Miller, by 1931 with a mechanical engineering education at Pratt Institute of Technology, Class of 1927, and seven years of flying experience, had become the first individual to purchase a PCA-2 for a cash price of the then sizable $15,000 plus "a little extra for an auxiliary fuel tanks and emergency flare racks for night flying."24 Upon ordering he had been informed that he would receive production model C/n B-12 in April 1931, by which it was anticipated the ATC would be granted (it was on April 2, 1931), a delivery date later postponed to May. At the time of his order, C/n 13 was in the production line, but no order had yet been received.25 Upon receiving confirmation of his PCA-2 order, Miller immediately began planning a transcontinental trip,26 a daring undertaking as no one had previously attempted such a long flight.27 It should be remembered that there were no established radio communication or navigation aides, neither established routes or traffic control and little available weather information other than often inadequate and infrequent advisories for a few frequent areas. That data which pilots now take for granted, weather fronts, air mass, wind conditions, route charts – all were in the future. Miller and other pilots flew with dated Rand McNally state maps and, if lucky, a few "strip" charts printed by the Army Air Service between their fields. And to top it off, Miller had to avoid rain as it would quickly imperil his life in cutting through the rotor blade fabric. This flight was to be in conjunction with a series of exhibition flights – and he kept sales and production officials, including Edwin T. Asplundh, fully informed of the flight plans.
Miller was understandably surprised when, in early May, he read in the New York Times of Beech-Nut’s intent to sponsor Amelia Earhart’s transcontinental flight! Flying to the Pitcairn Willow Grove field, he quickly discovered that the company had inserted Beech-Nut’s order ahead of his and that he was now to receive C/n B-13 (NC10781). This was clearly an attempt by the company to facilitate Earhart’s flight as the Beech-Nut order had been placed after Miller’s, and he later claimed that "the mechanics and the test pilots leaked the information to me that the sales manager had decided that he would rather have Earhart make the first transcontinental flight for better publicity coverage."28 Miller knew that he was merely regarded as an "unknown professional pilot without such publicity as Beech-Nut could provide" and also learned from the Pitcairn company pilots that Earhart’s final check ride was being delayed until her aircraft could be finished. Miller also later claimed that he spoke with Earhart several times while at the Pitcairn factory and that "she told them that she was not interested in all the aerodynamics and short landing procedures" but "she just wanted to fly it across the continent and then fly around the country for a Beech-Nut advertising campaign."29 So Miller resorted to subterfuge in the face of the company manipulation and announced that "if Amelia wants to make the flight she is welcome to it" but that he had to be in Omaha for the Air Races by May 17 or he would suffer a financial loss. He took a room at a local nearby tourist home and while waiting to take delivery of his Autogiro, received a check ride in the experimental PCA-1B, known as the "Black Maria" (X96N),30 by factory test pilot ‘Skip’ Lukens. Lukens took Miller on a single checkout ride, as he had previously done with Earhart, with five checkout practice landings – after that, Miller was given use of the Black Maria for practice during May 9 – 12, 1931 – he made 110 practice landings with a total of 5.5 hours of flying logged. This averaged out to flights of about 3 minutes along with practice in low cloud banks with the turn indicator. Finally, on May 14, 1931, he took delivery of his Autogiro, which he would name, presumably after the David Ingalls article31 in the March 31, 1931 issue of Fortune Magazine, the "Missing Link.". After five short test hops, Miller promptly left and headed west in PCA-2 NC10781.32
Miller was an experienced professional and aerobatic pilot and had gained extensive knowledge of the aerodynamics of the Autogiro from conversations with pilots Jim Ray, Skip Lukens, Jim Faulkner, and Pitcairn chief engineer Agnew Larsen. He would need all of his abilities for the trip west. While the normal cruising speed of the "Missing Link" was 100 mph, Miller flew at 90 mph to conserve fuel and break in the new engine. The Wright R-975-E, 330 hp, air-cooled radial engine consumed 18 gallons/hour, so Miller could only fly for three hours at which point he would only have 15 minutes of flying time on his fuel reserve. Navigation was by magnetic compass, following landmarks such as rivers or roads, and the pilot hoped that when a landing had to be made, there would be an airfield where the Rand McNally road maps showed one – it was not always the case. Miller discovered this at the end of the second day, during which he flew from Harrisburg to Chicago. He had flown seven hops, 11.3 hours over a route he had never flown before, aiming to land at Maywood Air Mail Field – but that airfield had been abandoned, and its replacement, later known as Midway Airport, was not yet finished or marked on the maps. Miller arrived at the site of the older field after dark and, after a perfect landing, located the new field, to which he immediately flew as he would have to refuel before continuing on. He napped on a workbench and, after refueling, left for Omaha at first light. He hadn’t even eaten. He then flew an additional seven hops, 7.2 hours flying and, after arriving at the site of the Omaha Air Races, flew an additional two hours and made 14 demonstration flights after arrival.
Miller remained in Omaha from May 16th until the 19th, and then left for San Diego. Headwinds kept him from reaching Clovis, NM on May 26th so he landed en route and installed extra fuel tanks on the front seat during the night. The next day he reached the NM town but encountered strong headwinds on the way to El Paso, which consumed extra fuel forcing him to land 18 miles short of his destination to add fuel. On May 28th he began the last leg of the journey from Lordsburg, NM before first light and, after flying 4 hops for 8.9 hours, landed at North Island Naval Air Station, San Diego, CA. The first Autogiro transcontinental flight had taken a total flying time of 43.8 hours and was without mechanical incident. The aircraft had performed flawlessly with the most difficult task for Miller seemingly to get used to the shadows of the blades passing over his head, and the severe sunburn he incurred.
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What do you think, an airport runway snow melter?-Roger-Stoller_700.jpg)
Buckminster Fuller and a Dymaxion 
Cuban taxi's.... aren't they awesome! Looks like a 55 Ford and a 53 Chev. I'd take a ride in these over a modern taxi, damn right I would
I'm not sure, but it looks like the trans-arctic vehicle
A street car used to build artificial reefs
The Vereycken Diwheel 1947 and you can read more about it http://douglas-self.com/MUSEUM/TRANSPORT/diwheel/diwheel.htm 
The Munsters coach it looks like, it is on Santa Monica Blvd, and it's 1964
An Autogyro over New York
a photo of the Blitzen Benz I haven't seen before
looks like El Mirage
What an Americana moment, the purple car is a Studebaker Commander I think
top photo from http://megamoto.tumblr.com/ 
Above: Amelia Earheart and an Autogyro close up
the propeller pulls it through the air, the helicopter blades weren't powered and started spinning as the plane acquired forward momentum, and provided lift... notice that there aren't wings on the planes in the top and bottom photos. .
