedral kite. Early experiments with the Cygnet I were successful. Nicknamed the Ugly Duckling, the Cygnet’s wings were composed of 3,393 separate cells, which acted like thousands of kites bound together.
The first and only flight took place December 6,1907 and was achieved by towing the engineless Cygnet I by boat until it took off, exactly like a kite. Test pilot Selfridge soared 51 m (168 ft) into the air, but found the kite extremely difficult to control. The wind pull was tremendous once it was aloft. Selfridge’s flight was the first official “heavier-than-air flight” recorded in Canada. It ended in a near miss for Selfridge when he crashed onto the lake, destroying the Cygnet.
McCurdy “flew” the Cygnet II but never managed to get any lift. The overall design was too impractical and unwieldy for a 65 HP engine. The tests were abandoned when the Silver Dart assembly was completed; the engine was removed from the Cygnet II and returned to the Dart. Bell managed one more Ugly Duckling design – the Cygnet III and tested it March 1912. Despite being equipped with the more powerful French Gnome Gamma 70 HP engine, the Cygnet never got more than a foot off the ground, forcing Bell to abandon the design once and for all.
![[Cygnet II kite]](https://bittergrounds.com/wp-content/uploads/Cignet-II-side-view.jpg "A history of Canadian airmail – Silver Dart 8")
The AEA gathered February 23, 1909 at the work shed on Bell’s property and prepped for the flight. Bell and his wife watched as the Silver Dart was pulled across the ice for it’s Canadian flight. The day was turning into a community event. A school holiday was declared in Baddeck and businesses closed shop so locals could gather at the lake and watch. It turned into an impressive crowd of a couple hundred locals waiting for the first British Empire flight. If successful, the Bells had a celebration prepared, complete with a guest book for locals to sign to prove they had been in attendance for such a newsworthy event.
Pilot McCurdy made sure the Dart was facing into the wind to improve lift and clambered aboard. So many things could go wrong – a strong gust of wind, engine failure, structural collapse … It was always risky. The engine started and McCurdy quickly started down the ice covered lake. As the crowd held their breath, the delicate craft danced across the the ice and slowly lifted off.
Just like being on a high …
McCurdy was airborne. Decades after the flight, McCurdy was quoted as saying flying the Dart “was just like being on a high”. He climbed to 30 feet and flew around the lake hitting speeds up to 65 km per hr. To the people of Baddeck, it must have been magical. They were watching history in progress. The excitement on the ground was tremendous, with the crowd shouting out joyous, raucous cheers. After flying 800 m (.49 miles) McCurdy brought the Silver Dart back to earth, to a tumultuous celebration.
In late January 1909, the men disassembled Silver Dart and shipped it to Baddeck by train. On Feb. 23, the aircraft was ready for its Canadian audition. It was towed onto the snow-free ice at Baddeck Bay, with McCurdy at the controls and the entire village watching. After an aborted first attempt due to a broken fuel line, the fragile aircraft slid along the ice and lifted nine metres into the brilliant, bone-chilling winter air, much to the spectators’ absolute astonishment. It flew for 800 metres at 65 kilometres per hour—the first successful flight of a flying machine in Canada. An ecstatic Bell sent telegrams to the news centres of the world announcing their achievement.
A Century Aloft: The Rise Of The Silver Dart – Legion Magazine
The Silver Dart went on to complete quite a number of successful flights, including one with a passenger on August 2, 1909. How many is a bit of a question – some reports say 46 and others up to 200. It met its sad end at the army base in Petawawa, Ontario where McCurdy was demonstrating the airplane’s abilities before military officials. On it’s last demonstration, the Silver Dart’s wheel became stuck in the sandy surface during landing, and was sent crashing forward. It was a write off.
An apocryphal tale makes the rounds that military officials, after witnessing the crash, quickly declared that the crash proved aircraft had no place in modern warfare. But the RCAF has a more mundane and plausible explanation about the halt in future flights: “Militia Department officials and officers who witnessed some of these flights were not impressed. It was decided to await the outcome of similar tests and experiments which were being conducted in Britain.”
And with that crash, the Silver Dart experiment ended. AEA dissolved shortly afterwards, with each member pursuing different projects. The Aerial Experiment Association was already in it’s death throws by March 1909, when Glen Curtiss embarked on a more ambitious and far more commercial plan under his new Herring-Curtiss Company (later renamed Curtiss Aeroplane and Motor Company in 1910). This move by Curtiss put a strain on the AEA association, especially with Bell who saw the venture as more a “co-operative scientific association” not ruled by profit making concerns. So 1909 saw both their greatest success and their end.
But what about the stamps?
Two stamps have been issued by Canada Post to celebrate this landmark flight. One in 1959 for the 50th anniversary and the second in 2009 for the 100th anniversary.
The 1959 stamp, featuring delta winged jets and the Silver Dart doing a fly past. It was designed and engraved by Donald J. Mitchell (E), Harvey Thomas Prosser and Yves Baril (E). Its unclear who engraved the jets and who engraved the Dart, but the style differences are noticeable. Overall the stamp is a decent design, typical of the late 1950s and early 60s. Never one of my favourite designs, but the engraving of the Silver Dart really is exquisite. It captures the bowed wings and delicate frame nicely. As bonus if you examine the biplane closely, you can see McCurdy in the pilot’s seat.
The 2009 100th anniversary stamp captures McCurdy flying just above the heads of his fellow AEA members. Designers Crystal Oicle and Dennis Page of Trampoline Marketing Agency used an illustration by Michael Little to capture that memorable day on the lake. The back of the sheet includes a few bonus photos of the flight and a brief write up of the event. Although technically not an airmail flight or airmail stamps, the AEA and the Silver Dart set the stage for future airmail experiments, earning a place in the Canadian Airmail pantheon.
The next article will cover Katherine Stinson’s 1918 Alberta airmail delivery.
Bibliography
Many of the details and photos for this article came courtesy Archives Canada and the Alexander Graham Bell and the Aerial Experiment Association Collection/The Museum of Flight.
The following sources were also very useful in constructing the timeline of each build:
Aerial Experiment Association Bulletin XXXIX, Monday April 12, 1908 Appendix B courtesy Collection: Alexander Graham Bell and the Aerial Experiment Association Photograph Collection | Archives Public Interface (museumofflight.org)
The Aviator – University of Toronto Magazine (utoronto.ca)
A.E.A. Silver Dart | Canada Aviation and Space Museum (ingeniumcanada.org)
A Century Aloft: The Rise Of The Silver Dart – Legion Magazine
The Silver Dart and the Dawn of Flight in Canada | The Canadian Encyclopedia
BEST BREEZES: Kites and Kite History – The Silver Dart – Aerodrome 4 (squarespace.com)
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