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"Our Founder" - Louis Pirozzoli
 Louis Pirozzoli started the
Consolidated
Cement
Block Company in the 1920's, which later became the nationally
renowned Norwalk-Wilbert Vault Company, Inc. The company was originally
operated by Louis and his three sons Alexander, Angelo and William. His
wife Josephine, and daughters Betty Russomano and Teresa Pirozzoli
contributed substantially to its great success, and today it remains a family
business, owned and operated by Alexander and Robert Pirozzoli.
Prior to founding the Norwalk Vault Company of Bridgeport, CT, Louis
Pirozzoli was a forerunner in aviation, and worked closely with Gus
Whitehead who flew before the Wright Brothers. Unfortunately, Mr.
Whitehead, the ultimate aviation engineer, was dedicated solely to advancements
in creating a flying machine, rather than nurturing the press, and he never
received the credit that was due to him for inventing the first flying machine.
Eyewitness accounts are the only evidence of his success. Similarly, eyewitness
accounts, excerpted in the book "Before the Wrights Flew" (below), prove that
the Wright Brothers visited Gus Whitehead and gathered information to refine the
design, that ultimately launched their first successful flight at Kitty Hawk in
1903, nearly three (3) years after Gus Whitehead flew in
1901. For more information
click here.
While we know and love Louis Pirozzoli for founding the company that has
sustained the Pirozzoli family for five generations, we applaud his efforts as a
young man to make yet another mark in history. Here is his story.
FLYING HIGH WITH GUS WHITEHEAD
by Louis Pirozzoli (1890-1970)
 The following notes were written in the
1960's, by Louis
Pirozzoli, who at the age of eighteen assisted the finest
aviator of the last century, Mr. Gus Whitehead (Gustav Weißkopf) in his plight
to create a reliable flying machine. These notes were compiled for the
publication of the book “the Story of Gustav Whitehead - Before the Wright’s Flew” by
Stella Randolf, published in 1967 by GB Putnam, New York, New York. Louis
Pirozzoli is recognized on page 89 of this book.
 Mr.
Whitehead made his first successful air-born flight in 1903, before the Wright
Brothers, and continued to make improvements in the design of the aero plane in
the years that followed. Louis Pirozzoli and his cousin Tony Ianucci, were
fortunate to have met Mr. Whitehead the years subsequent to his first successful
air born flight, working for the man who was their “idol.”
Louis Pirozzoli mentions in the text that
follows, that funding was a major consideration for continuing Mr. Whitehead’s
work. Louis Pirozzoli departed for Italy shortly after this endeavor, to
procure funding for subsequent test flights, after being turned down by
investors in the United States. Unfortunately, the Italian government and
Italian investors declined to provide funding, and considered the likelihood of
an airborne flying machine as far-fetched. Unfortunately, this put an end
to further work on aero planes with Gus Whitehead.
 Louis Pirozzoli's
cousin, Tony Ianucci, who is mentioned throughout this transcript, became a
prominent Navy aviator, and was one of the first men to fly a fighter plane off the
deck of a carrier while at sea. In that era, planes were catapulted off the deck
of the carrier. What an astounding feat! As you might imagine,
being the first in flight off the deck of a carrier required a considerable
amount of courage. Tony was never lacking in that department! You might say
that his exposure to the bravery and courage of Gus Whitehead and his piloting
of the glider that is discussed in the transcript below, prepared him for making
a mark on history.
The Pirozzoli
family salutes Gus Whitehead and his family for his outstanding contributions to
aviation and society.
For more information about Gus Whitehead and the first flight please see:
The Gustave Whitehead Webring
Page 1 of 12
I
believe it was the year 1908, just after the advent of the Wright Bros. at Kitty
Hawk that I and my cousin Tony on one Sunday afternoon were strolling along a
country road leading to the suburbs of Fairfield.
 A forthright real estate
promoter was cutting up the land into building lots, and this section he named Remax Heights. This action was something never seen or heard of in those
years, thus this so-called promotion kindled the peoples minds to buy these lots
for a future chance of building a small place far from the landlord and call it
“My Home”. Who would not buy? Everybody found the concept very attractive
and within years, (land could be purchased) by a little sacrifice on their part.
You would have done the same for $1.00 down and 0.25 cents per week on each lot
until paid. As we approached the hill from a distance we heard the roar of
a gasoline engine perk our ears causing us to quicken our pace anxiously, and on
topping the hill on the right side of the road and about 100 feet in front of
us, on a sturdy platform-- a four cylinder gasoline motor was running full
speed. Standing close by and in shirtsleeves stood a stalwart of a man,
six feet in height, broad in shoulder and German born. He had a pleasant
smile and catchy voice, and was absorbed-- with his hands tinkering different
adjustments on the carburetor. I and Tony were both inclined and hungry
for mechanical knowledge.
Page 2 of 12 We
introduced ourselves and told him we were very much interested in flying
machines and motors.
 Upon hearing this he took us over, and with a smile
answered many questions. One most interesting (question) was when he said,
“This motor here, testing now, was made by me alone.” And
furthermore, as soon as I am finished with the testing, I will mount it on the
fuselage, stored in that building over there… and inviting us led the way to the
building. In the center stood a plane half finished, some bamboo poles
were on the plane and others ready to be put on. Upon viewing this sight,
it kindled our hearts desire, all the more for knowledge of flying machines.
After a lapse of time, Tony and I decided to offer ourselves to help him in the
construction as long as we had a chance to work on the plane. We would do
any kind of work. His face lighted up with a big happy smile. This is how
we met our idol Gustav Whitehead of Lenor Heights. A 30x50 foot frame
building was on our side and the floor space was occupied with all kinds of
machinery needed to construct any mechanical devices needed for such kind of
work. The whole plane running was derived
Page 3 of 12 from a
10 horsepower gasoline motor stationed at our end of the building. Only
one item he did not have and it was very essential, and this was an acetylene
welder.
 We
got to have it. How? No money to buy the storage tanks.
Finally we decided to build one ourselves. Tanks for storage of the gas
both for Oxygen & Acetylene. So we started by going around to different
city dumps looking to pick up discarded hot water tanks, and we made sure to
bang the sides with a hammer and its metallic so we could test its fitness.
Besides this, we would use compressed air for any leaks. We prepared the
tanks with safety valves (these safety valves were also made by us). Next
step was burying two 8”x24” pipe threaded on both ends, one side we would never
bother opening, while the one on the other end, we would fill with black powder
and screw back the cap, with ½” pipe running to the tank. This retort was
suspended high enough to clear the fire of a blacksmith forge using soft coal.
This gas was called Oxygen. In another retort, we would fill it with
carbide
Page 4 of 12
powder, and with a small
hand pump would pour just enough water to cause or form a gas called acetylene.
By combining these two gases, and with adjustment, would produce an intense
flame, melting any kind of metal, fusing together, called welding.
 Whitehead,
being a skilled machinist made the burner out of a solid piece of brass stock.
He also made different sizes of nozzles so that he could weld different
thicknesses of metal. The plane stood in a building with wings made of
sturdy bamboo poles that could be folded back like a bird. The span was 26
ft, - a monoplane type, and fuselage held the wings; the motor was in the front
part - flush with the edge of wings; behind the motor was the operator’s seat
and the control board. A 4 cylinder engine was fastened to the frame and
had tow sprockets on the motor shaft, but one of these sprockets turned opposite
one another, and how this was done I cannot remember. The fuselage was
made of wood, either ash or spruce all clear from knots. Guy steel wires
(would) crisscross reinforcing body struts taut enough to give a ringing sound
to the touch.
Page 5 of 12 To move the
vehicle around, we placed two wheels on the front of the fuselage and one under
the tail end. The wings as stated before, were made of sturdy bamboo
poles, individually set in steel sockets fastened to the fuselage frame.
 Each and every one of these poles had four guy steel wires below and on top.
In fact it was a maze of steel wires. On each side of the wings a frame held the
sprockets to turn the propellers transmitting the power by chain. The
wings and the fuselage were covered with special close grain muslin. The
aileron is part of the wing trailing the edge used to bank; the rudder was
hinged vertically on the back for steering and two horizontal planes on either
side of the ruder acts for going up or down; all covered with this fabric.
Really, it was small, light, sturdy plane. The two propellers were hand
made by me alone. Nobody wanted to tackle the job, and really they
were not capable. I, being a little handy with the wood chisel, performed
the job. We got 8 pieces of ½” clear spruce--clear by 6 ft. long.
Made some fish glue as it was known in those
Page 6 of 12 days,
and glued separate 4x4’s together clamped taut. After three or four days,
I started to carve them out and with plenty of patience and perseverance
competed the job.
 Making
sure most importantly of balancing (the propellers) to perfection, otherwise we
would have run into trouble by having a vibrator instead of a plane. After
balancing (the propellers)--sand papered smooth as glass—after every coat of
shellac, I would sand it and finally apply a coat of spar varnish. The day
came for the great event of the trial. We must find a place for the run,
so we started to scout around the countryside and found a location in Easton (5
miles from our starting point). It was known as Sport Hill; on top of the
hill was a large flat field owned by a farmer that lived close by and gave us
permission to use the field. In those days of flying it created before our
eyes a thrill for man to overcome the sky above, traveling for his use. A
plane of any kind would create big public attraction and curiosity.
Page 7 of 12 Early
one morning, clear and warm blue sky, I, Tony and Gus started on our mission by
pushing the plane with folded wings, like a gigantic albatross. A ll
along the road, people were staring with curiosity and awe, wondering what it
could be; pushing and pushing for 5-6 miles uphill. Finally with relief we
got to the top and in place for the trial.
We opened the wings, tested all the wires, turning the turn buckles taut-- and
each and every one of the wires had this turnbuckle. Everything was
checked and ready. Gus got in his seat which was situated almost in the
center of the fuselage with all controls in front of him. After a small
pause and relaxation, Gus called “CONTACT”, and my cousin waiting for the word,
pulled hard and quickly on the propeller starting the motor spinning the two
propellers opposite one another giving an impression of two huge blurry eyes.
Gus sat steady and composed, and probably a little frightened. But with steady
nerves, his
Page 8
of 12
hand started to open the throttle
wider and faster, while the propellers spun-- finally to its full capacity
--when the plane started to move slowly at first, then it started to pick up
speed, faster…. and faster… covering ground at great velocity and on the point
it s eemed
to have its weight but not enough (we were in surprise and awe),
yet to drop into a depression
in the ground, causing the propeller to smash and fly high in the air. Our
hearts were in our throats. To my estimation if he had traveled another fifty
yards it probably would have proven its stability of raising it from the ground.
The plane was very light and the structure was taut and sound as a drum.
We realized the mistake, as the plane was the propellers were too low to the
ground. I believe about ten inches was the clearance. People
gathered around and looked disappointed and sad for the mishap. Back to
the shop, a little discouraged but it gave us some valuable points and
feasibility of the plane. It had to be redesigned over again.
Page 9 of 12 Personally,
I believe if we-- Gus, Tony and I--had any financial support, would have re-made
the plane, removing all the mistakes and with the knowledge of building motors
(“This was most important —the motor”) would have proven its capability to fly.
 We were so enthused about Aero planes we would dream about them in our
dreams at night. Gus had a wife, a very nice woman, and 2-3 children to
support living on the premises. He had a magnetic personality, with a
smile written on his face all the time, never getting mad or discouraged but
always happy and full of aspirations of wanting to fly. He stated one time
that the Helicopter would some day prove in the future of its practicality of
flying when motors were built with better improvements making it reliable.
In fact, we started to work on a helicopter of his own idea with 12-24” vertical
and 12-24” horizontal propellers controlling the same by moving blades
especially on the horizontal axis so that he could make it stand still in a
spot-- just like a Humming Bird. As I said before, money was not
available. Another time he remarked, there was a possibility of running a
motor with gun powder as fuel.
Page 10 of 12 His
heart and soul was always on flying machines and motors, as I stated before, the
motor for the plane was built and designed by him. His next great
inclination was Religion.
 He
would open the Bible and read a prayer and could talk and explain its
significance in a convincing and amiable way—he would not hurt a fly.
I had a small snapshot of the
plane with Gus sitting in the fuselage and his bulky shoulders level with the
wings, propellers spinning. Tony stood on one side and I on the other
side. I cannot find it. This ends our contact with Gus. After this
great event, I and Tony built a glider with 3 wings in a tandem formation, i.e.,
in a series of one above another on a slant and a 2 ft. space between. The
span was 10 ft. x 9 feet with 2 feet space between. The wings were covered
with muslin and a couple coats of shellac and a coat of varnish. The frame
struts were made of wood called ash.
Page 11 of 12 The frame
struts were made of wood called ash, and with guy wires, turn buckles, belts,
wood screws, was put together taught as a drum and the frame was all varnished
too.
 Everything was in readiness, so one Sunday, Tony and I, picked up the
glider (all the people were wondering what it would be) and walked from Jones
avenue to North Park Avenue—opposite Columbus Park (this used to be a picnic
ground –and is now known as St. Margaret’s Shrine). There were no houses
at all in the surrounding area, in fact, it was a country side road. This
section was kind of hilly and we picked one with a little abrupt start with an
elevation of 25-30 feet, we climbed to the top and Tony got under while I was in
the back to support the frame. A strong wind was blowing towards us
and in favor for the trial. “Ready!” Tony cried…away we ran toward the wind and
off and over the bluff! Tony and the glider were dropping a trifle too
fast, but the wings broke the jump. We were novices.
Page 12 of 12 By
this I mean we did not have any way of controlling it.
No tail, no rudder, no aileron and etc.
 This
was our closing chapter together. Tony joined the U.S. Navy while I
continued to dream about aero planes. Many aviators got killed during this
period, mostly from motor failure.
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Vault Company, LLC.
