First  Flight Bicycles

 

The chief objection to the chain and sprocket drive system for a bicycle is that it begins to wear with its first use, in such a fashion that cannot be compensated for. The chain being the more fragile component of the chain and sprocket system eventually stretches so far from its original pitch, so as to not mesh with its sprocket and fails to operate. Repair to the chain is impossible and replacement of the chain is required. The adjustable bevel gear drive system is far more durable. As the gears wear, the bevels can be brought closer together and the original mechanical efficiency restored.

The preceding argument is as true today as when it was first posed in the early 1890's. The Acatene was already proving the advantages of the Chainless bicycle in France when the first American Chainless was built by the League Cycle Company in 1892. In spite of much refinement from the 75 lb. 1892 League Chainless to the 24 lb. 1896 League Chainless, it was the Pope Manufacturing Company that put the Chainless on American roads. Some will argue that the Pope Chainless bicycles were simply better, others that the Pope reputation sold more Chainless, and still others, that the Pope purchase of all of Leagues' Chainless patents made Pope the dominant Chainless influence. It is nevertheless well evidenced by the number and conditions of Pope Chainless that exist today that Pope Chainless are worthy of study. Pope Manufacturing Company was primarily responsible for the Columbia brand bicycles, which from 1898 to 1920 offered a Chainless model. Other bicycle companies acquired by Pope Manufacturing Company incorporated Chainless designs either similar or identical to Columbia.

In addition to the number of Columbia Chainless bicycles that exist today, there are also a number of Columbia documents about. Columbia Chainless bicycles in the hands of collector's range from the initial 1898 models to at least one 1915 model.

 

 

Columbia Chainless Identifier Second Revision

The purpose of this identifier is to make the most positive identification with the fewest characteristics. The steps leading to identification have been so arranged to avoid disturbing the mechanisms unnecessarily. To use this "key", read and look down the  page until the description matches. You'll either be faced with more descriptions and questions or arrive at the Group Identification. These Group Identifications span as few as one year of production and as many as seven years of production.

I. Is the frame constructed with external lugs ? Group A

 

II. Does the frame have a large (1"+) inner seat tube diameter and no seat post binder hole through the seat stays ? Group B

 

III. If the frame is not constructed with external lugs, and the main frames tubes are 1 1/8" in diameter and the seat post binder is as below. Group C

 

IV. Open the rear dust caps (rear gear covers) and not the number and size of the ball bearings in the rear connecting shaft (rear-most bearing supporting the driveshaft).

Are there twenty 3/16" bearings?

A.Is it a standard non-hinged frame? Group J

B.Is it a hinged Cushion frame with fixed drive? Group L C Is it a hinged Cushion frame with a two speed coaster brake? Group K

V. If the dustcover (nickeled, 4" in diameter) is smooth and there are no pin tool holes (two) present, gently attempt to pry the dustcover away from the crank shell and verify the lack of threading. Is the cover not threaded?

A. Is it equipped with a Pope spring fork? Group P

B. Is it a standard non-hinged frame? Group M

C. Is it a hinged Cushion frame with fixed drive? Group O

                     D. Is it a hinged cushion frame and cushion fork with 

                         two speed coaster brake hub? Group N

VI. If none of the previous applies, then the dustcover (nickeled, 4 " diameter) is most likely right hand threaded. Gently attempt to unscrew the dustcover to the left and verify that the threads are right handed.

a. Is it a standard non-hinged frame with a Columbia spring fork? Group H

b. Is it a standard non hinged frame?

  1. Is it a two dawg crank? Group D

  2. Is there a hex-shaped crank lock nut and no oil hole in the lower rear dust cap (gear cover)? Group E

  3. Is there a hex-shaped crank lock nut and an oil hole in the lower rear dust cap (gear cover)? Group G

      c. Is it a hinged Cushion frame without a Columbia spring fork?  2 dawg crank? Group D

             Is there a hex shaped crank lock nut and no oil hole in the lower rear dust cap (gear cover)? Group F

            Is there a hex-shaped crank lock nut and an oil hole in the lower rear dust cap (gear cover)? Group I

 

 

 

Component Comments

Crank Mechanisms

There were major changes in the crank mechanisms in the years l898 - 1900. Each year production uses a different crank mechanism. The 1900 type crank mechanism is used through. 1920. The 4" diameter "dustcover" of  the 1898 mechanism is a weak structural part which has a tendency to fail when the left hand threads wear or are stripped. The best repair is to drill small holes around the edge of the crank housing into the "dustcover" and thread these with a fine thread. Eight small screws in these holes will secure the crank assembly. Such a repair will withstand century riding and permit access for servicing. Mashing the threads, brazing or welding, are poor solutions. That the 1899 crank is very different from the 1898 crank suggests to me that there were problems in 1898 with that design.. The 1899 type closely resembles the 1900 - 1920 type. The disc of the 1899 type onto which the 40 tooth front gear is threaded, is smaller than the 2 3/ 4" disc of the 1900 - 1920 type. With the exception of the 1898 "dustcover", the 4" dustcover is merely a dustcover.

Crank Arms

The crank arms of the 1898 crank do not interchange with the 1900 - 1920 crank.

Crank Arm Lock nuts

The 1902 catalog mentions the introduction of a new, hex shaped crank arm lock nut. This replaces the previous 2 dawg type.

Hubs

1898 and 1899 both use direct pull spokes from stud hubs. The 1899 stud hub may have a more rounded stud than the 1898. 1900 and on, with some exceptions, use-ball end spokes. The hub has a slot leading to a spherical hole and a small "finger" hole extends from the spherical hole. 

The first Two Speed Coaster Brake Hub with ball end spoke recesses was introduced in 1903.  The Two Speed Coaster Brake hub of 1907 employs flanges and accepts contemporary spokes. 

The brake arm of an early coaster brake used on a Chainless is blank without lettering or numbers.

The brake arms of later hub coaster brakes are stamped with the name of the manufacturer.

The bevel gear for the hub was applied to some Tire and some Hub type Coaster Brake hubs as an option. The age of the optional hub should agree with the age of the bike.

Spokes

Direct Pull spokes for studded hubs of the 1898 and 1899 type can be made by straightening out a contemporary spoke. Spokes were originally nickel plated, double butted. Front wheels were laced in a 3x pattern. Rear wheels were laced in a 4x pattern. Some original wheels were tied, some were not. Ball End spokes can be made by cutting the bent head of a contemporary spoke off and securing several such spokes in a vise vertically. Application of a TIG welder to the wire will cause a ball to form.

Rims

From 1898 to 1920 the Single Tube Pneumatic was offered as the stock equipment. Double Tube Tire and Rim was offered as an option. The rim color is not specified in the 1898 catalogs. The rim color for 1899-1920 is specified as Black with fine gold pin striping.

Forks

The 1898 and 1899 Columbia use the "nameplate" type fork crown. The usual fork crown from 1900-1920 is a cast single member type.

1903 only offered the Columbia Spring Fork.

1904 into 1909 (and perhaps beyond) offered a Pope Cushion Fork.

Sometime after 1909, the Pope Spring Fork was offered. It was still available in 1918 but not in 1920.

 

Condensed Catalogs

The following pages contain the condensed catalog specifications of Columbia Chainless from the Columbia catalogs that I've been able to study. I am still searching for the 1906, 1908, 1910-1916, 1919 and 1921 catalogs. The specifications are arranged chronologically from earliest to latest and by model number. The stock specifications are listed across from the model number. The optional specifications are listed on the next line below across from an asterisk(*). In order to condense the space required and to afford myself some convenience, I have coded the descriptions with single, double, and triple letter codes. The keys to each of the three sections are after the coded tables.

 

A - 28 hole Front, 36 hole Rear Direct Pull Spokes

B - 28 hole Front, 36 hole Rear Direct Pull Spokes, rounded stud

C - 1 1/2" Hartford # 80 Single Tube

D - 1 5/8" Hartford #80 Single Tube

E - 28 hole Front, 36 hole Rear Ball End Spoke

F - Dunlop

G - 1 5/8" Hartford # 80 Single Tube, or Dunlop Detachable

H - 1 3/8" Hartford # 80 Single Tube

I - l 1/2" Hartford # 80 Single Tube, or 1 3/8" + l 1/2" Dunlop and G & J detachable

J - 1 3/8" Palmer Single Tube

K - l l/2" Palmer Single Tube, or 13/8" + l 1/2" Goodrich G&J detachable

L.- 32 hole Front, 36 hole Rear Flange hubs

M - 13/8" + l 1/2" G & J clincher double tube

N - Fisk 28 x 1 1/2" #66

O - United States 28 x l 1/2" #77

P - .060 - .080 ball end spoke front hub, tied & soldered .092 normal spoked rear hub, Corbin Coaster Brake, tied & soldered

Q - Vitalic DeLuxe 28 x l 1/2 "

R - .060-.080 ball end front hub .072-.092 normal spoked rear hub, Corbin Coaster Brake

S - Fisk Cord 28 x l 1/2"

------- - -------

AA - Garford #158
BB - 3 5/8" Combination
CC - 19" reversible
DD - Wheeler Extra, Christy Super Flexible # 4
EE - 4" Combination
FF - Garford #161
GG - 3 1/4" Combination
HH - Wheeler Extra
II - 19" adjustable
JJ - Brown D.
KK - 3 5/8", Rat Trap # 1
LL - Garford # 284, Christy # 3
MM - Combination
NN -Wheeler Extra, double coil springs
OO - Garford # 289, Christy #9
PP - 35/8" Rubber
QQ - Sewed Leather
RR - Garford # 400. Christy #3
SS - 4" Rubber, 35/8" + 4" Rat Trap
TT - 3 1/4" Rubber
UU - Garford # 284 with two spiral springs
VV - Vulcanite Detachable
WW - Christy #3
XX - Garford #289 with two spiral springs
YY - Christy #9
ZA - Columbia Special # 482
ZB - 20" reversible
ZC - Kirkpatrick Hammock with two spiral springs, Christy #3
ZD - 17" + 22" reversible;
ZE - Columbia Special # 982
ZF - Wheeler Extra Women' s, Christy # 9
ZG - Wheeler Extra
ZH - Columbia Special Embossed
ZI - Wheeler Extra with spiral springs
ZJ - 18" + 22" reversible:
ZK - 18" reversible
ZL - Wheeler Extra with spiral springs, Christy, Pope Person's Special
ZM - Columbia Special Embossed Women's Saddle
ZN - Troxel Eagle Easy Special
ZO - Troxel Ladies'
ZP - Pope red rubbers motorcycle type pedals
ZQ - women's 31/4 " Pope rubber pedals
ZR - Columbia 4 " white rubber
ZS - Pope 3 1/2 " red rubber
ZT - 23" wide with 6" up-curve
ZU - 20" wide with 4" up-curve
ZV - red corrugated rubber grips
ZW - gray corrugated rubber grips
ZX - long, stitched leather
ZY - short, stitched leather
ZZ - Troxel Women's No. 1 suspension
AZ - Columbia saddle #17
BZ - 17" steel reversible
CZ - Columbia saddles #'s 17A.21,22,24,25 + 26

 

This information was compiled from the following people: Melinda Burgwardt, Gary Cook, Ted Ernst, Clem Skehan, Jack Castor, Karl Edwards, Peter Linden and Craig Walsh.  I have posted this electronic version of their printed material.  I was unable to contact any of the authors and obtained this manual through a third party.  I would like to thank the above mentioned people who obviously spent a bunch of time compiling this information.  Jeff

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