Addendum, Dayton Aviation Sites U.S. World Heritage Tentative List
Application

June 2007

[General]{.underline}

Wright Hall, the building at Dayton's Carillon Historical Park in which
Dayton History exhibits the Wright Flyer III, is specifically identified
in the legislation establishing Dayton Aviation Heritage National
Historical Park (the Dayton Aviation Heritage Preservation Act of 1992,
as amended; P.L. 102-409) as one of the national park's units. According
to the 2006 edition of the National Park Service Management Policies,
section 5.1.3.2.2 ("National Historic Landmark Designation"), "Historic
and cultural units of the national park system are nationally
significant by virtue of their authorizing legislation or presidential
proclamation." Wright Hall is therefore nationally significant through
its status as a legislated component of Dayton Aviation Heritage
National Historical Park, and it is unnecessary to amend the National
Historic Landmark designation for the Wright Flyer III (also part of
Dayton Aviation Heritage National Historical Park) to include Wright
Hall and give it specific NHL status.

Unless specified otherwise (such as in a discussion of the history of
the airplane itself), readers should assume that references within this
document "Wright Flyer III" also refer to Wright Hall and insert "Wright
Flyer III/Wright Hall" in place of the current text.

References to "Carillon Park" should be corrected to "Carillon
Historical Park."

[2.a.2 History and Development, Wright Cycle Company and Wright and
Wright Printing]{.underline}

During their operation of their bicycle sales and repair business, the
Wright brothers rented storefront and workshop space in five different
buildings in Dayton. Of those five locations, the building at 22 South
Williams Street in which they operated their Wright Cycle Company and
their Wright and Wright Printing business from early 1895 to April 1897
is the only structure extant in its original location. It is the
location where the Wrights first demonstrated serious interest in
aviation, built their first gasoline engine and developed familiarity
with bicycle parts that they later modified for use in their airplanes.
A growing bicycle business caused the Wrights to relocate their company
in 1897. When the Wrights travelled between Dayton and Kitty Hawk, North
Carolina, from 1900 to 1903 as they built and flew their gliders and
first airplane, and during 1904 and 1905, when they tested their
airplanes at Huffman Prairie Flying Field (ultimately creating the
Wright Flyer III), they worked out of their fifth and final rented
bicycle shop location at 1127 West Third Street in Dayton. Between 1897
and 1908, the Wrights operated their bicycle sales and repair business
from this structure while simultaneously using it as the principle site
where they planned and built their gliders and airplanes and built the
engines for their airplanes, often with the assistance of Charles
Taylor. After they dissolved their Wright Cycle Company in 1908, the
Wrights jointly used 1127 West Third Street to house their laboratory
and office, and Orville continued to lease it as such until 1916, when
he moved his laboratory and office to a building a block to the west on
Broadway Street (Wright Laboratory, National Register 1973; razed
1976/delisted). 1127 West Third Street also provided a brief home in
1909 for the Wright Company, the Wright brothers' commercial aircraft
venture, before it moved to larger quarters in 1910. Other businesses
used the 1127 West Third Street building between 1916 and 1936, when
U.S. industrialist Henry Ford purchased the property and paid for its
relocation to his Greenfield Village outdoor museum near Dearborn,
Michigan. There it opened for public visitation in 1938 and remains
today as a tourist attraction.

With its original Dayton location now an empty, grassy lot, and its
reconstruction conducted with "the memory of \[Orville\] Wright . . .
preferred over evidence that might have been obtained from the
\[building\] . . . before \[its\] removal from Dayton," according to
Allan Fletcher's 1972 masters in museum practice degree thesis "The
Wright Brothers' Home and Cycle Shop in Greenfield Village," the former
1127 West Third Street building now in Michigan no longer retains
integrity of location, setting, or feeling (three important qualities
retained by the 22 South Williams Street structure). It is not
individually listed on the National Register of Historic Places and is
not a National Historic Landmark, although Greenfield Village itself is
a National Historic Landmark (1981) for its demonstration of Henry
Ford's ideas of history and the site's role in the history of museums
and historic preservation. Moreover, as a moved piece of supposedly
"immovable heritage," the fifth bicycle shop does not qualify for
consideration for inclusion on the World Heritage List.

[3.c Comparison]{.underline}

*Insert the following text in place of the existing 3.c text*

Of over 830 properties on the World Heritage List in 2007, few address
the history of technology and none address the origins of the
world-changing role of practical aviation in the twentieth century as do
the collective Dayton Aviation Sites. From the building that housed the
Wright Cycle Company and Wright and Wright Printing in west Dayton,
where Wilbur and Orville Wright began conceptualizing their approach to
achieving free, controlled, and sustained flight in a power-driven,
heavier-than-air machine, to their realization of practical flight at
Huffman Prairie Flying Field with the Wright Flyer III (an airplane that
is now a static exhibit within Wright Hall at Carillon Historical Park
in Dayton) and to Orville Wright's Hawthorn Hill mansion, these sites in
and around Dayton, Ohio, are the most significant and most intact sites
in the world connected with the invention of the airplane, especially
for the decade between 1895 and 1905, the principal period of
significance addressed by this application (the period of significance
for Hawthorn Hill begins with the start of its construction in 1912 and
ends with the 1948 death of Orville Wright).

Between 1895 and 1905, the Wrights were not alone in their pursuit of
aviation-related research and experimentation. Others in the United
States and in Europe also independently worked on achieving powered
flight, though not reaching the level of success achieved by the
Wrights. In the United States, the most significant and prominent
aviation researchers working contemporaneously with the Wrights were
Octave Chanute and Samuel Langley. Chanute (1832-1910), a railroad
engineer and early correspondent and sometimes mentor of the Wrights,
led tests of gliders from dunes adjacent to the modern boundary of
Indiana Dunes National Lakeshore, a unit of the National Park System
(though he did not pilot any craft as a result of his advanced age).
Though the Wrights directly drew little from Chanute's experiments, he
served as an important correspondent with whom they guardedly discussed
their own experiments and technical matters, and Wilbur Wright delivered
a eulogy at Chanute's funeral.

Samuel Langley (1834-1906), at the time the Secretary of the Smithsonian
Institution, was another nationally-known scientist and experimenter in
aviation at the turn of the twentieth century. Langley obtained nearly
\$70,000 from the U.S. War Department and the Smithsonian (from which
Wilbur Wright solicited several pamphlets on aviation, including one by
Langley, in 1899) to support research that ultimately led to
unsuccessful test flights of Langley's *Aerodrome* (piloted by Charles
Manly) from a launching platform on a houseboat moored in the Potomac
River near Quantico, Virginia, in October and December of 1903, mere
days before the Wrights first flew in North Carolina. The Potomac served
as Langley's principal aviation testing site. With the failure of the
*Aerodrome*, Langley retired from active aviation research.

Langley's *Aerodrome* gained additional notoriety nearly a decade after
his death when Glenn Curtiss (who was not active as an aviator between
1895 and 1905) and other antagonists of the Wrights extensively modified
it from its original construction and successfully flew the modified
aircraft at Lake Keuka in New York in 1914; as a result, for more than
thirty years the Smithsonian mistakenly displayed the *Aerodrome* in its
1903 configuration as the first airplane "capable" of flight. Orville
Wright refused to donate the Wrights' 1903 airplane to the Smithsonian
for display until the museum corrected its assertion supporting the
*Aerodrome*'s flightworthiness.

In Europe, powered, heavier-than-air aviation grew fitfully before
becoming successful in the years around 1910 (after the principal era of
significance of this nomination). The years preceding 1908 are described
by eminent British aviation historian Charles Gibbs-Smith as a "period
of inexplicable torpor and procrastination among the British and
Continental pioneers" (*The Rebirth of European Aviation, 1902-1908: A
Study of the Wright Brothers' Influence* \[London: HMSO, 1974\]). Early
European aviators -- most of whom were French, including Ernest
Archdeacon, Ferdinand Ferber, Charles and Gabriel Voisin, and Louis
Blériot -- produced only a few unsuccessful gliders between 1895 and
1905; even Brazilian Alberto Santos-Dumont's 1906 *14-bis* airplane
allowed control in only two dimensions during its 60m (200 ft) flight at
Bagatelle, France, in 1906, the first flight in Europe, and the *14-bis*
could not repeatedly take off and land. However, European work affected
-- indeed, spurred -- the Wrights. The early gliding of German inventor
and engineer Otto Lilienthal (1848-1896) near Berlin and Rhinow was a
key inspiration to them; his death in a gliding accident incited the
Wrights to enter experimental aviation, though the Wrights later found
much of Lilienthal's generally-accepted aeronautical data incorrect. The
Wrights did not conduct their aeronautical research in a vacuum; while
they worked independently, their research built on the work and ideas of
Chanute, Langley, Lilienthal, and other materials published by early
aviators.

In 1896, while operating their printing and bicycle sales businesses at
22 South Williams Street, the Wrights learned of Lilienthal's death;
through their printing business, the Wrights had access to national news
wires that reported Lilienthal's glider accident. In a 1901 letter to
the Western Society of Engineers, Wilbur wrote that his

". . . own active interest in aeronautical problems dates back to the
death of Lilienthal in 1896. The brief notice of his death which
appeared in the telegraphic news at that time aroused a passive interest
which had existed from my childhood . . . and as my brother soon became
equally interested with myself, we soon passed from the reading to the
thinking, and finally to the working stage."

However, 1896 was also the year in which the Wrights introduced their
Van Cleve and St. Clair lines of bicycles, and sales of these models
grew to a point where the space available at 22 South Williams Street
proved insufficient. In 1897, they moved their businesses to a larger
building at 1127 West Third Street.

While the 1127 West Third Street building (moved by Henry Ford to
Greenfield Village in 1936 and now lacking integrity of location,
setting, and feeling) was the location where the Wrights built their
gliders, and first three airplanes (and the engines for those
airplanes), the work they conducted there built upon their experiences
at 22 South Williams Street. At the Williams Street building, the
Wrights developed a one-cylinder gasoline engine, their first engine and
the ancestor of all of the engines employed in their aircraft. They also
worked extensively on the chain drives of their bicycles, work that
proved valuable later in the development of their chain-driven aircraft
transmissions. The 22 South Williams Street location was also the first
Wright bicycle shop location where the Wrights built their own bicycles
in addition to selling national brands. Many bicycle parts with which
the Wrights became intimately familiar in their workshop at 22 South
Williams Street -- sprockets, chains, wires -- they later modified for
use on their airplanes. Additionally, at 22 South Williams Street, they
found that their bicycle business provided them sufficient income and
sufficient time (with little bicycle-related work in autumn and winter)
to work on aeronautical problems; unlike Langley, the Wrights received
no financial support from the United States government.

After moving their bicycle shop from 22 South Williams Street to 1127
West Third Street, the Wrights continued their aviation research, the
results of which moved them from flying small kites to flying gilders as
tethered kites to manually flying gliders. Before the 1902 flying
season, they built a new wind tunnel and used it to conduct tests that
proved that the lift coefficients used by Otto Lilienthal and generally
accepted by contemporary aviators were incorrect. With new, correct data
concerning lift, the Wrights constructed their 1902 glider; it served as
the basis for their 1906 "flying machine" U.S. patent. The Wrights also
designed the engine and propellers of their 1903 airplane at 1127 West
Third Street.

In Dayton, the Wrights encountered few problems in designing and
building their various gliders and, later, the 1903 airplane, but they
discovered that southwest Ohio did not have sufficiently strong or
sufficiently constant winds in which to test-fly their aircraft. Each
year from 1900 to 1903, they travelled to Kitty Hawk, North Carolina, to
test their increasingly complex gliders and their first airplane.

After their four successful flights at Kitty Hawk in December of 1903,
the first free, controlled, and sustained flights in a power-driven
heavier-than-air machine in the world, the Wrights returned to Dayton.
Desirous of continuing their flights in an environment closer to home
(and closer to their 1127 West Third Street workshop), they identified a
34-hectare (84-acre) pasture 13 kilometers (8 miles) northeast of
downtown Dayton owned by local banker Torrence Huffman as an appropriate
location for their work. This field, known as Huffman Prairie, became
the first airfield for heavier-than-air aircraft in the world. At
Huffman Prairie, the Wrights worked to build a practical airplane, one
that could fly as long as its fuel supply lasted, land safely, and take
off again, and do so repeatedly; their 1903 airplane could not achieve
such feats. While they kept the general dimensions of their 1903 craft,
the Wrights' research at Huffman Prairie in 1904 caused them to change
the airplane's center of gravity by moving its engine, radiator, fuel
tank, and pilot position slightly to the airplane's rear. They also
changed its wing spars from spruce to white pine, widened the airplane's
propeller blades and reduced the curvature ratio of the wings from 1 in
20 to 1 in 25. After these modifications made the 1904 airplane's pitch
nearly uncontrollable, they added 31.7 kg (70 lb) of ballast to its
forward elevator. The Wrights also developed a catapult launching system
that made them less reliant on the unpredictable Ohio winds when
attempting to launch their airplane. However, no flight in 1904 exceeded
six minutes in length, and the Wrights did not yet have an airplane they
could fly until exhausting its fuel supply. The Wrights burned the
wooden frame of the 1904 airplane and reused some of its metal parts on
the 1905 model.

Reflecting on their previous work, in 1905 the Wrights built an airplane
2.1 m (7 ft) longer than their 12.3 m (40.4 ft) 1903 airplane. They
reused the 1904 airplane's engine and added small, angled surfaces to
the trailing edges of the propellers ("little jokers") to offset
deformation pressures and disconnected the direct linkage of the
airplane's rudder and wing-warping systems, enabling separate controls
for yaw and roll and overall control in three dimensions. Their most
significant development in making their airplane practical came during
the middle of the 1905 season at Huffman Prairie when, to try to
maintain the pitch of the airplane and avoid catastrophic crashes, they
rebuilt and moved the forward elevator. Previously 4.9 m² (52.75 ft²) in
size, the Wrights enlarged it to 7.7 m² (83 ft²) and placed it 3.6 m
(11.7 ft) in front of the leading edge of the wing, instead of 2.2 m
(7.32 ft). The extension of the elevator served the same purpose as did
the ballast on the elevator of the 1904 airplane. The modifications
completed in 1905 ended the series of hard, dangerous, destructive
landings that affected previous Wright flights, making long flights
commonplace and increasing public interest in their work. That October,
Wilbur flew circles around Huffman Prairie in the 1905 airplane for
nearly forty minutes, covering a distance of nearly 39 km (24.2 miles)
until he ran out of fuel. This single flight was longer than any of the
flights conducted by the Wrights in 1903 and 1904. No one else in the
world even achieved powered, sustained flight, in a heavier-than-air
machine until Alberto Santos-Dumont flew in France in 1906.

As the inventors of the airplane, the Wrights gained international
renown (especially after they personally demonstrated their airplane's
capabilities in France, Germany, and Italy in 1908 and 1909) and
personal financial security through the licensing of their patents and
through their Wright Company, which manufactured airplanes in Dayton for
commercial sale between 1910 and 1916. During the era in which the
Wrights developed their airplanes, they lived in a modest frame house in
west Dayton purchased by their parents in 1871. By 1910, this house
proved insufficient for the needs of the now-famous brothers (bachelors
who never married), and, together with their sister, Katharine, and
father, Bishop Milton Wright, Orville and Wilbur searched for a site in
the Dayton area to build a new home. They finally settled on a 6.9
hectare (17-acre) tract in the town of Oakwood, immediately south of
Dayton, as the site on which to build their new home, which they named
Hawthorn Hill. Wilbur died in 1912, before construction started, but he
contributed to Hawthorn Hill's design. Orville and Katharine sold 5.7 ha
(14 acres) of the original 6.9 ha purchase shortly after Wilbur's death
and built Hawthorn Hill on the remaining 1.2 ha (3 acres). Industrialist
Henry Ford purchased the Wrights' earlier west Dayton home in 1936
(simultaneously with his purchase of the 1127 West Third Street bicycle
shop building) and moved it to Greenfield Village in Michigan, leaving
Hawthorn Hill, where Orville lived until his death in 1948, as the only
intact residential structure connected with Orville as an adult.
Hawthorn Hill reflects his socioeconomic status as a senior figure in
international aviation; according to Wright biographer Tom Crouch, it
served as Orville's "machine for living."

The Dayton-area resources connected with the Wright brothers are the
most intact and most historically significant sites in the world
connected with the invention of the airplane between 1895 and 1905.
Huffman Prairie Flying Field, a National Historic Landmark and part of
Dayton Aviation Heritage National Historical Park, retains high degrees
of its early twentieth-century integrity. Its landscape, discussed in
further detail in *From Pasture to Runway: Huffman Prairie Flying Field,
Wright Patterson Air Force Base*, a 2002 National Park Service cultural
landscape report, underwent moderate but reversible changes after it
served as the Wrights' testing ground. It has high degrees of location,
association, feeling and setting, and a significant level of design
integrity, with intrusive features such as the bisecting Pylon Road
easily removable.

Conversely, resources connected with the Wrights' experimental glider
and powered flights in North Carolina retain much less historic
integrity. In 1928 the U.S. Coast Guard and local residents planted
shrubs and sand grass in the sand dunes at Kill Devil Hill, where the
Wrights launched their first flights, adding a non-period vegetative
cover to the site while retarding the natural erosion and shifting of
the dunes through wind and rain. A 1980 nomination of the Kill Devil
Hill site to the World Heritage List failed, partially as a result of
the site's extensive landscape changes, including the complete
reconstruction of the Wrights' hangar and the presence of an intrusive
memorial structure. The cultural landscape of Kill Devil Hill is
examined in further detail in *Wright Brothers National Memorial:
Cultural Landscape Report*, a 2002 National Park Service study.

Flying fields or sites connected with other aviation pioneers in the
United States also fail to reach the levels of significance or integrity
of Huffman Prairie Flying Field. The dunes on the Indiana shore of Lake
Michigan from which Octave Chanute and his assistants launched gliders
no longer exist and are covered by modern roads and houses; the site is
not listed on the National Register of Historic Places and does not
retain integrity. The nearby Gary Bathing Beach Aquatorium (National
Register, 1994) does contain a museum examining the significance of
Chanute's lakeshore experiments, but the structure itself is not
connected with Chanute or his work. During the years of the Wrights'
research and development at Huffman Prairie Flying Field, 1904 and 1905,
motorcycles and their engines, not aviation, were the principal
professional interests of later Wright competitor Glenn Curtiss
(1878-1930; the shoreline of his later testing area, Lake Keuka in
Hammondsport, New York, retains some of its early twentieth-century
integrity). Sites connected with the attempts of Samuel Langley to
achieve sustained, controlled flight with a heavier-than-air machine in
1903 are not preserved. Langley and his assistants launched their
unsuccessful *Aerodrome* tests from a houseboat anchored in the Potomac
River south of Washington, D.C.; while the Potomac still flows past
Quantico, no *in situ* vestiges of his attempted flights remain and the
houseboat launching platform does not exist.

Extant resources connected with early European aviators are few; British
aviation historian Charles Gibbs-Smith's *The Rebirth of European
Aviation, 1902-1908* discusses a dearth of sites connected with aviation
in Europe, nothing that "European achievements during 1905 and indeed
ever since 1902, had indeed been minuscule, and reflected little credit
on anyone" (p. 185). The first powered flight in Europe, by Brazilian
Alberto Santos-Dumont, occurred in October of 1906, a year after the
Wrights successfully flew their Wright Flyer III over Huffman Prairie
for nearly forty minutes until exhausting its fuel in October of 1905.
The site of this brief, 60m (200 ft) flight in Bagatelle, France, is
today part of the Parc & Château de Bagatelle of Paris, which
principally contains French estate buildings built in the eighteenth
century and formal gardens. The flight is commemorated with a monument
erected by the Aero-Club de France in 1910, but the site lacks landscape
integrity concerning its aviation history; its landscape is managed as
part of a formal French garden estate. Santos-Dumont used the field at
Bagatelle for demonstrating his airplane; his (minimal) research and
development activities into heavier-than-air craft occurred at a
workshop in Neuilly-sur-Seine, west of Paris. There is no evidence that
Santos-Dumont's workshop is extant. None of the French Centre des
Monuments Nationaux's *Monument historiques* commemorate French aspects
of the development of the airplane.

Aviation research and development elsewhere in Europe before Wilbur
Wright's demonstration flights in Le Mans, France, in 1908 (commemorated
by a 1920 monument) did not produce results comparable to those of the
Wrights at Huffman Prairie with the Wright Flyer III or of Santos-Dumont
at Bagatelle. However, several European sites connected with the role of
gliders in the development of powered aviation still retain integrity.
Among those sites are natural formations at locations connected with
Ferdinand Ferber's gliding (in Beuil, Conquet, and Chalais-Meudon,
France, in 1903 and 1904) and Lake Geneva, Switzerland, the site of
tests of a float glider by the Voisin brothers of France in September of
1905. Commemorative markings at these sites are minimal.

The Wright Flyer III, a National Historic Landmark preserved in Wright
Hall, a part of Dayton Aviation Heritage National Historical Park, is
one of the best-preserved early airplanes. The evolution of the Wrights'
1903 airplane from the Kitty Hawk flights to the 1904 Flyer (not extant)
and the subsequent 1905 model is well-documented, and the 1905 airplane
is comparable with its immediate Wright predecessors. Though all of the
Wrights' initial gliders and airplanes employed a basic Pratt truss
structure, the Wrights' constant experimentation and incorporation of
the results of their experimentation resulted in many design
modifications to their aircraft. The Wrights' inability to substantially
control their 1903 airplane (now exhibited in Washington, D.C., by the
Smithsonian Institution at its National Air and Space Museum), which
flew only four times in straight flights of less than one minute in
length, caused many of the modifications made in subsequent models.

Few European airplanes or gliders built and flown during the early
twentieth century remain intact. An April 1907 crash destroyed the
*14-bis*; neither Santos-Dumont nor another interested party restored
the aircraft for exhibition. European museums do show the effects of the
work of the Wrights upon early European aviation. European aviators
quickly incorporated the technological advances realized by the Wrights
in the Wright Flyer III at Huffman Prairie into European airplanes after
the Wrights' European demonstration flights in 1908 and 1909, and
replicas of many airplanes of that period are in museums (none of which
were purpose-built for the exhibit of a specific airplane, as was Wright
Hall) throughout the continent. The French Musee de l'Air et de l'Espace
at Le Bourget Airport near Paris exhibits replicas of several important
early European airplanes, including a replica of Santos-Dumont's 1908
*Demoiselle* aircraft, a 1919 replica of the Voisin Farman aircraft of
1907, and the original fuselage of Leon Levavasseur's 1909 *Antoinette*.
European museums also discuss the role of gliders in the development of
the airplane. The Deutsches Museum in Munich displays an original 1908
Wright Model A used by Wilbur Wright in his flights in Germany in 1909
(and built at 1127 West Third Street in Dayton) and a 1958 reproduction
of Otto Lilienthal's 1896 glider, while the Technisches Museum in Vienna
has an authentic Lilienthal glider from 1892. Visitors may also view a
few original first-generation aircraft in Europe. The Danmarks Tekniske
Museum in Helsingør, Denmark, claims a 1906 craft of early Danish
aviator J.C.H. Ellehammer, while the Romanian Muzeul Militar National in
Bucharest claims a 1906 Trajan Vuia monoplane amongst its collection.

The Wright Cycle Company and Wright and Wright Printing building in
Dayton (a National Historic Landmark and part of Dayton Aviation
Heritage National Historical Park) is the only intact structure in which
the Wrights operated their bicycle business that is still in its
original location. It is also the site where the Wrights first
conceptualized their approach to achieving practical flight. The first
three buildings leased by the Wrights for their bicycle company no
longer exist and had few direct connections with aviation history. Henry
Ford purchased and moved the 1127 West Third Street building the Wrights
leased from 1897 to 1916 to his Greenfield Village museum in Dearborn,
Michigan in 1936. That structure, where the Wrights developed and built
their gliders and 1903, 1904, and 1905 airplanes and engines, no longer
retains integrity of location, setting, and feeling and is not eligible
for listing as a National Historic Landmark or on the National Register
of Historic Places for its connections with aviation history.

Research found no extant structures connected with other early aviators
that are comparable to the Wright Cycle Company and Wright and Wright
Printing building. In the United States, no buildings connected with the
aviation work of Octave Chanute, Samuel Langley or Glenn Curtiss retain
significant integrity (although several buildings connected with
Curtiss's 1925-1928 development of Opa-Locka, Florida, are listed on the
National Register of Historic Places and a museum in the National
Register-listed Gary Bathing Beach Aquatorium commemorates Chanute's
nearby experiments on the shore of Lake Michigan). Research also
uncovered no French *Monuments historiques* commemorating early French
aviators or aviators of other countries who worked and flew in France.
In Petropolis, Brazil, Alberto Santos-Dumont's home is a historic house
museum but represents his later life and not the period when he
conceptualized his vision of flight (which he did chiefly in France).
The Otto Lilienthal Museum in Anklam, Germany, commemorates the life of
the town's native son; however, this museum does not include buildings
directly connected with Lilienthal. Research found no other early
aviation resources in Germany on accessible lists of registered
monuments maintained by the German *Länder*.

Hawthorn Hill, a National Historic Landmark, is the only intact
residential structure connected with Orville Wright (and, in its initial
design phase, Wilbur Wright before his 1912 death) as an adult that
retains integrity of location, setting, and feeling, with the 7 Hawthorn
Street residence occupied by the Wrights during the years they conducted
their aviation experiments now a part of Greenfield Village in Michigan.
Hawthorn Hill reflects the socioeconomic status of Orville Wright in the
decades after his invention of the airplane and his role as a senior
figure in international aviation. In the United States, it is best
compared with such properties -- all National Historic Landmarks -- as
the General William ("Billy") Mitchell House in Middleburg, Virginia or
the Captain Edward V. Rickenbacker House in Columbus, Ohio, both former
residences of famous U.S. military aviators (and neither open for public
visitation), the Charles A. Lindbergh, Sr., house in Little Falls
Minnesota, the childhood home of aviator Charles A. Lindbergh, Jr., (and
today a state historic site open for public visitation), or Highfields,
the New Jersey estate of the adult Charles Lindbergh, Jr., (National
Register, 1994; not a National Historic Landmark), today a halfway house
for juvenile delinquents. Hawthorn Hill is also comparable with the
former residences of significant inventors, such as Samuel Colt's
Armsmear in Connecticut (now a retirement home for the elderly), or
Henry Ford's Fair Lane home (now owned by the University of
Michigan-Dearborn and open for public visitation). No residences of
Octave Chanute, Samuel Langley, or Glenn Curtiss remain intact.
Internationally, *A Encantada*, the home of Alberto Santos-Dumont built
in 1916 in Petropolis, Brazil, and principally connected with that
aviator's later life, is most comparable to Hawthorn Hill. It is
operated by the city of Petropolis as a historic house museum and is
open for public visitation and retains a high degree of its early
twentieth-century integrity. Research found no evidence of residences of
other aviators active in Europe before 1908 that are preserved as
museums or public monuments.

[3.d Integrity and/or Authenticity]{.underline}

An additional reference document concerning the authenticity and
integrity of Wright Cycle Company and Wright and Wright Printing is
*Historic Structure Report: The Wright Cycle Company Building* (HS-01),
produced for the National Park Service by Quinn Evans Architects in
1999. The conditions of Wright Flyer III and Wright Hall are examined in
the 2007 *Historic Structure Report: Wright Hall and Wright Flyer III,
Carillon Park*, also by Quinn Evans Architects. *1905 Wright Flyer III
Condition Assessment*, by Larry Bowers, Jane Merritt, and Ed McManus in
2000 addresses the integrity and authenticity of the 1905 airplane as
exhibited at Carillon Historical Park in 1999. Allan Fletcher's somewhat
dated "The Wright Brothers' Home and Cycle Shop in Greenfield Village,"
his 1972 thesis for a Masters in Museum Practice degree from the
University of Michigan, addresses the history of the 1127 West Third
Street bicycle shop building Henry Ford purchased and moved to Michigan
during the 1930s and provides material for comparing the 22 South
Williams Street and 1127 West Third Street buildings.