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THE AMERICAN MAGAZINE
“) OF AERIAL LOCOMOTION

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: NO. 1. JUEX, 1910 CTS. :

acts About “Elbridge” Engines
More actual power for weight than any other engines in the world!

Only engines with unlimited guarantee based on actual performance!
* Extra large bearings,

>ss bulk for the EB
wer than any other iia —more than 15 in. in
ee world ae _4cylinder engines.
oe = ee A refinement of detail
: other engine in only possible in a light
> world! weight engine that
laranteed speed has actually been on
age 200 r. p. m. to the market more than
or. p: m. | four years.
ELBRIDGE “FEATHERWEIGHT”

Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs.
Also made in 2 cyl. 20 h. p.; 3 cyl. 30 h. p.; 6 cyl. 60 h. p..
Air-cooled engines, | to 4 cyl. 5-20 h. p. at 1,000.

LBRIDGE ENGINE COMPANY
Culver Road = : : =@ 3 ai
&

Rochester, N. Y.

AERONAGTICS

LEP E PEELE PEELE EEE E EEE EEE EEE EE EEE EEE EEE EEE PE EE EEE EET

pee eb hhh he belle PPE ELLE EL EEL EEE ELE ELLE EEE EEE EEE EEE EEL EEE LEE

Hooke ofe of ofc ofe ofe ofe ofo ofe fo nfo ofeofeefe eects fecge

“History Repeats Itself”’

Prince Henry Tour
1916.

First five winning cars in tour
Ninety-five (95) out of a total of 22 entrants
and the first ten cars in speed trials

USED

résS

Annular Ball Bearings

(Made in Germany)

A Brilliant Repetition of Prince Henry Tour
Victories in 1908 and 1909

Prince Henry Tour
Victories for
The
Master
Magneto!

Made in Germany

AS USUAL

First and Second fastest times in speed trials
Fourth in the big tour, defeating 123 other contestants

J. S. BRETZ COMPANY, Sole Importers

Times Building, New York

July, TOTO

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In answering ive tibanont GaRence mention this magazine.

AERONAUTICS July, Toro

Melebebetedede bb bbb bhp

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AVIATION ENGINES

Four Lbs. per H.P. 50 H.P. and 30 H.P.

For ten years we have been building light weight speed engines
That Run and our aviation engine is Not An Experiment

Propellers

built of Laminated Ma-
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GUARANTEED

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Price with Standard Equipment

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built on special order

@_ If you want a reliable Light Engine delivering
REAL HORSE POWER, call on us

Harriman Motor Works, Inc.
South Glastonbury, Conn.

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In answering advertisements tlease mention this magazine.

July, TOTO

AERONAUTICS

June 2, 1910.
El Arco Radiator Co.,

Gentlemen:

I am pleased to revort that the El Arco
radiator used by me in the flight from Albany to New York
has given the very best of satisfaction and cooled the
engine perfectly, without any apparent loss of water during
tne risen. Your construction, without doubt, gives the

greatest efficiency at a minimm weight.

Yours truly,

r
2 e

The EL ARCO RADIATOR COMPANY’S Factory is at
6-8-10 East 31st Street, New York. Stock radiators on hand;
specials built tn fibe days; also lightweight tanks, and—of
course—automobile radiators.

In answering advertisements please mention this magazine.

AERONAUTICS

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TO THE PROMOTERS OF THE
Coming Aeroplane Meets

OU want exhibitions of Man-Lifting

Aeroplane Kite Flying to interest the
crowds while the aviators are not flying.
@ High or even moderate winds will in-
variably keep the aeroplanists from flying
until late each afternoon. Before then we
will fill the air with hundreds of 9- and 12-
foot Aeroplane Kites of every known kind.
By flying these, dozens in tandem,
enormous American flags, streamers and
announcement banners about the meet can
be lifted a half mile in the air.

@ These scientific kites will fly

all day and the displays will be

a great attraction in themselves

and will keep the crowds quiet

and contented, when for any

reason the aeroplanes cannot fly.

@ At the Meet of the West Hudson Aero
Club at Arlington, N. J., June, 1909, New
York papers said, ‘‘The hundreds of kites
in the air were a decided feature.’

SAMUEL F. PERKINS
110 Tremont St. :: Boston, Mass.

July, I9r0

MODELS

@ 1 am a SPECIALIST in the

model-making art.

@ It is my business to duplicate in
miniature any apparatus of any
kind from the large machine or
from scale drawings, accurate to
the 100th part of an inch.

@ Models made for the Patent
Office.

q My plant is one of the most com-

pletely equipped in the country.
@ Only high class work solicited.

CHAS. E. DRESSLER

385-390 Second Ave. :: New York

— Glenn Curtiss Flies from Albany ===]
to New York City

In a Bi-plane Equipped with PALMER AEROPLANE TIRES

(See page 7 for an account of the flight)

The B. F. Goodrich Company,
¢cAkron, Ohio

Hammondsport, N. Y., June 4, 1910

Gentlemen:—I have your letter of June 1st and thank you for your complimentary

expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of
satisfaction for the purpose. The light weight does not greatly impede the lifting
power of the machine and the great resiliency enables me tojand without shock on
the hardest ground and to pick up speed quickly in starting. I am glad to credit a
part of the success of my aeroplane to the Palmer tire.

Yours very truly,
(Signed) G. H. Curtiss

The Palmer Aeroplane Tire

Manufactured by

The B. F. Goodrich Company

Akron, Ohio

In answering advertisements please mention this magazine,

AERONAUTICS | | es July, I9I0

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OOODODOCO OO DOCO0N
GLENN CURTISS AT INWOOD-
ALBANY TO NEW YORK FLIGHT |
HE USED A BOSCH MAGNETO |

VIO CIO CSOT OK

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Te RES pen ene

periments has been purely from the
standpoint of sport. In this I must say

that I have not been disappointed. I and my
friends have certainly found in it more out-
door sport and interest than in anything else I
have attempted in the past. Up to the time
I sprained my ankle by a foolish attempt to
beat a previous record, I made flights several
times a week, or whenever the breeze was fair.
There is not the slightest doubt that “flying”
is the great coming sport. From my experi-
ence I believe that the younger class of people
who enjoy outdoor life will buy gliders and
motor planes, and arrangements will be made
so that the machines can be kept and used at
the country clubs and the golf clubs, to one
of which most of us now belong. At these
country and golf clubs there is most always a

Mi: object in undertaking aeronautical ex-

corps of servants to look after a machine, and
do the necessary repairing and refitting. In
addition, these clubs always have splendid
grounds upon which to practice flying. There
are always hills for gliding, and in most cases
there are large areas free from trees and
similar obstructions. A great advantage is
that in clubs of this nature the general public
would not have access, and one would be able
to begin his practice,
clumsy, without having the invariable “gallery”
of hangers-on, which is unavoidable at any
public field.

The illustration shows my Wittemann glider,
which is really a very superb piece of work,
being towed by a man against a breeze which
probably was about fifteen miles per hour.

“ce

(| [ic Aeronautics

which is always very

preter ere Erte tee tteteerre

Gliding asa Sport

By Hiram Percy Maxim

Teeferhorfoofecfocfeofoode
eefooforgecfoofeofecfoote

Cheb bbb bbb hb beebbppere

Towed in this manner, the machine rises beau-
tifully. It is absolutely steady, and when one
gets thirty or forty feet above the ground
there is usually found enough wind to keep
one aloft without the tow having to advance.

After becoming acquainted with the machine
and the balancing and controlling, the tow
lines are left off, and flights are made by run-
ning with the machine down a hill against the
wind. After running about ten or fifteen feet

a lift on the front of the machine carries one
straight up into the air, and it is possible to
coast down to and beyond the bottom of the
hill, very similar to one coasting down a hill
on a toboggan in the winter time. The greater
the skill and the better the breeze the farther
the coast. Indeed, I am wondering if with
enough skill and breeze it would not be pos-
sible to actually keep aloft indefinitely. If this
were possible it certainly would open up great
things.

The accident was unfortunate
enough to suffer was due to carelessness on
my own part. For the benefit of those who
may also be so intoxicated by this most fasci-
nating of all sports as to act foolishly, my ex-
perience may be worth noting;

which I

AERONAUTICS

I had made several very successful flights,
being towed by an automobile against a breeze
which did not amount to more than five or
six miles per hour. Just at sundown I decided
to make a new form of bridle hitch, and by
the time I had completed it it had grown quite
dark and the wind had fallen just short of a
flat calm. Of course, it was no time to at-
tempt to glide, and had it not been for the
enthusiasm which this sport arouses I would
have stopped. I told the driver of the auto-
mobile to give me as near 20 miles an hour
as he could judge in the dark. At the rear
of the automobile we had fastened a 15-ft.
length of 2-in. by 4-in. spruce. From the
ends of this two tow lines were run, one to
each end of the glider. Atter statting I
rose quickly to about 50 ft., and in the ex-
citement the driver of the automobile veered
slightly from the true course. This meant con-
siderable variation at the ends of the 15-ft.

July, Toro

timber at the back of the car. The result
was that my starboard tow line became very
taut, while my port line became slacked. This
pulling on one side immediately tipped the
glider up. I corrected this, but in the swing-
ing sideways, due to the elevation, it suddenly
brought the taut line to the other side. This
gave me a sudden reversal of the dip, which
was of such terrific magnitude that I could
not begin to control it. The result was that
the planes actually tipped up until they were
standing straight’ up and down in the air.
The machine then, of course, dove sidewise,
and the result was a sprained ankle, knee and
hip joint for the too enthusiastic writer.

The moral is not to attempt these things
unless it is light enough for the automobile
to hold a straight course, and also unless
there is a little breeze. In the free flights
down hill there is practically no danger of
accident to anyone having ordinary dexterity.

Can a Man Fly
With Wings?
By H. La V. Twining

[Continued from the June Number]

0 55.5.555545555d555d55555b55555555bh555b555555555Hh5b55>h

President Aero Club of California; Head of Physics
and Electrical Engineering in the Los Angeles
Polytechnic High School; Author of
“Wireless Telegraphy,”’ Ete.

A superficial observation of the bird brings
out the following facts: The wing is attached
by its front edge forward and above the
center of gravity of the body of the bird; and
the center of gravity of the body and the
center of figure of the two wings are situated
in nearly the same vertical plane. This rela-
tion is fundamental.

The pectoral muscles that lower the wing
are attached to the front edge of the wing

muscles. The muscles that elevate and de-
press the wing therefore oppose one another.
This makes a lever of the third class of the
wing, whereby power is converted into speed,
forming a lever similar to the arm, at the el-
bow.

In Fig. 1, let A be the body of the bird, B
the large pectoral muscle, D the hinge joint,
and E the elevator muscle. In this lever, for
striking the air D is the fulcrum, E and B
the power, while C is the long arm to receive
a long and swift sweep. Consequently, 4
short and powerful contraction of the muscle

B resulting in a small movement at O throws.

the end of the wing C, through a long dis-
tance quickly. Since the reaction of the air
upon the wing C is proportional to the square
of the speed with which it is driven, we can
see at once the advantage of this arrangement.
Here is a factor that makes the length of the
wing much more effective than its width. In
fact the wing must be narrow and long in or-
der to develop the greatest reaction, and it is
net a mere matter of the relation between
square surface and weight with which we
have to deal. The less the surface and the

near the body, and the elevator muscles are
found underneath the large pectoral muscles.
They send a tendon up around the hinged
joint between the wing and shoulder. . This
tendon attaches to the upper front edge
of the wing, nearer the joint than does the
lower muscle. The remarkable fact to be
noticed is that the elevator muscles are very
small and weak compared with the depressor

shorter the wing, the greater the speed with
which it must be driven in order to develop the

same reaction. The wider the wing and the
shorter it is, the square surface remaining
the same, the faster it must be driven in order
to develop the same lift. The longer the wing,
the slower it can be driven in order to de-
velop the same lift. In fact, its speed will
vary inversely as the square of its length and

:

AERONAUTICS

inversely as its width. It is readily seen that
it is the outer end of the wing that really
does the work. In fact, the inner part of
the wing can be entirely cut away, and it
will remain just about as effective. Either in
soaring or in flapping flight, it is the end of
the wing that is the most effective.

The next feature to be noted is this: In or-
der to obtain support a 1o-lb. turkey must
develop 5 lbs. reaction under each wing.

We shall suppose that this 5 lbs. reaction to
exist at the center of pressure which we shall
suppose to be two-thirds of the way out
towards the tip, at least. Since the pressure
increases with the square of the distance from
the center of motion, this is very nearly true.
The turkey that | mentioned before has a wing
spread) Gf 5 it, with an ‘area sof 3 sq. 4t.,
and an average width of 7% in. This would
locate the center of pressure about 20 in. out
from the shoulder. The pectoral muscle that
depresses the wing is attached about 1% in.
from the shoulder. Here an important point
presents itself. In a lever, the power times
the power distance equals the weight times the
weight distance. In Fig. 1, if we regard
the power applied at O as represented by X,
D being the fulcrum, the power distance is
OD. The reaction, which is equivalent to the
weight, is at M and hence MD is the weight
distance. OD is 1% in., MD is 20 in. and the
reaction at M is 5 lbs, hence (X) (1%)
equals (20) (5). Solving X, equals 66% Ibs.

If the above analysis be correct, then the
turkey must pull with a force of 663 lbs. on
each wing in order to fly, if it is continuously
to support its weight. That is to say the
turkey must maintain a pull of 1334 Ibs.,
while flying or soaring, provided it is con-
tinually supporting its weight.

This means the expenditure of .24 h. p. in
OLndemito mise lft. 1m) tosec: Of .12 of a: h. p.
to rise 6 in. per sec.

This is preposterous. A man’s rate of work
is about .1 h. p. If a man climbs a moun-
tain, rising at the rate of a foot per second
he has to be a hustler. This requires .27 h. p.
In fact to go upstairs at that rate will take
the breath out of an ordinary man. If he
climbs at the rate of 6 in. per sec. he will
be doing pretty well. This is 13 h p. A
10-lb. turkey is not very fond of flying. A tur-
key buzzard, however, weighing 4 lbs. and
having a wing expanse of 3 ft. and an average
width of 8 in. flies and soars with ease. Each
wing is 1% it. long. This gives an area of I
sq. ft. per wing, or 2 sq. ft.

In this wing then we have: (X) (1) equals
(2) (12); the pectoral muscle attaches I in.
from the shoulder; and 3 of 18 in. is 12 in.;
a 2-lb. reaction is necessary at M. Con-
sequently X equals 24. Hence the _ buz-
zard must pull 24 Ibs. on each wing or 48 lbs.
in all. This gives the turkey buzzard about
I h. p. to rise 1 ft. per sec., whether soaring
or flying.

An ordinary man weighs 37% times as
much as the turkey buzzard, and if the buz-

July, 1910

zard is expending energy at the same rate that
a man expends energy, then it has to burn
as much fuel as a man in a stove I/37 as
large. This does not look good to a reason-
able mind, and there must be some mistake
in it.

If, on the other hand, the fulcrum is not
at D, Fig. 1, after the resistance of 2 Ibs.
is developed at M, but at M instead, then
we have an entirely different proposition.
In a lever the fulcrum is at the point of sup-
port when the weight is lifted. When the
bird is lifted by the reaction of the air, it is
resting on the center of pressure of the wing.
Hence the fulcrum ought to be found at that
point. If this supposition be true, then the
weight arm and the power arm are very
nearly equal. MD is the weight arm and MO
is the power arm. Then (20) (5) equals
(18.5) (X) whence X equals very nearly 5.4,
in the case of the turkey. In the case of the
buzzard X equals 2.18 lbs.

This shows that a bird in flying has to lift
practically its own weight only. This looks
more reasonable. This represents .o2 h. p.
for the turkey and .oo8 h. p. for the buz-
zard in rising I ft. per sec.

There are losses to be taken into account
here, of course, that would increase this.

But the question is, is the fulcrum really
out at the center of pressure on the wing?
Experiment only can determine it, although
to suppose otherwise does violence to the
judgment.

In a recent experiment results were ob-
tained, which point clearly to the conclusion
that the fulcrum is really out at the center
of pressure.

EXPERIMENTS WITH MACHINE.

Last summer I constructed a machine built
on the principles of bird flight as I see it.
The machine weighs about 100 Ibs. My
weight is 140 lbs., making 240 lbs. The wings
are manually operated by levers, which attach
to the front edge of the wings through links,
giving a leverage of four to one. The links
attach 3 in. from the shoulder of the ma-
chine. The point of attachment is thus located
forward and above the center of gravity of the
body and machine. The machine is mounted
on three bicycle wheels. I had hoped to cause
it to run along the ground when the wings
were made to oscillate, and after getting up a
speed of 8 or 10 miles per hour on the ground,
I hoped to be able to develop enough lift to
take it off the ground. But nothing of the
kind happened. I could beat the wings some
52 half beats per min., and develop enough
reaction to take the wind out of me in about
to sec. The wings had 30 sq. ft. each of sur-
face and were some Io ft. long by 4 ft. wide
at the widest part. It took only a one pound
and a half pull to move the machine along
the ground with myself in it.

We suspended the machine by a block and
pulley attached to a spring balance, and with
myself in it, it weighed 240 lbs. By beating
the wings down the machine rose 2 in. and gave

AERONAUTICS

a 120-lb. lift on the scale. On the up stroke
the machine rose slightly and developed for-
ward motion.

Now if the fulcrum is at the shoulder we
have the following: OD, Fig. 1, is 3 in. DM
is 80 in., hence (3) (X) equals (120) (80) or
X equals 3,200 lbs. That is it would take a
pull of 3,200 Ibs. at O to develop a_ reaction
of 120 lbs. at M on both wings in order
to lift the machine. It would take one-half of
3,200 Ibs. or 1,600 lbs. to develop 60 Ibs. at
M in order to lift half of the weight.

As a matter of fact I was lifting half of
the machine by making a 200-lb. pull at O. If

PELEEELITELE EEE ETP TET ETS

New Prizes

Pbpb bebe hb hhh

Curtiss’ Flight Gets New Prizes.
The Albany-New York flight of Curtiss imme-

Werkefoodecforge
bbb}

diately had its effect on prize giving. For the
past two years newspapers have been asked to
offer prizes, but they seemed very cold. Mr. Cur-

tiss’ flight seemed to work wonders over night.

World-Post-Dispatch $30,000.

At the Hotel Astor banquet the $30,000 prize
of the New York World and the St. Louis Post-
Dispatch for a flight from New York to St. Louis,
was made public. Conditions have not yet been
named, as the prize will, it is expected, be award-
ed under the rules to be formulated by the national
federation at its convention on June 22.

N. Y. Times-Chicago Post Prize.

Another big prize of $25,000 was announced at
the Astor dinner by the New York JVimes in con-
junction with the Chicago Evening Post, for a
flight between Chicago and New York, about 960
miles. Other prizes will undoubtedly be offered by
cities along the route. Conditions for this also
will wait for the national federation which, no
doubt, will in the future control all events in this
country of local or national character.

Missouri Raising $10,000 Prize.

Only a few thousand dollars is needed to com
plete the prize of $10,000 which will be offerec
in July for a trans-state flight in Missouri, the
start being St. Louis and the finish Kansas City.
The prize will be open for competition the week of
July 18, according to the present plan.

It is further planned to allow five stops at as
many controls, if more than one entry is received
and to start all at the same time on a day to be
specified by an impartial committee, which will
take weather conditions and the preparedness of
the contestant into consideration. Three days will
be allowed for the journey.

The course will probably be along the Wabash
railroad to Kansas City, a distance of about 270

miles. Edwin Gould Prize.

Edwin Goul us offered through the Scientific
‘merican a prize of $15,000 for the production of

July, 1910

the fulerum were at D, I should have been
able to have developed only a g-lb. lift in-
stead of 200 lbs. lift.

By an 18-in. motion between the hands and
feet, the tip of the wings can be swung
through 10 ft. The above results seem to in-
dicate that the fulcrum is out on the wing,
and if that is the case, there is no reason
why flight with wings should be impossible.

There are other factors though that might
favor or prove unfavorable to the above con-
clusion. If the wing is wasteful of power,
or if the power is applied in a very disadvan-
tageous manner, it might still be impossible.

[To be continued]

the best suecessful aeroplane equipped with two
or more motors and two or more propellers, so that
any power plant can be used either individually

or in conjunction with the other or others. This
prize is to stimulate the invention of a ‘‘safe”’

machine. The conditions will be announced later.

Evening World Trophy.

The Evening World has offered a perpetual chal-
lenge trophy in silver to the amateur making the
longest continuous flight in any year.
ner holds the cup for a year. The complete rules
will be formulated and adopted at the national
convention on June 22nd.

Each win-

Scientific American $100 Prize.

The Scientific American offers $100 in three
prizes to be awarded to the inventor who gives
the best account of how he conceived his inven-
tion, how he developed it in actual practice and

how he succeeded in, getting it. This sum is
divided $50, $35 and $15, open to August 15th,
1910. For rules address Scientific American, 361

Broadway, New York.

$20,000 for Race Between Wright and
Curtiss.

The Aero Club of Washington has offered $20,000
to the Wrights for a flight from New York to
Washington if they will enter one of their ma-
chines against a Curtiss.

J. P. Erie; of Denver, Colo.. has been ex-
perimenting with a glider in which the upper
surface is some 8 ft. greater in spread than
the lower. This, he says, lends greater stabil-
ity. There are triangular “wing tips” from
the upper to the lower surface, at an angle of
about 45 deg. from the horizontal.

First College Aero Degree.

The first degree to be awarded by an American
University for work in’ Aeronautics was granted
at the Columbia University commencement this
June, when, Grover C. Loening received the degree
of Master of Arts. Loening’s thesis, entitled
“An Investigation of the Practice and Theory of
Aviation,’ is about forty thousand words long, and
is a complete study of the aeroplane, from prac-
tical as well as theoretical standpoints. Twenty-
six large plates accompanying the thesis, and show
details of the various successful aeroplanes.

July, r9t0

a Propelle 13
ee
b$454050666655666566055555SSbbSooSooo oor rere eee TTT TET

a ig make a propeller templets for a uniform

AERONAUTICS

pitch propeller, using the Drzwiecki method,
one follows the plan below, which has been
adapted from the French of M. Drawiecki’s book.
You can take the pitch and diameter you have fig-
ured out yourself, or take the diameter and pitch
of such propellers as mentioned in AERONAUTICS.
First obtain the pitch constant M, i. e., Pitch
divided by two times 3.14159265, or roughly,
pitch divided by 6-2/7, or Pas it is near

enough. s
Having obtained your pitch constant M, lay it
out on the horizontal line AC (sketch I). This

will give you the distance EB. Draw a line OF
perpendicular to AC from the point E. On this,
starting from E, mark off lengths equal to 4M, M,
2M, 3M, 4M, 5M, giving you the points 1, 2, 3,
4, 5, 6. Lines are then drawn through these
from the point B.

From these points 1, 2, 3, ete., with a radius
equal to %4 of the specific width of the blade.
(This width is the width of the proposed propeller
at that point and may be any width you choose.)
ares are drawn to intersect the lines 1B, 2B, ete.,
on the same side of the vertical line EF as the
point B. Lines parallel to AC are then drawn
through these points of intersection of the ares
with 1B, ete.

The same procedure is carried out on the other
side of the vertical axis EF, with the same cen-
ters, but with a radius equal to %4 of the specific
width and lines parallel to AC are again drawn
through the points where these ares cut the lines
1B 2B; ete:

aim O) Tc? 4
TREDSHOS? /. c
THs oe ¥ 5: (I i aston? 3

S wide 43'wae

SKETCH LT

CURTIOSG BLADE

AERONAUTICS

The fourth sides of the templets are bounded
by the vertical axis AD drawn perpendicular to AC
at any optional distance from the point EH. Drzwiec
ki used narrow blades about one-tenth of the di-
ameter wide.

The templets thus obtained are cut out of thin
pieces of wood and the points ‘‘a’’ are marked upon
them at a distance of ™4 their width. The 4 of
width point “a” is measured from the front edge
of the blade, i. e., the same side as axis EF is on
and directly under the axis EF. This is where the
thickest point of the blade comes, or the shank
in a metal blade, and is near the front, to be at
or in front of the center of pressure. (See sketch
I.) These templets are numbered as in sketch I and
fastened to a board with their plane perpendicular
to the board. All the points ‘fa’ are placed on
the axis “xy’’ in sketch II. These templets are
spaced 14M, M, 2M, etc. The axis “xy” is di-
rectly under EF.

2
a

St. Louis Active in Ballooning.
Charles F. Wenneker, president of the Million
Club, has placed an order with H. Eugene Honey-

well for a balloon of racing size, which S. Louis
Von Phul will pilot in the elimination race to

select the American team of three balloons to
represent the United States in the international
balloon race, which will start from St. Louis, Octo
ber 17. The elimination race will be held Septem
ber 17 from Indianapolis.

This action on the part of the
Million Club now makes certain
five entries from the Aero Club of

New Engine
of Detroit

cAeroplane
Company

. Drawiecki, a propeller with a ov
i

July, 1910

St. Louis in the elimination race, and gives the
club a chance to win all three places on the Ameri
can team. It is not expected that any other clu’
will enter more than three balloons in the elimina
tion race.

These templets, of course, may be curved to
form segments of a circle. It will be seen that
the inclined edges of the templets form a guide
to determine the shape of the blade of the pro-
peller.

For illustration, take a Curtiss 6-ft. diam. and
5-ft. pitch propeller, 4 in. wide at hub, 7 in. at ex-
tremity. (Sketch III.) One blade is 3 ft. from the
center of the hub. Draw a line 3 ft. long. Pitch is

60 in. One-sixth of 60 is 10 in. Lay off 10 in. on
line EC. Then take distances, 5’==14M, 10”=M,
etc. This gives only four templets, due to

the fact that Curtiss’ propeller is shorter than
Drzwiecki’s standard length. (According to
oy ought to
duplicate, how-
it Is not of uni-

This w
propeller, as

be about 100 in. long.)
ever, a Curtiss’
form pitch.

The balloons piloted by members of the St. Louis
club will be the club aerostats, St. Louis Mo. 3

and St. Louis No. 4, the latter just completed by
Honeywell; the Centennial, of Honeywell; William
F. Assmann’s balloon, not yet christened, and the
Million Club balloon.

Wooster Lambert says he will be Honeywell’s
aid in the Centennial, unless the health of J. W.
Tolland, who was to have filled the place, improves
sufficiently to permit him to take part. The St.
Louis No. 3 will probably be piloted by James
W. Bemis, while A. B. Lambert may be the pilot
of St. Louis No. 4.

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AERONAUTICS

Curtiss Wins
$10,000 Prize ::

Flies From Albany to New York

THE FLIGHT IN FIGURES.

Distance, course, Albany to Camelot, 7114 miles.
Distance, course, Albany to Spuyten Duyvil,
128 miles.

Distance, course, Albany to Governor’s Island,
142%2 miles.

Distance, straight line, Albany to Spuyten
Duyvil, 122.8 miles.

Distance, straight line, Albany to Governor's
Island, 136.34 miles.
Speed per hour, by
Duyvil 50.52 miles.
Total time in air, 2 hours, 50 minutes.
Elapsed time, Albany to Spuyten Duyvil 2 hours
32 minutes.
Gasoline used, 15 gallons. Oil used,2 gallons.
Weight of machine, Curtiss aboard, with tanks
filled, ete., about 1,000 pounds.
Distances compiled for AFRONAUTICS by Mr.
Williams Welch, Chief Draftsman, Office of the
Chief Signal Officer, U. S. A.
ee

Sunday, May 29. The Hudson-Fulton Celebra-
tion of last October was made complete only today
when Glenn H. Curtiss, bearing a letter from the

path, Albany to Spuyten

the New York World’s $10,000 prize for the first
man to fly from Albany to New York, with an
allowance of two stops on the Way. Curtiss made
but one stop within the conditions of the prize.
After waiting several days for favorable weather,
the start was made from Van Rensselaer Island
in the Hudson River, at Albany, at 7:02 a. m.
Circling over the lower part of the city, a minute
later he crossed the line and was on his way to

New York. S -
At New Baltimore, a special New York Central
train bearing Mrs. Curtiss. Mrs. J. S. Fanciulli,

S. Fanciulli,
Chief Engineer; a

Augustus Post, the official observer: J.
Henry Kleckler, Mr. Curtiss’
committee from Curtiss’ home town of Hammonds-
port and the newspaper men and photographers
caught up with the aeroplane and kept pace with
it as far as the first stop, near Poughkeepsie.

The New York Central Railroad runs close along
the river as far as Spuyten Duyvil and the pas-

sengers could see practically every foot of Cur-
4 tiss’ flight.
Lp, FIRST LANDING AT POUGHKEEPSIR.

WW;

On down the Hudson without a skip of the en-
gine, high over the Poughkeepsie Bridge he came,
landing for gasoline and oil at Camelot, a few
miles below Poughkeepsie at 8 :24, after flying 71%
miles in 83 minutes, a speed of 51.5 miles an hour.
The machine was in perfect condition, save for one
stay wire which vibrated too much. This was
remedied. A farm had previously ben selected
here and a red flag hoisted to enahle Curtiss to
make out the place. ¢ lw

AVY fA, ~ et we | ( g Wy —_ t \

Mayor of Albany to the Mayor of New York, won J

July, Toto

[Vs we A Pouenkeersie
8.24

T
8:26
3:26
N
= a arrison 10:02
ed! Re
eekskill
rears
\ Xe eee
Py oS ton
4 Bar eo
Haverstraw A .
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7 Osinin
Fs 1015 é
Fi
r
i
f
;
fF 3
; Tarrytown

Fees ; Dobbs Ferry
af fate | Fa ues

SPUYTEN DRY VIE

Lande
Upat 1:42

‘£7 BROOKLYN

AERONAUTICS

Curtiss Passing West Point

At 9:26 Kleckler, who had come down on the
special train, started the propeller and Curtiss
was off again on the second half of his journey.

Passing through the Storm King Mountains,
where the crew of the Hendrik Hudson are said
to play at bowls on stormy nights, Curtiss met
with his only difficulties in the way of air cur-
rents. Suddenly the air seemed to give way be-
neath the machine and it dropped like a plummet
a few feet in the descending current.

“At Storm King,” Mr. Curtiss told ABRONAUTICS,
“T was flying high through the narrow gap in the
mountains and I caught the down current on one
side more than on the other, and I dropped thirty
or forty feet very suddenly and sideways. I had
to shift the front control to get straightened out.”

LANDS IN NEW YORK.

Making a wide detour toward the Jersey side of
the river, he flew over the railroad bridge spanning
Spuyten Duyvil Creek and landed at 10:35 on an
open field on Manhattan Island. His oil tank was
leaking and, though the conditions were fulfilled,
he wanted to make the feat complete by continu-
ing on to Governor’s Island off the southern part
of New York City, so he deemed it best to fill
up with oil to make sure of the accomplishment.

From Camelot to Spuyten Duyvil is 56%, miles,
time 69 minutes, or an average of 49.347 miles

an hour, somewhat slower than the first half.
This field sloped steeply to the creek and there
was no room to get a running start, so the ma-
chine was headed down the steep, grassy pitch
and was in the air in record distance at 11:42.
Out over the bridge again he went, between
roughly wooded hills on either side and turned
south down the Hudson, past Grant’s tomb and

July, 19T0

Pictorial News Co.

over the plying excursion and ferry boats, the
Statute of Liberty, to within a few feet of the
shed which housed his machine on Governor's
Island during the Hudson-Fulton celebration. The
exact time was not taken here, but has been
put at 12 noon. At 49.3 miles an hour it would
just about take from 11.42 to 12 noon to cover
the 14.5 miles.

As soon as the Curtiss party and the newspaper
men could get to the battery they boarded the
little government ferry which runs to Governor's
Island. Mr. and Mrs. Curtiss embraced) and were
then congratulated by the few who were lucky
enough to get by the guards at the ferry. The
Hammondsport delegation and a committee from
the Aeronautical Society were on hand to express
their appreciation of the great feat. The Aero
Club of America, under whose auspices the prize
was donated, unfortunately neglected the formali-
ties of such a momentous occasion.

The party went to the Astor for luncheon and
then proceeded to the World office where the check
for $10,000 was handed Mr. Curtiss with a few
congratulatory words on his achievement.

TRIAL FLIGHTS.

Previous to this memorable flight, Curtiss made
several long flights at Hammondsport over Lake
Keuka, landing in the water, one of which lasted’
thirty-eight minutes.

Mr. Curtiss also entered for the Scientific Ameri-
can trophy, and the first half of his trip counts)
as a record for this event. Mr. Curtiss won the
cup on the only two previous trials.

THE MACHINE.

Nearly four pounds to the square foot were

carried in the flight, the upper plane having a

AERONAUTICS

spread of 31 feet 3 inches, being extended 30
inches on each side. The lower plane measured
26 feet 3 inches. The front and rear horizontals

were about three inches wider than usual. Flat
rubber bags had been arranged below the outer
extremities of the under planes, wooden strips

yeing fastened to the front and rear lateral beams
forming the chord of the surface and in between
were the rubber air bags. Two cylindrical metal
ranks were also attached under the lower surfaces
yn. a line with the wheels, and the usual central
skid had a wide board nailed to it on which was
inother rubber bag as shown in the photo. The
two tanks were left behind at Spuyten Duyvil.
Just in front of the front wheel, too, was a small
eurved surface to act as a hydroplane in case of
anding in the water.

A Bosch magneto secured the efficiency of the
spark and a special large El Arco radiator kept
he 50 H. P. Curtiss 8 cylinder engine cool, and
Vacuum oil did the lubricating. The wheels are
itted with Palmer tires and the planes are cov-
‘red with Baldwin combination cloth.

PAULHAN’S FLIGHT COMPARED.

Paulhan took 4 hours 12 minutes elapsed time
]

o cover 183 miles when he won the London
Mail’s $50,000 and made it in two
117 and 66 miles each. The 117

sovered in 2:39, a rate of nearly 44
iour. <A night’s sleep intervened and the remain-

ng 66 miles were covered in 1 :23,

stages of
miles were

miles per

a rate of nearly

[S miles per hour. The average for the above
vas 44:37 miles per hour. Paulhan could have

July, 1010

landed at almost any time and_ started again,

whereas Curtiss could not have started if he had
had to land in the water and for the whole dis-
tance there was

scarcely a suitable space for

landing on the ground, as for nearly the entire

way rocky, wooded hills with precipitous sides
line the river.
DINNERS TO CURTISS.
The following Tuesday evening a banquet was

given by the World at the Hotel Astor to Mr.
Curtiss, presided over by Mayor Gaynor. to which
invitations were sent by the commonplace tele-
graph. Telegrams of congratulation from all over
the world were read between courses.
ers were:

The speak-
Mayor Gaynor, Iludson Maxim, president
of the Aeronautical Society ; Samuel H. Valentine,
vice-president Aero Club of America; Don Seitz,
of the World; Hon. James M. Beck, and Glenn
Curtiss himself was prevailed upon to say a few
words.

On June 7th the N. Y. Press Club gave a dinner
to Curtiss. President John A. Hennessy presided
and introduced the speakers with an abundant fund
of humor. J. Bernard Walker, editor of the Scien-
tific American, announced the Edwin. Gould prize
with appropriate remarks. William A. Johnston,
of the N. Y. World, announced a trophy of the
Evening World for amateurs: both proffers aroused
great enthusiasm. The other speakers were: G. H.
Curtiss, Charles M. Manly, Lieut, Humphreys,
late of the U. S. A.; Lee S. Burridge, Clifford B.
Harmon, William J. Hammer, and Rhinelander
Waldo.

Just After Curtiss Landed at Governor’s Island

Pictorial News Co.

:
1

AERONAUTICS

Hamilton Flies
to Philadelphia

First Round Trip Between Cities.

SCHEDULE OF THE FLIGHT.
TO PHILADELPHIA.

Distance. Time.
Left Governors Island....... 7:43 A.M.
Landed at Philadelphia. 1%?'%g6.0 9:26 A.M.
RETURN FLIGHT.
ett ehiladelp hia rarer eres 11333) ACME
Landed, South Amboy (after a
delourittas Bee 53/8. @&0 12.54 P.M.
Reascended, South Amboy $7?5.—68-0 6:17 P.M.
Arrived at Governors Island”. @® 6:40 P.M.
Time to Philadelphia, 1 hour, 43 minutes.
Philadelphia to South Amboy, 1 hr. 21 min.

South Amboy to Governors Island, a ee
Total distance, Phila. and return, w miles.

Total time in air, 8 hours, 27 minptes,
Average speed per hour to Phila., @@9 miles.
Average hourly speed from Phila., 51.34 miles.
Airline distance, one way, ®#rmiles. 7% Je
Average speed over straight line, 480% miles.
Notrr.—The distance by path is not exactly ac-
curate.

Weight of machine with extra
gas tanks, mounted, 950: pounds.
Surface main planes, 236 square feet.

(AAG >t Aika, 6 Mia i q- 3 S € — Ti

i aie wae Wruire;

“On eet Chariés K. Hamilton flew from
New York to Philadelphia and back in a Curtiss
biplane in just a trifle over eleven hours. This
is the first round trip between large cities and he

large oil and

kept a schedule which had previously been pre-
pared very closely. His average from New York

to Philadelphia and return was 50.72 miles per

hour. On his trip over he méde 50.09 and re-
turning, 51.384. A special train on the Pennsyl-

vania railroad followed him nearly the entire dis-
tance.

Hamilton made the first start from Governors
Island at 7.11 A. M., but the propeller struck an

obstruction, breaking one of the blades. Glenn
H. Curtiss took the propeller from his Albany-
New York machine, which fortunately was still

housed on the island, and it was quickly put on
Hamilton’s *plane, and he prepared for the sec-

ond start, which was made at 7:36 A. M. He
rose rapidly to a height of about two hundred
feet and circled Governors Island, passing over

his starting point and continued turning, until at
7:43 he actually started over New York Bay,
out over the Statute of Liberty and straight for
the high chimney of the Standard Oil Company
at Bayonne. Heading then to the right over the
Kill von Kull at a speed of about 45 miles per
hour he flew straight over Elizabethport, where
he came in sight of the special train which ac-
companied him over the tracks of the Pennsyl-
vania railroad. He passed through Trenton at
8:49 and landed in Philadelphia at 9:26, just 1
hour and 43 minutes after starting.

Returning from Philadelphia the start was made
at 11:33 A. M. and Trenton was passed at 12:09

re

10

Ang it.

y July, T9T0
P. M. Shortly after this point the motor began
misfiring and he became confused by the rail-
road tracks of the Pennsylvania railroad and the
Baltimore & Ohio railroad. Following the latter
to South Amboy, he then decided to make a land-
ing and seeing what he supposed to be a meadow
on the shores of the Raritan River, he descended,
but found the ground was a marsh. The spark
plugs were changed and a new propeller sent from
Governors Island was put on the machine to re-
place the one which he had which was broken in
landing. The machine was carried from this wet
ground, up, the bank to a roadway, and a new
start was made from this narrow place at 6:20
P. M. and Governors Island was reached at 6:40,
a little over eleven hours from the time of eaving.

Bosch Magneto and Palmer tires won again. The radi
ator was an A-Z.

Cther Flights in Curtiss Machines.

On June 7th to 9th, Willard and Mars were
at Topeka, Kan. In flying over a railroad! train,
the aeroplane caught the suction from the last
carijand dropped to the ground, partially wreck-

Mars was uninjured. —
‘On June 12 at Springfield, Mo., Willard’s en-
gine failed him at a critical point, after making
two good cross-country flights. In making a hasty
descent Willard sustained cuts and bruises and
the machine was almost totally wrecked.

J. C. Mars and C. F. Willard gave exhibitions at
Joplin, Mo., May 28-31. Both Willard«and Mars
did well the first two days. Rain-then intervened
and ‘rain checks’ were issued. On the 31st a
new “stunt”? was developed.

PROPELLER HIT BY BULLET.

Opening the program of the last day of flights,
Charlie Willard launched out on a cross-country
flight early in the afternoon. Straight across un
even country he flew until he disappeared across
the crest of a line of hills. When he did not
return after an hour’s wait, J. C. Mars, the
other aviator, set out to find him. Following the
direction taken by Willard, Mars found him six
miles from the aviation field, near Carl June-
tion, Mo. Mars landed nearby and discovered
that Willard’s propeller had been splintered by a
rifle shot, from some person whose identity is un-
known. Willard was at a height of 500 feet when
the bullet struck his machine. He landed with
considerable difficulty, barely escaping collision
with a clump of trees. As soon as he discovered
the nature of the accident Mars flew back to the
aviation field, explained the: circumstances and an
automobile carried a new propeller to Willard,
Mars returning to him through the air.

Willard’s machine repaired, both aviators flew
back to the aviation field and described figures
in the air for an hour.

Hamilton finished his engagement at Atlanta,
where he made his usual highly spectacular flignts
over the Speedway and during the auto races, on
May 7th. The day before he made cross-coun-
try flight to Jonesboro, thirteen miles away, and
return.

At Augusta, Ga., on the 11th of May he aroused
an enormous crowd to a high pitch of enthusiasm.

From there he went to Jacksonville, Fla., for
May 21-22.
Willard flew in Alexandria, Va., May 14, for

thirty minutes in a drizzling rain,

AERONAUTICS July, T910

Wright Students Complete Training. ©9OOOOGHOHOOOOOHOHHHOHOHOHOHOOHOHOOOOOS
Dayton, O., June 11.—The Wright Company $ S
closed the Montgomery camp the last of May. As ° e ©
the pupils there had practically completed their S T h € cAvia t10 n $
training they were brought on to Dayton to help © Y
train the new men. Since that time, flying has S a W orld ros +S $
been. done in all kinds of weather and in winds 2 x ee ps g
running up to thirty-two miles an hour. The men x S
are taking long glides, and in fact, are thoroughly 9OOOOOOOOHHOOHOHOOHHOHOOOHOOHOOOOOOOH °
familiarizing themselves with the operation of the peo
machine under every possible condition. to get into the air. The ground at the aviation | y
Some sensational flights have been made for alti- training camp at Dayton is peat, which rises into ~ *
tude, gliding and short circles. Only a few days uneven hummocks and makes what naturally would
azo, June Sth, Orville Wright was up to an alti- be thought a most objectionable surface to start ~~»
tude of about two thousand feet. When about or land on. The Wright aeroplanes have no
a mile and a half or two miles away from the trouble, however. 2
field he shut off the power and descended on an During the last ten days, more than 161 flights I
angle, and to avoid over-shooting the mark, he had have been made of a total duration of twenty
to make several large circles. This was certainly hours. The meet at Indianapolis, June 13th to
an inspiring sight. 18th, is making everyone hustle, the factory is

Duval La Chapelle, Paris; Walter Brookins, turning out a machine a week, and the Exhibition
Dayton Ohio; Ralph Johnstone and Frank Coffyn, Department has bookings already to keep at least
of New York, and Arch Hoxsey, of Pasadena, Cal., twenty-five machines going in the fall.

New Stability Plane on Wright Machine

with A. L. Welch, of Washington, are the men who BisHop Wricut Takes First TRIP.
have completed their training.

The photograph shows the students putting the
truck under a Wright aeroplane at the Montgom-
ery, Ala., aviation training camp in preparation
for starting a flight. The rail on which this rolls
is in sections which may be handled easily and
quickly placed in position. Unless it is found de-
sirable to make a quick and short start, as in a
restricted area, the tower and weight are not used,

On May 25th the Dayton Aeroplane Club was
invited by the Wright Brothers to visit the grounds
and witness the flights. Eight were made, on one
of which Orville Wright went up to 2,720 feet. In
another flight Orville took his father for his first
ride, remaining in the air for ten and one-half
minutes. “The last trip of the day was made by
the two brothers together, for the first time.

but the machine travels along the rail with its A committee has been appointed by the Aero.
own propelling force, gaining momentum until plane Club to arrange for a suitable memorial
the aviator raises the elevating planes and the to the Wrights. The club will also purchase an
aeroplane rises in flight. The use of the rail aeroplane and has two sites im views for an aero-

makes it possible to start on short notice on almost drome. The club now has over six hundred mem-
any kind of ground affording sufficient open space bers.

11

AERONAUTICS

Wright Machines Now Have Tails.

The illustration herewith shows the tail now be-

ing used at Dayton. This apparently is either
under independent control of the operator or is

connected by crossed wires*to the front rudder and
acts in conjunction with it. A rudder of this noa-
ture, under the control of the aviator, has been
added to some of the French Wright machines, and
in the German, Wright machines a fixed horizontal
surface, 12 ft. by 2 ft. is also located as shown.

Lots of Flying at Mineola.
Mineola, June 11.—A lot of credit must be given
to Clifford B. Harmon, who is the only amateur

in the East, at least, who is doing much flying.

Since he began flying at Mineola his aerial trips
have become longer and longer and he has ventured
forth in greater and greater breezes.
couple

He has had
serious conse-

a of accidents of no very

July, 1910

Seymour, who bought A. P. Warner’s Curtiss,
claims that he finds it very difficult to turn to
the right, which is in the opposite direction to

that of the rotation of the propeller, and a larger
circle must be made than, when turning to the
left. The ailerons seem to have greater effect and
stability is more easily maintained when turning
to the left. In flying straightaway in calm air no
turning movement of the aeroplane itself no-
ticed.

Captain Baldwin, since the first of May, has had
about twenty days’ flying, beginning with just
runs the ground and getting up to a fifteen-
minute flight. Captain Baldwin believes in a low
center of gravity and has hits motor placed low
down on the lower plane, driving his propeller by

is

on

a chain. While he uses ailerons now, he will
shortly put back his vertical fin on top of the

upper surface.

Hamilton making a Sensational Dive over the Aeronautical Society’s Shed

quence, though a few days ago in landing a bit
abruptly the running gear gave way, breaking some
struts and the propeller.

FLIES 55 MINUTES.

Hlis best flight has been one of fifty-five min-
utes and no one took particular notice of the
fact. A year ago this was about the record

and the papers described in full detail everybody’s
aeroplane, even if on paper only.

These accidents Mr. Harmon to
of power in his seven cylinder Gnome motor.
has sent abroad for new
expects will make everything all right again.
other Farman will delivered
him shortly.

lack
‘He
valve springs which he
An-
tc

ascribes

machine also be

Joseph Seymour, the auto race driver, has made

more than a hundred flights, from little jumps
to one of twenty minutes day before yesterday.

12

N. Y. World Photo

Harry S. Harkness is compsteting a big shed to
house his Antoinette.

W. L. Fairchild has installed his Requa-Gibson
motor, and will be ready in a few days to give his
his monoplane, which comprises some new features,

a try-out. In the next issue we will be able to
give full details of the machine.

In the Aeronautical Society’s shed, Frank Van
Anden has a new biplane, W. J. Diefenbach is still
working on his biplane, the Louis Rosenbaum

monoplane is nearly ready for trial and Miss EB.

L. Todd has her machine there. Edwards and
Edick have a Curtiss-type biplane with a motor

of their own make installed.

Francois Raiche, who built a Curtiss-type bi-
plane for Daniel Frisbie, of rochester, started to
try it out on June 8th. The engine was cranked,
Raiche got in the seat, touched the accelerator

AERONAUTICS

and—but the machine did not move. Raiche looked
wonderingly around to see why it didn’t go, but
there was nothin’ doin.’ The machine was given
a good strong push and it ran along for ten
yards when the propeller came off and the crank-
shaft broke in two. The engine has four ecylin-
ders, opposed, arranged horizontally. On a pre-
vious trial of the engine, the cylinders broke.

Hamilton Flying at Mineola.

On the day of the Curtiss flight, Hamilton and
his machine arrived in New York. Within a few
days it was down at Mineola where Hamilton did
some of his highly sensatronal flying for the
benefit of the hundreds of people, automobile par-
ties from New York, wealthly residents of nearby
summer colonies, who are on hand daily now to
watch the flights of Hamilton, Harmon, Seymour
and Baldwin, and to look over the other machines
being built there in the sheds and tents.

Hamilton goes up to a height of several hun-

dred feet and then makes a dive to the earth
at an angle of nearly forty-five degrees. Within

twenty-five or thirty feet of the ground he shoves
up his front control and the crowd breathes 2
sigh of relief at the safe and easy landing after
the fearful dip. On only one occasion here has
he carried a passenger.

On June 5th Hamilton besan covering the ma-
chine anew with cloth, as the old material had
become worn out with almost daily use in all
kinds of weather, in preparation for the flight to
Philadelphia, and on, the 8th he made a trial flight
with the new covering.

FLIES 66 MINUTES.

The weather delayed Hamilton’s projected Hight
to Philadelphia and the aeroplane was not ready
at Governors Island till the afternoon of June 11.
Toward evening Hamilton made a great flight of
G66 minutes, soaring and swooping like a gull over
the ferry boats plying the harbor, not landing
until it was pitch dark.
On Sunday, the 12th,
the drizzling rain of

another flight was made
in about ten minutes.
STEVENS GIVES ADVICE TO FLYERS.

A. Leo Stevens offers a valuable suggestion to
aviators. He argues that aviators should carry
with them on the machine on cross-country flights
a spare propeller. This would add little weight
to the machine and would certainly avoid delays
dependent upon the breaking of the propeller.

Erickson Gets His Plane Off Ground.

After experimenting for several months with
two different biplanes, Louis G. Erickson, of

Springfield, Mass., finally made good. On May 12
he rose about ten feet in the air, traveled! sixty
feet or more at a very uncertain angle and then
shut off the power just as it looked as if the bi-
plane would turn completely over and bury the
aviator beneath its wreckage. On May 20: another
trial was made, but no better results obtained.

This is the second biplane Mr. Erickson has
built. He is now working on another biplane, the
planes of which will be 5x30 feet. The frame will

be of spruce and bamboo, and the fabvie wisi be
rubberized silk instead of varnished cambric.

13

July, 1910

DETAILS OF THE ERICKSON II.

Main planes, which are perfectly flat, measure
20 ft. by 7 ft., covered with cambric, which was
treated with linseed oil and Japan, equal parts of
each. Bamboo construction is used altogether for
ribs and main beams. Ribs placed 1 ft. apart and
tied to main beams, overlap of 10 in. to the rear.
Ribs, % in. diameter. The uprights are 1 in. bam-
boo, 4 ft. 6 in. in length. The riser is 2 ft. by 6
ft., bamboo frame also. The rudder is 2 ft. by 6 ft.
horizontal and 2 ft. by 3 ft. vertical. Both riser
and rudder Curtiss copy. Outriggers to riser and
rudder are 1-in. bamboo, distance of each 11 ft, 6 in.
Ailerons, 2 ft. by 6 ft., work with shoulder brace.
Chassis, 32 in. by 20 in., regular aeroplane wheels
with Hartford Aviator Tires, set same as Curtiss
type. Bracing, No. 18 piano wire used with cop-
per ferrules. Propeller 6 ft. 6 in., 11 in. at ends,
made of Philippine mahogany, laminated 6 pieces,
true screw. ‘Motor power, a 30 H. P. Harriman-
Fitzpatrick make, turning propeller 1,000, develop-
ing about 200 to 225 pounds thrust, holding aero-
plane by means of rope tied to floor. Weight com-
plete with motor, 475 pounds.

Flights at Plum Island.

William Hilliard, an auto racer of Boston, has
been making successful flights in a Herring-Bur-
gess machine at the company’s trial grounds at
Plum Island, Mass.

The Herring-Burgess aeroplane bought by C. W.
*arker, a showman of Abilene, Kans., made its
first flight since the latter's ownership on May 20
at Salina. Shortly after it left the ground it was
struck by a gust of wind and LaComme, the inex-
perienced pilot, shut off the motor. <A couple of
braces in the running gear were broken.

Indianapolis Meet Opens.

Indianapolis, June 15.—The second day of the meet
closed yesterday. Five Wright aviators are here and in
addition are: J. W. Curzon [Farman], M. Marquette
{Marquette], R. Shaw [Shaw], Lincoln Beachey
[Beachey] and G. L. Bumbaugh [Fisher].

Previous to the opening the Wright aviators made some
preliminary ascents.

New Wor.ip Artirupg Recorp?

W. H. Brookins [Wright] flew to an altitude of 4384
feet. A confirmation of this was sought and the corrected
height put at 2100 feet. There may be an error in the
sending of one or the other of the messages. Orville
Wright himself made a short flight. Brookins made 6
miles for the fastest 10 mile prize. A. L. Welsh [Wright]
made the mile trial in 2:32. Brookins gave a spectacular
exhibition of figures, sharp turns and a dive. Two ma-
chines were in the air at once, each carrying a passenger
for 12 minutes.

Brookins [Wright] made a trial high flight, going up to
2093 feet. In the second trial he did even better, being
measured at 4384 feet by A. B. Lambert of the St. Louis
AZ IC:

G. L Bumbaugh met with an accident in a machine of
local make. after getting sixty feet in the air. Bum-
baugh, the veteran balloonist and dirigible pilot, was
caught under the machine when it fell, and painfully
injured.

Full details of the meet will appear in the next issue,

AERONAUTICS

July, 1910

The Erickson Biplane

SOSSSSSSSS SSS SSSSSOSOSOS OSS S SHS HSSOSOSOSSOSOSO OO OOOOOOOSD

c/Vlachines

SOS PSSHSSPSSSSSSE SOSH SS SSSSSSSSHSSOSOOSSOSH OSE SOOSOOOOOOROD

New

Bicycle Rider Turns Aviator.

Charles W. Miller, the world famous six-day
bicycle rider, says he expects to win the New York-
St. Louis $30,000. prize.

Mr. Miller has just had completed by Messrs C.
and A. Wittemann, of Staten Island, an aeroplane
of his own design, equipped with a 75 H. P. White-
head motor, a comparatively new, high powered
aviation motor. With this power Miller’s aero-

plane, which is of the biplane type, is expected
to carry three.

The main planes spread 35 ft., by 64 ft. fore
and aft. These are covered with No. 6 Naiad
cloth laced to frame and stretched to drumhead
tightness. These are spaced 6 ft. apart.

The steering is operated by a wheel as in an
automobile, somewhat similar to the Curtiss ar-
rangement. The front elevator has an 8-ft. spread,
by 24%-ft. depth. A double surface, self-balancing
tail is provided for stability, with a single vertical
rudder in the center. Vertical surfaces between
the planes, similar to the Voisin machine, tend to
maintain lateral equilibrium. The machine is
trussed with steel aero cable, galvanized to pre-
vent rusting, fastened to Wittemann turnbuckles
and specially designed eye bolts.

Chas. W. Miller’s Aeroplane, Built by Wittemann

AERONAUTICS

The chassis is equipped with three pneumatic
tired wheels, the rear wheels having a spring shock
absorber, as shown in the June number.

The ribs are three ply, laminated ash and
spruce. The weight of the machine, complete, is
760 pounds. - The magneto is Bosch high tension
radiator E] Arco.

The propeller of the Miller aeroplane is 8 ft.
in diameter, of 6-ft. pitch. The Whitehead Com-
pany reports that ‘On test it gave 270) pounds
thrust, but this by no mears utilized the power
of the engine, the propeller being one that was
merely calculated to drive the aeroplane about
thirty-eight miles an hour. For higher speeds Mil-
ler will carry different propellers.

“On a preliminary test, the engine with a 10-ft.
propeller, with a 7-ft. pitch, and 17-in. width of
blades gave a thrust of 410 pounds.

“This is the greatest thrust that has ever been

developed by a single engine on a single screw

July, toro

has a mueh deeper eurve and is set at a consid-
erable angle. Lateral stability is maintained by
the raising and lowering of the bottom planes,
making them more or less effective.

The gyroscopic force of the revolving
motors also tend to keep the machine on
keel. When the machine was first put together
there were two horizontal rudders, 6 ft. by 4 ft.
3 in.—one 14 ft. in front and the other the same
distance in the rear, but after a few
other surface was added to each rudder.
one was made stationary

eylinder
an even

trials an-
The rear
y and the front one was
moved to within 10 ft. of the main cell. With
this improvement the machine flew about 100 ft.
at a height of 6 ft. The flight was stopped by the

breaking of the tail. Owing to breakages, no
more flights haye been made.
There are two revolving cylinders, 36 h. p. Ad-

ams-Farwell engines, set one on each side of the

Demoiselle Type Made in Seattle

for the given power and pitch speed, which was
5,600 ft. per minute.

“The Whitehead motor in construction is of the
utmost simplicity, there being no valves, springs.

“ams, cam shafts, rocking arms, or intake mani-
folds. There is absolutely nothing to get out of
order. The utility of the two-cycle type and its
ability to make long runs without getting out of

order is generally recognized. The Whitehead motor
has reached a degree of perfection which has neve
before been attained by this type of engine, and its

lightness, only 200 pounds, makes it the leading
engine for aviation.”
The Andrews Biplane.
E. F. Andrews, of Daytona Beach, Fla., has

built a biplane which has a wing spread of 45 ft.,
the top plane being about 4 ft. shorter than the
bottom one. The planes are 7 ft. wide at the
middle and 4 ft. in. at the tips, and are 6 ft.
apart. The top plane has a very small curve and
appears to be set level, while the bottom plane

ee
o

15

aviator. These drive direct two 7 ft. 4 in. tractor
propellers of 4% ft. pitch.

The machine weighs about 600 lbs. and is mount-
ed on three small wheels without springs. The
horizontal and vertical rudders are controlled by
two small wheels, one the other, while the

balaneing planes are controlled by foot wires.

above

Sails Over New York.

New York, June 14.—-Fred Owens sailed his
Il. P. dirigible from Hillside Park, Newark, across
New York to-day. Passaic was crossed, then the
Hudson River to the City Hall. The engine got
going bad and he attempted to land on the roof
of the City Court Building. Someone in his zeal
to help grabbed the trail rope and the airship hit
the chimney, breaking the frame and stopping the
motor. ‘he ship went up again in this condition
and crossed the East River, narrowly missing the
Brooklyn Bridge, to a safe, though precarious
landing in a tree in Brooklyn; when he was res-
cued by firemen.

6

AERONAUTICS

Seer ae ee eee
Cy | of
+ News mi ghe }
: Coast :
i i
ke By~ Cleve. T. Shaffer fe
of ‘ ok
erdordordertorgertongecgertergengecsonte oheeorsechece hechonzecboege oho cte hehe short:
The Loose Monoplane.

EORGE H. LOOSE, of the Pacific Aero Club,

( ; has just completed a new aeroplane which
he is now trying out.

The machine, 32 ft. spread, 31 ft. long, and
7 ft. high, is noticeable for its bird-like lines. It
is very well and strongly built, having a number
of novel and original features, several of the con
structural details being especially praiseworthy.

Planes, in two halves, do not attach direct to
body but join together a few inches above the in-
verted triangular frame, where they are held hy

July, T9r0
26”; rims and tires appear rather too narrow, hub
6”. Steel tubing axle supports the two 28” by
1144” elliptic springs, one on each side. Eight 1”,
by 16 guage steel tubes, 4 on each side, branch
from spring clips and support the bird-shaped body.

Body. 1%" round spruce members connected
with same ingenious patent fasteners, as shown in
photo of former machine (AmRONAUTICS for April)
form an inverted triangle; the front carrying a
special alloy casting which holds the front bear-
ing (R. I. V.) of the propeller shaft, fins cast
integral allow the frame members to be bolted to
casting making a very rigid front bearing, the
inner end of casting taking the thrust or pull
bearings. Uprights, 35” apart, guyed with piano
wire and turnbuckles of own make. Seat of alum-
inum 2 ft. from ground, placed over lower frame
member. Two wire-wrapped, steel-shod skids are
placed at the rear extremity of the frame.

Rudders and Keels. Horizontal rudders, Antoin
ette type, front edge 18 ft. back from rear edge

George H. Loose Machine

rigid connections; are 10) ft. deep at the joining
and extend 16 ft. laterally, the depth of the curved
ends being 7 ft. 6 in.; total surface 275: ft.

Construction, double covered ribs, % in. by \4
in., 6 in. apart, 3 built-up lateral wing bars or
beams, 1 in. by % in., with % in. blocks between.
Curvature, are of a circle, a little over 1 in 19,
greatest depth at approximately center of plane.

Incident angle on ground 9 degrees, flight about
5 degrees. Three bamboo poles 12’ 2” long, rein-
forced with two wires, on each side, one behind
the other in the plane of flight, take the weight
and also a part of the lift of the planes, being
fixed to the chassis at their lower ends in such a
manner as to be easily removable in demounting
wings.

Mounting. The novel idea of using full elliptic
springs is, I believe, in this machine its first adap-
tation to the aeroplane. Tread, 8 ft.; wheels,

16

main planes, 2 triangular surfaces 4 ft. wide 28
in. deep, between which is a vertical rudder 44 in.
high by 80 in. wide. These rudders are kept in
their normal position by spiral springs. ‘The en-
tire rear rudder construction is of small steel
tubing properly brazed.

Keels, both horizontal and vertical are in evi-
dence, tapering down from size of rear rudders to
a point 10 ft. therefrom on the frame and having
about 40: sq. ft. in the horizontal and 34 sq. ft.
in the vertical.

Power Plant. In deference to Mr. Loose wishes,
description of motor, further than it is a 4 eylin-
der 334” by 4”, 25 H. P., is withheld as is method
of lateral control. The motor placed! in front of
and above operator drives by a short chain. The
driving member is a 9” diameter 3144” face cone
clutch, mineral-tanned leather face. Gear ratio

AERONAUTICS

9

2 to 1 of propeller. A rear propeller shaft bear-
ing is affixed to the front of motor. In ‘Mount-
ing’ have given description of front and thrust
bearings. A clutch lever extends to within reach

of operator’s seat.

Propeller is 7% ft. diameter, 8 ft. pitch, but
looks to be wasteful of power. R. P. M. stated 800.

Radiator, constructed of brass tubes 134” wide,
is of neat workmanship, specially built for this
machine by the Pacific Radiator Company of San
Francisco. It is of a triangular shape and fits into

July, 1910

the body frame-work over the motor, not increas.
ing drift to an appreciable extent. It is doubtful
to the writer if the comparatively high pitch
speed, 8x800—6,400 ft., can be realized with the
25 H. P. and 7% ft. diameter propeller.

The weight of machine complete with operator
and fuel for 10 miles is about 700 pounds, which
compares favorably with the Bleriot XI, the lat-
ter having 23 H. P. and 151 sq. ft. lifting sur-
face.

The body design is ideal in allowing propeller
shaft free passage.

Miguel Lebrija has demonstrated that an aero-
plane will fly in the altitude of Mexico City
(7,500), and with a Bleriot monoplane he re-
cently made fifteen successful flights on the plains
of Valbuena.

Starting from the hangar, Mr. Lebrija ascended
to the height of sixty-five feet and successfully
steered his machine around and around through
the air, maintaining that height for five minutes
when he descended. After receiving the congratu-
lations of his many friends who witnessed the
performance, Mr. Lebrija again mounted his seat
and made fifteen more flights, all more or less
of the same duration as the former.

Machine Used Was A Bleriot Monoplane.

The machine he used in his wonderful per-
formance was a monoplane of the Bleriot type
similar to the one used for the cross-channel flight
by Bleriot and was not equipped with any special
motor or attachments, but was simply a stock ma-
chine as received from France.

In starting the machine left the ground 200
meters (666’ 2”) from the starting line and rose
to a vertical height of about sixty-five feet, and
during the many trials this height was not ex-
ceeded by the aviator, but he stated that he could
have gone much higher if he had so wished.

Apparatus under Perfect Control.

The monoplane was under perfect control and
obeyed the rudder with ease and when landing
glided gracefully to earth and stopped without any
perceptible jar. No accident occurred during any
of the flights and there was no difficulty experi-
enced with the motor and Mr. Lebrija, by these
flights has plainly demonstrated that heavier than
air machines can be flown successfully in this alti-
tude, and the former theory that this was impos-
sible on account of the experiments made with a
few buzzards brought from Veracruz which died,
a few days after reaching here, was completely
exploded.

Yesterday Mr. Lebrija while trying out his ma-
chine, arose to the height of about thirty-five
feet, and maintained that height for about ten
minutes to the delight of the numerous spectators
that had gathered around to witness the flight.

Mr. Lebrija while in the air stopped his motor
and glided towards the ground, and when about
fifteen feet from terra firma, started the motor
again and rose to a height of about seventy-five
feet. Then stopping the motor he gracefully
glided to the ground, making a safe landing.
After this Mr. Lebrija made several other flights,
all of which were successful.

17

Flying in Mexico

By E. L. Ramsey.

Mexican Army Is to Have No Balloon Corps—War
Department Denies Rumors to That Effect.

For some time rumors have been current to
the effect that the Mexican Army was going to
be equipped with an Aerial Fleet for which pur-
pose a number of Aeroplanes and Dirigible Bal-
loons had been purchased and that the equipment
would soon arrive in Mexico.

These rumors were denied at the war depart-
ment yesterday by Col. Luis Perez Figueroa, who
stated there was no truth in the reports. Col.
Figueroa said:

“Some officers of the Mexican Army have been
commissioned to study aviation im various coun-
tries, but further than this, the war department
has not taken any steps to equip the Mexican
Army with Aeroplanes or Dirigible Balloons.”

An Aviation Treaty Between Mexico and the United
States for the Proper Regulation of
Emigration and Smuggling.

The Mexican Ambassador in Washington, Sr.
Francisco L. de la Barra and Secretary of State
Knox, have been discussing a treaty between the
United States and Mexico with regard to aerial
navigation and which will have for its purpose
the enforcement of the treaties at present in force
with regard to emigration and smuggling.

The treaty which will be signed by Mexico and
the United States will be the first of its nature in
the world as up to date, while the several nations
of the world have apparently become alarmed at
the perils offered by aviation in the event of war.
they have done nothing towards solving the prob-
lem as regards the improper passage over frontier
lines.

March 18, 1910.

Enclosed find money order for $3 for which
please renew my subscription to your valued
publication. If I should miss a copy I would
want to sue you for all you’ve got.

H. D, CALLAHAN.

San Saba, Tex,

AERONAUTICS

PREECE EE See TEE Tete eee

cMeets and

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pofpepoofe facto forge ofoofoofoofoofoefecfoooofe ofa ale ofe nfo ofo ofa fo oGenfoefoogoofeofn ofoefeofoote ofeofoote che cfecteofecfocfeefe che footeoh

Tanforan Meet Held in Conjunction With
Auto Races by the San Francisco
Motor Club.

The biplane belonging to Roy Crosby,
equipped with a new motor and having a number
of changes in its
the field at Tanforan,
but the wind
new aviator,

Greene
make-up, was
May

too

brought out on
Cale 29th and 30th,
evidently strong for the
Harold Hall, to buck against. Hall,
who is only 18 years old, has made several flights
with this machine and
Johnson’s “Curtiss.”

was

also has flown Frank

The gliding contests attracted a large number of

entries. All flights were towed. The two-rope way

of towing is open to criticism, it being in the
writer’s opinion a dangerous method.
Ten-year-old Walter Sittman won first prize of

$100 for height, Wolf and Becher won second. <A
novel feature was the flights by the three young
Misses Johnson, one of whom won second prize.
The second day the first prize was won by Har-
old Winthrop; second by J. Sittman, the
3echer and Wolf gliders winning three prizes.

prize

Robert Bergfeld, while being towed by two autos

had a bad fall owing to a rope breaking. The
glider was totally destroyed, Bergfeld having a

lucky escape.

Exhibition at San Jose.
San Jose, Cal., is tired of aviation and the pro-
moters of the Auto and Aero Show during the
Rose Carnival, had a hot argument with Frank H.

18

July, TOTO

Johnson, who has been giving none too sensa-
tional exhibitions with his Curtiss machine. John-
son is reported to insist on pay whether he flies
or not. During the fete Johnson made one or
two short flights and Harold Hall took Whipple
Hall's Curtiss machine for a mile.

' University of Illinois Flights.

The aviation ‘‘meet” of the University of IIli-
nois, at Urbana, was a fizzle, all but the kites
of Samuel F. Perkins, who had his usual big
display of kites to make good when the aero-
planes fail to fly. In a preliminary flight the day
before the exhibition day, May 21, Otto Brodie
considerably damaged the Curtiss aeroplane. ‘The
wreck was brought back to the university wood

shops, and with the help of instructors, employes
and students, was repaired late at night. Nothing
more was done until the 25rd, when they took it
out on the golf links. (In the repairing different
wood had been used, and it had been rained upon,
soaking it and putting the machine out of bal-
ance.) srodie ran the machine several hundred
yards, under power, on the ground, and then Hew

back to the starting point, hit a small sapling, and
—two hours or so for repairs. Brodie or Wild
made eleven starts, and once rose almost two

feet off the ground and stayed up for almost thirty
feet. So everyone came back in disgust and! the
machine went back to Chicago the next day.

The reasons ascribed to the failure of the event
were: The unbalanced condition of the machine,
and the overweight, due to the soaking; the small-
ness of the field, 400 or 450 yards; the crowding
of the spectators, and the possibility of the engine
being underpowered.

First National Novice Meet.

St. Louis, June 12.—The first real aviation meet
at which no other inducements than prizes are
offered will be held at St. Louis, July 11 to 16.
the postponed dates of the First National Avia-
tion Meeting for Novices of the Aero Club of St.
Louis, which was to have been held June 20 to 25.
Already four actual entries have been received on
the entry blanks provided for the purpose for th’
first time in America, accompanied by the $10
entry fee, to be refunded to entrants whose ma-
chines are on the ground Saturday previous te
opening day.

Seven
town
have

more entries are promised from out-o’
owners or builders, while five St. Louisans
signified their definite intention to partici-
pate. The first entry came from William Thomas.
of Hammondsport, N. Y., with his biplane, re-
cently deseribed in AwrRoNAUTICS. Other entries
came from William Curtiss Robinson, of Grinnel
Ta. (monoplane), and from Erie Bergstrom, Chi-
eago, Ill.. with what he claims is the smallest
monoplane for its carrying capacity in the world.
Howard Gill, of Los Angeles, Cal., entered a Gill
Dosh biplane, and expects to enter a Curtiss-type
biplane also.

Entries will close at the regular fee on June 30
They will be accepted at $20, not to be refunded:
until July 5, and until July 9 at $100, not to be
refunded. Blanks and all particulars can be ob-
tained upon application to HE, Percy Noel, secre-

AERONAUTICS

tary of the Aero Club of St. Louis, 304 North
Fourth Street, St. Louis.

The meeting was postponed in order to gain tim«
in which to obtain larger grounds to accommodate
the number of machines of which entry was prom-
ised. It is now expected that twenty planes will
be on the field, and the construction of half tha.
many sheds will be begun at once, others going 1]
as entries are received.

The new grounds will be sufficiently large for al
purposes and will form the permanent aviation
field of the Aero Club of St. Louis, to be known
as Camp No. 3. The Aero Club has already es-
tablished a small field within the city limits, wher«
H. A. Robinson and J. N. Sparling are practicing
with their machines.

Aeroplanes Will Fly in Montreal.

Montreal is giving evidence of her progressive
spirit by announcing an aviation meet to take place
there, commencing on the 25th of June and las
ing until the 4th of July.

The meet will be held under the auspices of the
Automobile and Aero Club of Canada, which
affiliated with the mother institution in Great
Britain, and is being organized by E. M. Wilcox,
publisher of Motoring, and C. W. Bennett, a well-
known Canadian theatrical magnate.

Five Wright machines will definitely fly and it is
expected several others will participate.

St. Louis to Hold Show.

Under the auspices of the Aero Club of St.
Louis, the St. Louis National Aero Show has been
organized, and will be held in the Coliseum Build-
ing, October Sth to 13th, during the period when
outdoor aeroplane and balloon events will take
place in St. Louis, and is under the management
of G. L, Holton.

The Aero Show will be a complete exhibition of

is

things aeronautic, and will include displays of
nearly every manufacturer of aerial apparatus

and supplies in America, and agents for foreign
makers.

In kindly offering free news service of the show,
the promoters state:

“The show has been organized with a _ serious
purpose, which we believe will be appreciated by
the press of America, in that the object is to
advance the American aeronautic industry so that
it will compare favorably to the industry which
already exists abroad.”

ee wha “2 ~ MAL

Model Flights.

At Hempstead Plains, Mineola,
there will be cross-country model aeroplane flight
contests every Saturday afternoon, also kite flying
contests free to all.

Long Island,

Mr. Edward Durant, director of the Junior Aero
Club of America, has donated silver cups for both
contests, and the president of the Mineola Press,
Mr. J. H. Ellensohn, is in charge of the contests.

Members of the New York Model Aero Club will
also compete in the model contests, and the school
boys of Garden City and Mineola will be active
in competing for the kite-flying contest cup.

Frank Schober made a new record in model con-
tests at the 22nd Regiment Armory, New York,
June 4th, by flying a Langley-type model 215 ft.

19

July, 1910

~-

BS —_
a

i LA) ¥ X =

Aeronautic Calendar for U. S.

June 13-18—Indianapolis, Ind., “First Nat. Avi-
ation Meet,” with exhibitions with Wright ma-
chines and open to all others.

June 18-19—Louisville, Ky.,
and Mars.

June 21-26—Nashville, Tenn., exhibition flights
at Military Tournament by Hamilton.

June 22-25—Minneapolis, Minn., flights by three
Curtiss aviators.
22-26—Minneapolis and St.
Willard and Mars.

June 28-July 5—Montreal,
with five Wright

June 29-July

flights by Curtiss

June Paul, Curtiss,
aviation meet,
others.

la., Avebeere arc

Cane
machines and
1—Sioux City,

Mars. “(iL

July 2-4— Aurora, Ill., exhibition, one Wright
machine.

July 2-5—Pittsburg, Kan., Wright flights, on
maching. 2- KC 3 MK

Te eyes eer iets races.

July 5-6—Peoria, Ill., balloon race.

x. 7

July 9-14—-Omaha, Neb., flights by Curtiss, Wil

lard, Mars and others. | #4 ¥ = nl 1a C ba RBig Cae

x

July 11-16—St. Louis, balloon race and avia-
tion meet for novicesfipy pp, TR = ©) 1/6
August 12—-Indianapolis, Ind., balloon race.
Sept. 5-10—Lincoln, Neb., exhibition flights

Wright aviators.

by

Sept. 5-10—Hamline, Minn., exhibition flights by
Wright aviators.

Sept. 17—-Indianapolis, Ind., elimination rac
for Gordon Bennett balloon race.

Sept. 19-24—Detroit, Mich., Wright exhibition
flights.

Sept. 26-30—Trenton, N. J., exhibition flights
by Wright aviators.

Oct. 1-8—-Springfield, Ill., exhibition flights by
Wright aviators.

Oct. 3-8—Sedalia, Mo., exhibition flights by

Wright aviators.
Oct. 5-15—S

St. Louis, Mo., aeroplane exhibition.
Oct. 8-13—St. Louis, Mo., Aero Show.
Oct. 17—St. Louis, Mo., Gordon Bennett balloon
race.

Oct. 22—Mineola, N. Y., Gordon Bennett and
other aviation contests.
Dee. 1-S—Chieago, IIl., aeronautical exhibition

of A. C. of Illinois.

-

ae Lew ( SnAges

S in. The model was launched or started from

the floor.
On May 21 the West Side Y. M. C. A.. New York,

held another model contest at the 22nd Regiment
Armory. At this contest there was a new cup
offered by M. P. Talmage for the boys’ class, to
be flown for by machines having two propellers.

The first leg was won by Frank Schober, 164 ft.
4 in. Second was F. M. Watkins, 154 ft. 5 in.,
and third, C, G. Halpin, 139 ft. 10 in.

In the men’s class Mr. M. P. Talmage, with a
Wright biplane, flew 132 ft. 1 in. This: is the
longest flight ever made with a biplane at any
of the contests. Dr. Dederer gave an exhibition
flight with his new machine and succeeded in
making 195 ft., the longest flight made by any

machine since the flights were started.

AERONAUTICS

July, 1910

News, Genel

AFFILIATED CLUBS REVOLT.

Form New Organization. 2

Resenting its deeds and misdeeds, its arrogant
attitude, the lack of representation, so on and
so forth, half of the affiliated clubs have formally
cut the strings of the Aero Club of America’s
apron and will now shift for themselves as_ best
they may.

This happened at a meeting of the affiliated
clubs called by the A. C. A. and held in its
rooms on May When the delegates were
ealled to order in the morning there seemed to
be no business to transact except to renew affilia-
tion for another year and make any suggestions
to the mother club which might or might not be
acted upon in the discretion of the board of di-

"9
23.

rectors. Someone moved to adjourn.
Following were the delegates assembled: A, B.
Lambert, Indianapolis and St. Louis; Col. Jerome

H. Joyce and A. Albert Hughes, Baltimore; A. W.

Carpenter, Harvard; W. B. Strang and George M.

Myers, Kansas City; James E. Plew and Victor
Lougheed, Chicago; J. V. Martin, EK. C. Brown
and R. M. Allen, Harvard Aer’l Society; J. S.
Fanciulli, Washington; J, M. Satterfield, Buffalo ;
Alan R. Hawley, Pittsfield, and Augustus Post,
Canton.

In the afternoon a second meeting was held.
Samuel H. Valentine, the chairman of the morning
meeting, Philip T. Dodge, Augustus Post and Alan
R. Hawley, all of the A. C. A., withdrew at the
second session, after granting the use of the club
rooms. Jerome S. Fanciulli, representing the
Washington Club could not officially represent that
body at the afternoon meeting.

A resolution was adopted calling for the organi-
zation of the American Aeronautic Association,
which was then formed with George M. Myers,
Kansas City Aero Club, President; A. B. Lambert,
St. Louis Aero Club, First Vice-President; J. V.
Martin, Harvard Aeronautical Society, Second Vice-
President; Victor Lougheed, Aero Club of Illinois,
Secretary, and Col. Jerome H. Joyce, Aero Club
of Baltimore, Treasurer.

The reason for the new organization was de-
fined in the following resolution, which was unani-
mously adopted :

“We recommend that for the administra-
tion of Aeronautical affiairs, of national or
local character in the United States, the
American Aeronautical Association be formed
at once, with oflicers elected’ to serve until
June 22nd, 1910, in New York City, at
which time we recommend that new officers
be elected for the ensuing year.

“We further recommend that all aero-
nautical clubs and bodies now existing or
in the future to be organized in the United
States, including the Aero Club of America,

a0

be invited to join this Association upon
some acceptable basis of powers and repre-
sentation, founded upon the numbers of
such clubs, or upon their membership, in ac-
cordance with rules and regulations to be
enacted into permanent form by the repre-
sentatives of affiliated clubs here assembled,
and to be revised from time to time as may
be decided at future meetings of the rep-
resentatives or delegates of affiliated clubs.”

The following letter was delivered to the A. C.

A. together with a copy of the resolutions printed
above:

“New York, May 23, 1910.
“To the Aero Club of America,

“29 West 39th Street,

“New York City.
“Gentlemen :

“At the meeting held today by repre-
sentatives of the affiliated aero clubs, as-
sembled in response to your call at your
headquarters, 29 West 39th Street, after
discussion it was decided that the best in-
terests of the affiliated clubs could not be
advanced by conforming to the proposed
arrangement between. your organization and
the Wright Company, and that the future
of the afliliated clubs and the interests of
aeronautical development in this country
could be better conserved by a separate or-
ganization, which would not be fettered by
the entanglements now existing by reason
of our connection with your organization.

“The meeting was, therefore, adjourned
without action, immediately after which the
affiliated club representatives called a meet-
ing for the purpose of organizing the Ameri-
ean Aeronautical Association, to be a demo-
eratie organization, representative of the
aeronautical interests of the entire United
States, for the purpose of controlling aero-
nautical events in this country.

“In accordance with the expression of
opinion in the foregoing resolution, you are
cordially invited to send delegates to our
next meeting.

“In, closing we wish to extend our sincere
thanks for the courtesies of your organi-
zation.

“Respectfully yours,
“THE AMERICAN AKRRONAUTICAL
“ASSOCIATION,

“Per VICTOR LOUGHEED,
“Secretary.”

New National Body Organizes June 22.

On June 22 in New York there will be held
a big convention with representatives from a
large portion of the eighty-odd aero clubs in the
country, at which time officers will be elected for
the ensuing year, plans formulated for the work
of the body, the adoption of rules governing con-
tests and the various prize offerings now awaiting
the action of the convention, etc.

As announced in the last issue, the movement
for a national body was started by the issuing of
a letter by Hudson Maxim, president of The
Aeronautical Society, to all the aero clubs of the
country. This met with great response.

AERONAUTICS

The day foliowing the secession of the A. C. A.’s
clubs several meetings were held between repre-
sentatives of the newly formed American Aero-
nautie Association, and of the Aeronautic Federa-
tion of America with the result that the conven-
tion of June 22 will be a joint affair comprising
delegates from all the clubs with which corre-
spondence has been had by both movements.

At a meeting held on June 2 of the Aeronautic
Federation of America a temporary committee was
formed taking in members thereon appointed for
this service by the various clubs associated with
the federation. Some forty clubs are represented
on this committee, which is headed by Professor
David Todd, of Amherst, and Thomas A. Hill, who
has been one of the most over-worked energetic
enthusiasts in the movement and is doing all the
work of the committee up to the time of the con-
vention, was made Secretary-Treasurer.

A proposed constitution and by-laws for adop-
tion at the convention is being put into shape
now by Mr. Hill. Daily more clubs are being
added to the list of those sending delegates to
the convention.

ALL CLUBS FOR HARMONY.

the
F.

The Aero Club of Washington is watching
new movement with great interest. Dr, A.
Zahm hopes that the ‘final outcome will be one
grand aeronautical organization embracing the
whole country and enjoying solidarity and har-
mony of action.’’

While the Aero Club of Ohio has renewed its
affiliation with the A. C. “A. for another year,
the secretary, Mr. J. Blake, states: ‘““‘We * * #*
hope that some course will be adopted that will
promote general harmony.”

Wright Injunction Vacated.

New York, June 15.—Yesterday the U. S. Circuit Court
of Appeals vacated the temporary injunction granted
the Wright Company against the Herring-Curtiss Co. by
Judge Hazel at Buffalo.

The history of the action is as follows:

The Wright Co. moved for a preliminary injunction
before Judge Hazel. He held the infringement and
validity of the Wright patent had been proved without
doubt in the hearing and granted the relief prayed for.
Judge Hazel, however, was willing to suspend the issu-
ing of the order, but required the defendants to put up
a $10,000 bond until the appeal, which was immediately
taken by Curtiss, was decided. Now the Court of
Appeals has reversed the Hazel opinion, with costs,
and a trial of the infringement suit will now be had
before 4udge Hazel, with cross-examination of witnesses.
The $10,000 bond is cancelled.

The reversal of opinion in the case is not a criterion of
the outcome, for no trial on merits has been held. ‘The
Court of Appeals merely holds that on account of sharp
conflict of evidence and the number of affidavits sub-
mitted after the original decision, infringement was not
so clearly established as to justify a preliminary in-
junction.

Les Aeroplanes—Considerations Theoriques,
by Paul Raybaud. (F. Louis Vivien, pub-
lisher, 20 rue Saulnier, Paris. Price, 1 franc.)
A brief exposé of a new theory on effects of
air on moving surfaces, which sets aside much
of what has until now been generally admitted
on the subject. It is written in French.

21

July, 1910

Lamson vs. Wright Suit.

Paxton, Warrington & Seasongood, of Cin-
cinnati, representing Becker & Blakeslee, of Los
Angeles, Cal., have filed papers in a suit against
The Wright Company and Wilbur and Orville
Wright, in the United States Circuit Court for
the Southern District of Ohio, Southern Division, at
Cincinnati, by the filing of a bill of complaint
against the defendants stated, Charles H. Lamson
being complainant.

The bill of complaint prayed for an injunction
restraining the defendants from making, using or
selling aeronautical apparatus, such as flying ma-
chines, embodying the invention for which Let-
ters Patent of the United States were issued to
Mr. Lamson, January 22, 1901, No. 666,427. This
patent, it will be seen, antedates by over two
years the date of application of the Wright patent
under which patent the Herring-Curtiss Company
and Glenn H. Curtiss and Louis Paulhan have
been sued for infringement. The bill of com-
plaint filed as above elso asked for an accounting
of damages and profits.

The Lamson patent, while stating that the in-
vention relates to “ribbed aerocurved kites,” never-
theless sets forth that the construction is capable
of use as a flying machine by the application of
suitable propelling and guiding mechanism. The
patent discloses means for “tilting or inclining”
the tips of the wings or planes at each side of the
body, and these means are claimed to be equiva-
lent to those embodied in the Wright patent and in
the Wright flying machines,

The patent contains the following claim:

“The herein-described kite having a
central frame, wings projecting out
from each side of said frame and
means for tilting the tips of said
wings with relation to the body of
the wing.”

Mr. Lamson charges that the Wrights simply
incorporated in their flying machine his inven-
tion; directed at maintaining lateral stability by
warping or twisting the wings or supporting sur-
faces.

Becker and Blakeslee say: ‘We
understand the Wrights insist that
anybody can use a box kite, but
Lamson’s kite as shown in his patent
is a triplane comprising ribbed aero-
curves and connecting posts or up-
right standards jointed thereto corre-
sponding to Wright construction. Also
tip warping or tilting means and a
tail or rudder having horizontal and
vertical members. Lamson’s device
as patented and operated resembles
closely general flying machine struc-
tures minus propelling and guiding
mechanism.”

Judge Hand, in his opinion in the Wright-Paul-
han case, said: “I cannot see any relevancy in this
patent.”

The larger illustration gives a perspective view
of the Lamson kite with the covering removed
from the upper wing on one side. The tilting is
effected as follows:

“A general adjustment is made by

guys ‘K,’ each of which is secured
at the front lower corner of the frame
‘A’ and at the under side of the
upper arm ‘C’ by screw-eyes, or by

other suitable means. By adjusting

AERONAUTICS

the position of these screw-eyes 4
general adjustment of the wings on
each side may be made. A more deli-
cate adjustment is obtained * * *
by loosening one of the diagonal tie-
wires of the panel and tightening
the other. The simple means here
shown for accomplishing this result
are two loops f, adapted to slide on
the uprights d, each of the two
diagonal tie-wires passing through
one of these loops. By sliding both
of these loops up or down, the inclina-
tion of the ribs to the horizontal is
adjusted with great precision.”

Bibliography of Aeronautics.

A “Bibliography of Aeronautics’ has just been
issued as Volume of the Smithsonian Miscel-
laneous Collections. Nearly one thousand pages
are required to present the 13,500: references which
have been arranged alphabetically by authors, sub-
jects and titles covering the subject down to July,
1909. Mr. Paul Brockett, the Assistant Librarian

5D

of the Institution, is the compiler of this valuable
contribution to science, and in his introduction he
pleasantly reviews the long association of the In-
stitution with aeronautics. There have been pub-
lished by the Institution two papers on the gen-
eral subject of aeronautics, and thirty-five pub-
lications on various phases of the subject, since
1861. In greater detail Mr. Brockett reviews the
splendid contributions of Secretary Langley to this
fascinating science. He tells of the publication of
his “Experiments in Aerodynamics” in 1891, and
then of his further technical contribution on ‘The
Internal Work of the Wind,’ in 1898. Very
briefly is the story told of Langley’s two epoch-
making flights with heavier-than-air machines. This
bibliography a worthy tribute to the memory
of the Smithsonian’s late Secretary, and much
credit is due to Mr. Brockett for his careful and
painstaking compilation.

is

Army News.
During the last month at Fort Sam Houston,
Lieut. B. D. Foulois made six flights in the Army's
Wright aeroplane, the longest being one hour and

22

July, 1910

two minutes. High winds and considerable rain
prevented flights on most of the days. Lieut.
Foulois also had other duties in addition to aero-
nautical service.

Three instructors and seventeen student officers

of the Army Signal School from Fort Leaven-
worth were on temporary duty at Fort Omaha

from May 10th to 15th. Captain C. De F. Chand-
ler was ordered from Washington to Fort Omaha
as instructor; two lectures were given and also
practical instruction in the generation and com-
pression of hydrogen, spreading and inflation of
balloons; the Drachen captive balloon made _ sey-
eral ascents, and there was one free balloon trip
with Captain Chandler as pilot, and Captain R, J.

W. N. Haskell aids. Signal
salloon No. 1 was also used, being
manned by Charles De F. Chandler
pilot and Lieut. Haskell as engineer.

3urt and Lieut. as

Corps Dirigible

Captain AS

C. H. LAMSON

KITE.
(Application filed May 9. 1900

No. 666,427

Record Kite Flight.
A new world’s record in high kite flying was
made on May 5 by the Mount Weather Observa-
tory, 23,800 feet, at which point twenty-nine de-

grees below zero were recorded, the lowest ever
registered by a kite-carried instrument. The pre-

vious record was also held by this station of the
Weather Bureau. The nearest approach to the
three Mount Weather records of more than 25,000

feet was made at Berlin, Germany, March 25, 1908,
21,320 feet.
Balloon Record Made Official.
The Board of Governors of the A. C. A. have

made official the United States endurance and alti-
tude record established by Messrs. Clifford B. Har-
mon and Augustus Post on their trip in the bal-
loon “New York’ from St. Louis on the 4th of last

October. The duration figure is 48 hours 26 min-
utes, and the altitude is 16,615 feet. A much
greater altitude was actually attained, but the

barograph only recorded to this height,

AERONAUTICS

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Poreion- Letter

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Paris, June 10, 1910.

The immediate neighborhood of Paris has been
very quiet for the last few weeks, so far as
aviation is concerned. This is due to the un-
seasonable weather, which during almost the whole
of that time has been either windy or rainy, or
both windy and rainy. Two or three hail storms
have been thrown in for good measure.

A week ago, however, M. Bleriot, at the suburb
of Issy-les-Moulineaux, flew on his monoplane be-

fore the Chinese Prince Tsai Tao with, I under-
stand, profitable commercial results. Another at-

tempt by a less practiced hand on May 14th was
less successful, the aeroplane- being upset by a
gust, with some damage to the apparatus.

On May 19th, the weather
flights at Issy just at sunset,
two Bleriots and a Sommer
at will above the wide
tain Maurice Clement also flew very steadily in
the large Clement-Bayard biplane driven by a
4-cylinder 40 h. p. Clement motor fitted with a
clutch and gear between the motor and the pro-
peller. Capt. Clement preferred to make his turns
while running along the ground, and stuck to low,
straightaway flights. His biplane is controlled by
means of auxiliary stabilizers of the Herring-
Curtiss type.

_ A Swiss aviator, M. Audemars, was out with his
Santos-Dumont Demoiselle. This monoplane tray-

again. permitted
and I watched
biplane manoeuvre
parade ground. Cap-

eled very fast, but its pilot also habitually flew
low and made his turns almost entirely on the
ground. <A Voisin cellular biplane was exercised

up and down. the field, but I did) not see it leave
the ground completely at any time. It seemed
to be quite unstable laterally, even in the compar-
atively calm weather which prevailed. There were
in addition two experimental monoplanes, one a
Vendome, which also ran briskly across and around
the field. But they, too, kept always in touch
with Mother Earth. The exhibition as a whole
impressed me with the caution of the French
aviators while practising.

The Santos-Dumont Demoiselle
ingeniously designed and compact
lightweight pilots. It is a reduction of the aero-
plane to its present day minimum limits, and is
at the same time an unusually speedy machine.
Some eight or ten of these little monoplanes were
in the Clement hangar at Issy awaiting their try-
outs. Among them was the one which I ordered
last December, jointly with Mr. S. A. Reed of New

is certainly an
little flyer for

York, for experimental flights around New York
City. Before the weather had cleared enough to
permit a trial, I had decided to change to a
Bleriot. Apparently no one of my weight had ever
piloted a Demoiselle (I weigh over 80 kilos;

Santos-Dumont is reported to weigh 48 kilos), and

the owners of the other machines at Issy were
mostly in the featherweight class. In spite of

their light weight, however, minor accidents to the
apparatus on landing were frequent, and most of
the machines at Issy had been reinforced at several

points. In view of these and other considerations
—the Bleriot, for instance, should be easier to
repair after an accident—it seemed advisable to

change to the larger and heavier apparatus.

M. de Lesseps’ feat of crossing the Channel
aroused some interest, but no very great enthu-
siasm. ‘‘Le Temps” of the next day, in fact, left

him still in the air, as it recorded his departure
from French soil Saturday afternoon and had no
report of his coming down again, either on this
or on the other side of the channel, or even in the
channel itself. Consequently as late as Sunday
afternoon rumors reported both success and failure.

23

July, 1910

I have just returned from an all-day trip on the
invitation of M. Henri Farman to the aviation
grounds at Mourmelon, near Rheims. Unfortunate-
ly M. Farman was not there, but his courteous
chef d’ atelier, M. Fremri, showed me through the
works. The shops are largely of temporary
wooden construction, one story high. They are
building two types of Farman biplane, both of
which carry the high grade Gnome rotating motor.
The lighter model has the lower plane some twelve
feet shorter than the upper plane, the upper plane
in both models being about 35 feet long. The
special cloth used is given a smooth waterproof
coating after attachment. The cloth is not mounted
on the bias, but has the threads parallel to the
main dimensions of the machine.

Unfortunately a sharp
flying most of the time I
toward evening it cleared
machines took the air. These included a standard
Farman, an Antoinette, and a new model Voisin,
with ailerons of the Herring-Curtiss type instead
of the familiar vertical panels. The Voisin Com-
pany are putting this new style on the market for
racing purposes. This change marks the final
adoption, by all the prominent French builders, of
the Wright method of stabilizing.

The Bleriot, Santos-Dumont, Grade and Tellier
are direct copies of the Wright patented invention,
while the new Voisin and Clement biplanes follow

thunderstorm prevented
was at Mourmelon, but
off and three or more

the Herring-Curtiss modification by using inde-
pendent stabilizing planes. The Antoinette, Far-

man and Sommer machines infringe by employing
hinged flaps or ailerons on the main planes.

The editor of L’Aerophile expressed his gratifica-
tion and interest when I presented the card of
ABRONAUTICS. Ile was naturally familiar with the
publication, and much interested in our attempts
in America to improve on and avoid the Wright
patents. In France they find it difficult to under-
stand the legality or justice of the Wrights’ posi-
tion. It is so obvious to foreigners that the wide-
spread practice of aviation in the United States
is smothered by the Wrights that they cannot
understand the American acquiescence in what ap-
pears to them to be unjustifiable tyranny.

The photographs of the successful Newburyport

flights of the Burgess ‘Flying Fish’ aroused the
interest of French constructors and aviators, as
this is the first successful model. other than the

cellular Voisin, which is completely secure against
infringing the Wright patent. The first Burgess
production is more accurately termed the ‘‘Herring-
Burgess Flying Fish,’ as Mr. A. M. Herring person-
ally contributed to the design. This designation,

however, leads immediately to confusion with the
better known Herring-Curtiss flyer, which is not
free from legal difficulties with the Wrights. In
this connection, a late issue of The Car, Lon-
don, contains an illustrated description of the
Burgess biplane in flight under the heading ‘The

New Curtiss Biplane.’ The confusion between the
two rival machines was perhaps increased by the
fact that I was piloting Mr. Burgess’ ‘Flying Fish”
when the latter was photographed. Needless to
say, Mr. Glenn H. Curtiss, the famous aviator, and

I are not identical.

Speaking of the Wright patent, the Paris edi
tion of the New York Herald had most interest-
ing news about the revolt against the agreement
between the Wright Co. and the Aero Club of
America. The new American Aeronautic Associa-
tion has a wide field of usefulness before it. May
it fill it wisely.

Aeroplanes are being exported in large numbers,
many of them going to Russia and England. The
Farman factory reported that four of their bi-
planes had been, shipped the day before my visit,

while the output of the <Ateliers Bleriot is said
to be approximately thirty a month.

Builders are still hunting for the best motor,
and those which give good satisfaction are diffi-
cult to secure without a long delay.. M. Bleriot
took me over all his well-kept works and showed

me monoplanes fitted with the following motors:
Anzani 3-cylinder, V shape, h. p., air-cooled ;

25

AERONAUTICS
Clement 2-cylinder, horizontal, 30 h. p., water-
cooled; Picker 4-cylinder, vertical, 40: h. p., water-
cooled; Gnome, 7 cylinder, rotating, 50 h. p., air-
cooled. Mr. Bleriot has mounted a Clement 30
h. p. on my machine, but is ready to provide any
of the other motors according to the preference of
his customers. An experimental monoplane, de-
signed to avoid the Wright patent, was observed
under construction, but it was not sufficiently far
advanced to justify description.

Another French monoplane should reach New
York before long. This is one of the large and
high powered Antoinettes which it is said that
Mr. Harkness is taking in under bond for tempo-
rary exhibition purposes.

The death of young Hauvette-Michelin in his
Antoinette at Lyons seems to have been singularly
unnecessary. An eye-witness tells me that the

monoplane was rolling along the ground when it|/

knocked over the turning stake, and that Hauvette- |
Michelin made no attempt to dodge the stake as
it fell across his craft. Many of those looking oF
were astonished to learn that he had even peer
injured by the fall of the post. The dent which
the spar made in the light frame work of the aero-
plane is clearly visible in a photograph.

Many of the French aeroplanes, particularly
those driven by Gnome motors, carry speed indi-
eators to show the pilots at all times the speed
at which the motor is revolving. The indicator
most generally in use is made by Chauvin and
Arnoux. It consists of a minute magneto driven
by a cord from the motor, the current from the
magneto being indicated on a meter graduated in
revolutions per minute, which is mounted where
it may be most readily seen by the pilot.

An accomplished fellow passenger on the Ma-
jestic, after seeing the photographs of the ‘Flying
Fish’ in flight, dashed off the following amusing
jingle. It evidently belongs in the advertising
columns, but perhaps you will let it slip in with
this letter, as being the latest word from the
other side.

ADVICE.

Don’t hitch your wagon to a star,
A tame and time-worn measure,

For planets and their orbits are
Too fixed for perfect pleasure.

* But if, my friends, you really wish
The heavens to explore—you
Have but to try a Flying Fish—, ., .
The skies are all before you. /[»>.50%4_

NON-STOP CROSS CHANNEL AND) RETURN.

June 2.—Hon. C. 8S. Rolls in a Wright machine
flew from Dover, England, at 6:30 P. M., across
the English Channel to Sangatte,

noteg, and returned to Dover in 9@ minutes. Large
air bags were attached to lower planes:
Aeronautics’ Permanent

Exposition, 27) a:

ABRONAU-

More exhibits are wanted to make
TIC’S EXPOSITION of still greater value.

Every manufacturer of anything in the flight
industry should have a display for his own sake
and that of the development of the Art in gen-
eral

It is surprising that such an “infant industry”
should be growing so rapidly that manufacturers
eannot promptly fill their orders. Still, one must

look ahead.

Try to scare up an exhibit for the Exposition
as soon as possible and ship it along. If dire
necessity calls, shipment of the display sample

can be made from the Exposition.
We want to hear from every maker and urge
everyone interested to call.

dropped three OU

July, 1916

PRINCIPAL FOREIGN FLIGHTS OF
MONTH.
Cross Country Flying.

May 13.—Hauvette Michelin, at Lyons, in an

Antoinette, struck in flight one of the poles
marking the course. The pole snapped and struck
Michelin. Picked up insensible, he died shortly
afterward.

NEW PASSENGER RECORD.

May 15.—Nicholas Kinet carried a passenger for
2 hours 51 minutes on a Henry Farman machine.

Wachter flew 2 hours 2 minutes in an An-
toinette.

May 16.—Roger Sommer flew across country,
Mouzon. to Charleville and return, 80 kiloms., in

- + hour.10 minutes.

May IlIner (Etrich) flew from Wiener Neu-

stadt to’ Vienna and back, oo kiloms., in 1 hour
Jt minutes.
May 19.—Count ieee (Wright) flew from

Vincennes to Gentilly with a passenger.

Cheuret (H. Farman) flew from Mourmelon to
Chalons and back, 1 hour 12 minutes.

May 20.—Sommer flew from Sedan to Verdun
and return, 160 kiloms., in 2 hours 10 minutes.

At Mourmelon Captain Marconnet flew 1 hour
30° minutes, and Lieutenant Fequant, 1 hour 4%
minutes.

NEW TWO-MAN CROSS-COUNTRY RECORD.

May 21.—Maurice Farman with one extra pas-
senger flew from Buc to Etampes, 80 kiloms. Y !)

CROSS-CHANNEL FLIGHT.

May 21.—Jacques de Lesseps flew over the Eng-
lish Channel from Calais to Dover, time 42 min.
The attempt to return was abandoned. The ma-
chine used was a Bleriot XI., Gnome motor. Count
de Lesseps is expected to_fly at the Montreal meet,
June 25 to July 4.

May 23.—Robert Frey flew over Berlin in a
Farman biplane in a 35-minute flight.

May 23.—Martinet (H. Farman) flew from
Chalons to Neufmoutiers, near Paris, a distance of
140 kiloms., in 1 hour 28 minutes.

May 24.—Lindpaintner (H. Farman) flew from
Mourmelon to Rheims, 45 kiloms.

Maurice Farman (M. Farman) from Etampes to

Toury, 30: kiloms., in 20 minutes.
May 28.—Grahame-White (H. Farman), Brook-

in 20 :ainutes.

lands to Ranelagh, 24 kiloms.,
Verona to Sol-

Louis Paulhan (Gs Farman),
ferino, 36 kiloms., in 30 minutes.

Louis Bleriot, Toury to Etampes, 30 kilometers.

A. Leblane (Bleriot), Etampes to Toury, 30
kiloms.

May 30.—A. Leblane (Bleriot), Toury to Char-
tres, 45 kiloms.

May 31.—A. Euler (Euler) made a cross-coun-
try flight from Frankfort of 115 kiloms. in 1 hour
19 minutes.

Exhibitors.

Harrrorp RuBBER WoRKS Co., Tires.
WITTEMANN Bros., Gliders and Supplies.
WARNER INSTRUMENT Co., Aerometer.
REQUA-GIRSON Co., Motors and Propellers.
ELBRIDGE ENGINE Co., Engines.
PENNSYLVANIA RUBBmR Co., Tires.

C. E. Conover Co., Cloth.

EDWIN LeyicKk, Photos.

PHILADELPHIA AEROPLANE Co., Motors, etc.
ROEBLING Co., Wire Cable.

Vicror L. BruUNZEL, Varnish.

Ext Arco Rapraror Co., Radiators.

J. A. WEAVER, Wheels, etc.

WHITEHEAD Moror Co., Motors.

GREENE Co., Propellers and Parts.
BoscH MaAGnero Co., Magnetos.
Auro-AERO SupPLY Co., Supplies.

R. I. V. Co., Ball Bearings.

J. DE“rourR, Bamboo.

J. S. Brerz Co., Magnetos, Bowden Wire.
AERO Suppty Co., Supplies.

CuHaAs. E. Dressuer, Model Maker.

Wma. P. Younes & Bros., Lumber.
Burnt H. GREEN, Turnbuckles.

ProFac Foon.

AERONAUTICS

LOS ANGELES CLUB DEDICATES SHED.

The Aero Club of California held its annual
picnic on May 29. This picnic was held at the
motordrome, where the club now has a hangar,
capable of housing sixteen machines. Wight ma-
chines are now on the ground and others building.

Some eighty persons were in attendance and the
affair was in every way a success. The Cannon
brothers towed their big biplane behind an auto-
mobile and succeeded in leaving the ground and
gliding some distance.

Mr. J. Wood Porter tried out his monoplane
gliding machine, towed by an automobile, and
mounted by Edgar S. Smith. The plane is circular
in shape. The chassis is suspended from a central
rectangle, the semi-circular wings being hinged onto
this rectangle in such a manner as to allow of
movement in a vertical plane like the wings of a
bird. The whole surface is also hinged so as to
allow the angle of incidence to be changed. The
surface comprises some two hundred square feet.
After running on the ground for some distance, the
machine lifted slightly on one side, toppled over
and became a wreck.

Three of the machines now at the hangar have
engines and they will be tried out in the near
future.

The Aero Club of California offered a cup to
the boy making the best showing with aeroplane
kites. The following boys of the Boys’ Aero Club
contested: Harold Scott, Carl Dorsey and John
Casey with Farman models, and Edwin Gettings
with a tetrahedral kite that he called a bimoplane.
Mr. Gettings won the cup with a seventy-foot glide.

The hangar was dedicated by Frank C. Garbutt.
Addresses were delivered by President H. LaV.
Twining, Charles E. Rilliet, W. H. Leonard, Buel
H. Green, William Stevens, R. I. Blakeslee.

The Pacific Aero Club held its second annual
meeting May 11, 1910. The following officers
were elected. J. C. Irvine, Pres.; I. B. Dalziel,
We-baG. CC Bradley, 2nd) Ve-e:; .C. I Shaffer:
3rd V.-P.; H. A. Chandler, Sec’y.; J. M. Masten,
Treasurer; Adam Knieling, Consulting Engi-
neer; A. S. Pare, Consulting Patent Attorney.
Directors: Ags. bare, AQ i: Hisner> J. L-
Stanton, Jos. Hidalgo and Jos. Rosenthal.

The membership is increasing almost daily,
the weekly meetings of the club being well

attended. Lectures by people of note in the
aeronautical world are features.
Stuyvesant Aeronautic Society. At the an-

nual Mechanics Arts Exhibition of Stuyvesant
High School, No. 345 East 15th street, New
York, held June 2, the Society exhibited eight
aeroplane models. Six of these were of the
monoplane and two were of the biplane type.

The Society now has seven members, whose
names are as follows: Carroll E. Edson, Presi-
dent; C. Graham Halpine, Vice-President; Percy
W. Pierce, Secretary; F. Eugene Robinson,
Treasurer; Garford Oliver, Librarian; Bryan
Battey, Frederick Fischer.

The Aero Club of Jacksonville now numbers
more than sixty members. Charles K. Hamil-
ton was recently the guest of the club ata
water party. The genial treasurer, W. M.
Stimson, kindly placed his handsome motor
yacht at the disposal of the club, and after
a pleasant trip down the St. John River, with
plenty of good things provided, Hamilton was
made the first honorary member.

The Curtiss Amateur Aviation Club has been
formed in Los Angeles, with officers as follows:
Ed. Gettings, president; Lawrence Adams, vice-
president; Harold Scott, secretary and treas-
urer,

25

July, 1910

Hamilton’s record,
and all of Paulhan’s
and Farman’s, were

made on BOSCH-

equipped aeroplanes

Ignition information for
aeroplanes on request

Bosch Magneto Co.

223-225 W. 46th Street
New York, N. Y.

Branch Office : Detroit, Mich.

870 Woodward Avenue
Branch Office : Chicago, Ill.

1253 Michigan Avenue

San Francisco, Cal.
357 Van Ness Avenue

Branch Office :

Patterns Ribs

Propellers : Siruts

and Special Woodwork to Your
Design

Loko che ofe ofe ofc of

Material and Workmanship Guaranteed

G. H. GREBE
68 Summit Street Brooklyn, N. Y.

The Aero Club of Dayton is anxious to have
the next national convention after the one in
New York, June 22, held at Dayton. Dr. L. E.
Custer has been appointed to be chairman of a
committee to represent the club at the conven-

tion. The Dayton Aeroplane Club has also ap-
pointed three delegates.

Dr. P. M. Crume and Dr. L. HE. Custer will
represent the club in the balloon race to be
held at Washington, July 4th. A committee
will be appointed by the club to officially ob-
serve any record flights which may be under-
taken at the Wrights’ Dayton school.

The Aeronautical Society still keeps up in
terest in its well attended meetings. On May
27th, President Hudson Maxim addressed the
members on ‘‘Aeronautical Warfare.” On June
9th, Roger B. Whitman, an expert on ignition sys-
tems, lectured on “Ignition.”” On May 19th an-

other competition was held for the selection of a
team to defend the Chanute Model Trophy.

AERONAUTICS

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Clincher type only, which is the lightest
and most satisfactory type for aeroplanes

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Wheels also furnished for the above sizes

Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES :
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Chicago—1241 Michigan Avenue; San Francisco—5!2
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26

Exchanve. ang
Forum :

AIDS TO THE AERONAUTICAL ART,

Following are some pamphlets containing
valuable information. In all cases, we believe,
these can be obtained free by writing to the
addresses given.

Some Aeronautical Experiments, by Wilbur
Wright.

Aerial Navigation, by O. Chanute.

Relation of Wing Surface to Weight, by R.
von Lendenfeld.

Researches and Experiments in Aerial Nav-
igation, by S. P. Langley.

The Greatest Flying Creature, by S. P. Langley.

Experiments with the Langley Aerodrome,
by S. P. Langley.

—From Smithsonian Institute, Washington,
ID} (S

Some Theorems on the Mechanics of High
Speed Balloons,by Albert Francis Zahm, Ph.G

—From Catholic University of America,
Washington.

The Resistance of the Air at Speeds Below
tooo eet a Second, by Albert Francis Zahm,
Phe):

—From Johns Hopkins University, Philadel-
phia.

Researches on the Forms and Stability of
Aeroplanes, by W. R. Turnbull. g

Measurement of Air Velocity and Pressure,
by Aw Be Zahm hea):

—From the Physical Review, Ithaca, N. Y.

Atmospheric Friction With Special Refer-
ence to Aeronautics, by A. F. Zahm, Ph. D.

—From the Philosophical Society of Wash-
ington.

A LETTER TO DICK FERRIS.
San Francisco, Cal., June 1, 1910.
Editor AERONAUTICS.
Dear Sir:

In a letter from Mr. Dick Ferris, published in
your June issue there are certain remarks that |
take exception to, and beg that you will publish
this letter.

AS your representative at the
Meet it would have been decidedly unethical and
improper to have taken sides in any local dif-
ferences or controversies, and if you will re-read
my report (March issue) you will see that this
was not done, that it was unbiased, in no way
misleading or derogatory, nor did it ignore Mr.
Ferris, as he claims. Though he should have been
given a great deal more credit for his executive
ability in handling the meet. This was such a
widely known fact that I, unfortunately, did not

Los Angeles

enlarge upon it further than to state that Mr.
Ferris was one of the conceivers, and acted as
manager.

As far as “petty jealousies’”” go, this charge is
absolutely and obviously ridiculous, as I reside
in San Francisco, am a vice president of the Pa-
cific Aero Club, have been actively interested in
and have written on the subject of aeronautics for
a number of years, and our fields of activity in
no way conflict.

Regretting that the faimess and impartiality,
which I believe has always characterized my re-
ports, has been questioned, and assuring both you
and Mr, Ferris that no injustice was intended, or
done, i aim

Yours very sincerely,
CLEVE T. SHAFFER.

AERONAUTICS

MOLLER AFTER GOULD PRIZE.

Referring to engines of the twin type with two
propellers, for which Edwin Gould offers a prize of
$15.000, we had the pleasure of seeing a new
construction in a two-cycle, double acting twin
engine, designed by J. A. Moller, of New Rochelle.
This engine looks very feasible and ought to fill
the bill for aeronautic purposes. It has a special
cooling device and can be built either air or water-
cooled. Mr. Moller has been studying aeronautic
devices a good many years and would like the
co-operation of some gentleman for the advance
of the art.

PARTNER WANTED.

I have invented and applied for a patent on a
gasoline motor. It is of very efficient design and
only weighs 2% pounds per horse power. It can
be manufactured, I believe. cheaper than any
equally good motor on the market. I need a little
financial assistance to market this motor. I would
like to form a partnership with some one who will
put up the little cash required. Would make very
liberal terms with right party. R. E. LEE, De-
DOSit IN; WY:

NEW DEVICE FOR CONTROL.

John C. Press, of South Norwalk, Conn., has de-
vised a system of lateral control which he says
is the most ingenious, unique and effective vet
brought out, and does not infringe on the Wright
patent. It accomplishes, he says, the same results
as the warping and tilting devices used at present
without changing from the horizontal, and gives
great lift without appreciably increasing head _ re-
sistance, and that. as there is no turning move-
ment, the rudder does not require to be operated
in conjunction with the device.

Mr. Press is anxious to get in touch with some-
one to assist him in establishing his claims.

ANOTHER LETTER TO MR. FERRIS.

Los Angeles, June 5, 1910.

To the Editor of AERONAUTICS.

Sir: As to the statements made by Mr. Ferris
in his letter published in the last issue of AERO-
NAUTICS, I wish to call attention to the following
misapprehensions under which Mr. Ferris seems to
be laboring. The Aero Club of California came
into existence some seven months before it eve’
heard of Mr. Ferris. and it was not through any
initiative on the part of Mr. Ferris that the Aero
Club was organized.

This club was organized in May. 1908. and it
was in full swing in the fall of 1908 when Mr.
Ferris pulled off his balloon race.

From the time of its organization this club has
held continuous weekly meetings or semi-weekly
meetings, and at no time in its history did it
disintegrate or show any signs of disintegrating.

It applied for affiliation with the Aero Club of
America six months before the international mid-
winter meet was heard of, but, owing to the slow-
ness of procedure, it did not receive the papers
until the movement for the midwinter meet had
been thoroughly launched.

Mr. Ferris’ statements also do rank injustice to
the members of the committee of the Merchants’
and Manufacturers’ Association, of which commit-
tee he himself was a member. If it had not been
for the Merchants’ and Manufacturers’ Association
the Los Angeles meet would never have taken
place, and it was the business acumen of this com-
mittee that made the meet such a financial success.

I do not wish to detract: at all from the credit
due to Mr. Ferris for the energy displayed by
him in bringing this meet to a head, as it would
not have taken place had it not been for him also.
but I do object to his misstatements with regard
to the Aero Club of California and his attempt
to belittle everybody else connected with the meet,
and to magnify himself.

Yours very truly,
H. LAV. TWINING,
President Aero Club of California.

July, Toro

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you desire to take up the selling of aero-
planes as a business, if you want an
aeroplane for sport, communicate with me.
A request from you for further details will
convince you of the absolute correctness
of these statements.

Israel Ludlow

Pb epebepbebeebe eee e er Perey

2686 BROADWAY
New York City

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AERONAUTICS
EPEEEEEEEELEEEEE ELLE EE EEE EE OES

The
WrightCompany

Dayton. Ohio

Sole Makers
and Exhibitors
of the Famous

RIGHT
FLYERS

Both ’planes
and motors
built entirely in
our own factory

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THE WRIGHT COMPANY

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July, T9710
LEE EEE EEE EEE EE EE ETE EEE

The Buyers’ Guide

Trade Notes

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EEE EE EES EEE EE LEE PhS Phy

TO OUR FRIENDS.—We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad. in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves. ES ee

Curtiss Uses Palmer Tires.

The B. F. Goodrich Company of Akron, Ohio,
has just received a letter from Mr. Glenn Curtiss,
written immediately after his recent record-break-
ing flight along the Hudson from Albany to New
York City. Speaking of his equipment in, that
flight, the Palmer Aeroplane Tires, which are of
Goodrich manufacture, he said: ‘The Palmer
Tires, with which I equip all of my aeroplanes,
give the best of satisfaction for the purpose. The
light weight does not greatly impede the lifting
power of the machine, and the great resiliency
enables me to land without shock on the hardest
ground and to pick up speed quickly in starting.
I am glad to credit a part of the success of my
aeroplane to the Palmer Tire.”

Mr. Curtiss used the Palmer tire on the winner
of the International Aviation Cup, Rheims, France,
last autumn, and on the winner of the world’s
record for short distance rising from the ground,
at the aviation meet, Los Angeles, California, this
year.

“Phe light weight which does not greatly im-
pede the lifting power of the machine, and the
great resiliency’ which allows the plane to land
without shock, were particularly important in the
Albany-New York flight, when two landings were
made on, the way for supplies, and yet the distance
was covered in phenomenal time, and with re-
markable ease.

The Sacramento Aerial Co., was incorporated in
April for $25,000. They are building two machines
which will be done about June 10th. A lot has
been leased where a factory will be erected for the
manufacture of all kinds of aerial craft. It is the
intention of the company to manufacture a motor
which will have many improvements over anything
that has been put out so far.

The Gill-Dosh aeroplane which made its debut
at the Los Angeles Meet, has made over fifty short
flights. This was on the Curtiss order, but had a
heavy automobile motor. A new model, different
from anything on the market, is nowing being
made and will be flown at the St. Louis Meet for
novices,

Several machines on the Coast have made short
flights with the Hall-Seott motor, which is com-
paratively new to the aeroplane world. These
are as follows: Wiseman & Peters, Farman type
biplane, at Santa Rosa, Cal.; Frank Johnson, Cur-
tiss machine at San Jose with Harold Hall as
aviator, and Roy Crosby’s Greene biplane with
Harold Hall, rider.

Aero Motor for $250.

To fill the steadily increasing demand for a light
weight aeronautical engine, the Detroit Aeroplane
Co., of Detroit, Mich., has undertaken the rather
difficult task to put a new motor on the market
for the most popular price of $250.

This company has been incorporated under the
laws of Michigan for $20,000, with F. Weinberg
president, for the purpose of manufacturing aero
motors and other devices. The firm of Wilcox &
Carlson Co., of Detroit, makers of marine engines,
has been bought out.

The engine is a two-cylinder of the double op-
posed type, four cycle, and has a bore of 5 in.
and a stroke of 5 in., and the speed range is
between 700 and 1,500 r. p. m., developing between

AERONAUTICS

twenty and thirty horse power according to speed
and load. The weight is 98 lbs. Both valves are
placed in the cylinder head, and all four valves
are operated by one single cam, in this way elim-
inating a large number of parts, manufacturing
cost and trouble. The advantage of this arrange-
ment is largely due to the fact that by timing one
valve the others are timed at the same time. Both
valves can be detached with their valve cages by
loosening only two screws, at the same time giving
free view of the cylinder inside and the piston.
The engine being air cooled is especially designed
for this purpose, inasmuch as valve sections have
been employed of an enormous area, the exhaust
valve, for instance, being 34% in. in diameter. On
the other hand, the extreme large flanges have
been arranged in double distance as customary
practice shows. This is done to avoid the recipro-
eating action of the radiation from one rig to
another, and has been thoroughly tested out on
French and German motors.

By means of the double throw crank shaft, the
pistons are forced in opposite directions, and as
a result, a bright stream of air is thrown steadily
inside the crank case and cylinder by each revolu-
tion, which helps considerably to bring the tem-
perature of piston and cylinder walls down. This
in connection with the arrangement of both
eylinders opposite from each other, and the wide
spread of the cylinder heads which are directly ex-
posed to the cooling air draft of the propeller,
warrants a most efficient cooling under propeller
load.

The lubricating system is splash, and the crank
ease, therefore, is oil tight and from the best alu-
minum alloy. It contains, besides a lubricant, all
moving parts of the engine, as crank shaft. timing
gears, cam. connecting rods and pistons. The hol-
low double throw crank shaft is perfectly balanced
and made from 40 to 50 pt. high carbon steel,
heat treated and mounted against thrust by a
New Departure ball bearing, which feature enables
a direct attachment of the propeller. All other
bearings are made from best white brass, and are
most liberally dimensioned and replaceable. This
is the strongest keynote of the motor, which is not
only as light, but as durable as possible, and dis-
tinguishes itself from all other light weight en-
gines, because it does not need the care of any
expert, but can be handled most successfully by
amateurs.

Connecting rods and pistons are being weighed
thoroughly, and this in connection with the _ bal-
anced crank shaft is a most satisfactory running
system. There are some other points of refinement
employed in the design, one of which is that all
the strain of the cylinder and crank case is con-
verted into compression instead of pulling stress.

The gasoline tank may be mounted in or above
height of the engine. as the carburetor is attached
to motor on its lowest point of the crank case,
forming with the latter a compact unit. The
crank case itself is provided with flanges for the
purpose of fastening to the frame of the aeroplane.

The design, in connection with the very best
material used, and the very best workmanship ob-
tainable, warrants a first class product. This, in
connection with a large output and in always keep-
ing a number of ready tested engines in stock, en-
ables the company to market this motor for only
$250. This price includes the ignition system,
consisting in snaptimer provision being made for
attachment of magneto.

Propellers are made and attached to motors
on special request, and are kept in stock in sizes
between 5 and 8 ft. diameter and 8 to 7 ft. pitch,
these propellers being the sizes which the motor is
able to pull successfully without overheating or
destructive effect.

Catalogs are sent on special request. The com-
pany asserts that the price is so low that even
the most modest aeroplane manufacturer can obtain
a powerful engine at a reasonable price.

Wittemann Catalog.

Cc. & A. Wittemann, Stapleton, Staten Island,
N. Y., have gotten out quite the finest aeronaut-
ical catalog yet issued anywhere. It contains a
full list, illustrated, of parts, gliders, wheels, etc.,
and the Whitehead engine.

29

July, 1910

The

Aeronautical

Society
OFFERS REAL BENEFITS
All interested in the Art

will be benefitted by be-
coming members.

DUES $10 PER ANNUM
NO INITIATION FEE

O association in the
world has accomplished
as much.

If you desire to learn
what the Society has done
forthe. Arts the: last
eighteen months, send for
the brochure just published
reciting the accomplish-
ments from the formation
of the Society in July, 1908,
to December, 1909. It is
practically a history of avia-
tion in the U.S. during the
above period.

For the purpose of in-
creasing the sphere of use-
fulness the membership
should be augmented.
Every additional member
advances the general good.

@. Address the Secretary for booklet
and application blanks at P. O. Box
28, Station D, New York; or 1999
Broadway, where weekly meetings

are held.

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AERONAUTICS

NON-INFRINGING

AEROPLANES

Guaranteed to Fly

READY FOR EARLY DELIVERY
Easy Terms for Exhibitors

Manufacturer and Dealer in

AERONAUTICAL SUPPLIES

Aviators for !ournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER
1020 E. 178th Street New York

AERO ENGINES

WATER COOLED

Cylinders— Wrought Steel. Water Jackets—Wrought Steel.
WELDED to Cylinders. Crank Case—Aluminum Alloy.
Shaft—Hammer Forged Steel. Bearings—Drawn Phospher
Bronze. No leaky screw joints—every joint Welded.
25-30 H.P., Weight 80 Ibs., $600
35-40 H.P., Weight120 Ibs., $800
45-50 H.P., Weight 150 Ibs., $1100
AEROPLANES BUILT COMPLETE
READY TO FLY
With Non-Infringing Equilibrium Device
25% cash with order, balance C. O. D.

THE SANFORD MFG. CO., fapeeey COURT

BRIDGEPORT, Conn.

30

July, T9T0
Propeller Tests Well.

A test of a propeller, the design of which is
new, made by the Requa-Gibson Company, was
made at the Curtiss place in Hammondsport on
June 4. Hugo C. Gibson had gone to the factory
of the Elbridge Engine Co., at Rochester, to make
tests of the propellers on the Elbridge engines.
Six propellers were taken, one of which was of
the new type. Owing to the rush of business,
there was but one of the large engines available,
and that had been delivered to Glenn, H. Curtiss.
So the tests had to be made at Hammondsport.
The engine was hung in a frame suspended from
the ceiling, and on a spring balance attached to
the wall the thrust was read. The 7-ft. diam.,
4-ft. pitch special propeller showed up 337 Ibs. at

S60 r. p. m., the engine developing at the time
26 h. p. With the balance of the power of the

motor to draw on, the new propeller should show
great speed possibilities and economy in gas con-
sumption.

Fred Shneider Busy.

Three more aeroplanes, combination Farman and
Voison types, will be delivered by the end of the
month. One will be equipped with a 3-cylinder,
30-35 h. p., and the others with 4-cylinder, 40-160
h. p. Elbridge motors. One is for one Castellano,
who used to loop the loop on a bicyele; one is for

Nicholas Rippenbein, of Perth Amboy, and the
third is for Mr. Shneider himself, if someone
doesn’t buy it in the meantime, to try out some
new devices.

Manufacturers Please Note.

A. H. Hofer, 2085 Michigan avenue, Chicago,
Ill., would like to get catalogues of all aeronautic
supplies. He expects to construct a biplane of
about the same dimensions as the Curtiss.

Many Aeroplanes Sold in Washington State.
The Hamilton Aero Mfg. Co., of Seattle, Wash.,

have built and sold six machines, including sev-
eral biplanes, and are now building two biplanes
for the international meet, to be equipped with

an Elbridge 40-60 h. p. motor and a Requa-Gibson
propeller. They already have seven orders for
“Dumonoplanes’’ and biplanes. Many orders are
turned away because they cannot make immediate
delivery.

The Whitehead Motor.

The first aeroplane to be fitted with a Whitehead
motor is that of Chas. W. Miller. Following are
the details of the motor:

The engine is highly finished and has specially
tempered steel cylinders with steel water jackets
welded in place. Under hydraulic pressure the
jackets stand a pressure of 600) Ibs. to the sq. in.
Forced circulation is maintained at high speed by

a gear pump.
The engine is of the two-eyele type, with eight
port exhausts to each cylinder. No carburetors

are used, a special Whitehead vaporizer being pro-

vided for each cylinder. Ignition is Bosch mag-
neto.

The intake is automatic, and is through a valve
located in the center of the piston head. The
crank case is divided into four compartments,
which serve as pre-compression chambers, and in
which the gas is compressed to 20 pounds per

square inch, previous to being admitted into the
explosion chamber.

When the exhaust takes place, the relief of the
pressure in the explosion chamber enables the lower
pressure in the crank case to force the valve open,
admitting the new charge into the explosion cham-
ber, coincident with the escape of the dead gases
through the exhaust ports.

On the upward stroke a compression of 95 Ibs.
is reached, which is considerably in excess of that
of any other motor, resulting in increased power.
The exploding charge is at 800 Ibs. per sq. in.

The bore is 5 in. and the stroke 5% in., making
it a low speed, high powered engine,

AERONAUTICS

The cranks are set at quarter tirhs, making
vibration almost negligible. Being a_ two- eycle
type, the power is increased over a four-cycle en-
gine of the same bore and stroke, there being four
explosions for each revolution of the crank shaft,
as compared with two explosions in the four-cycle
type.

Thus a four-cylinder, two-cycle engine, such as
the Whitehead, is theoretically much more flexible
than’ a six-cylinder, four- cycle automobile engine,
and is equal in flexibility to an eight-cylinder, four-
cycle engine.

The oiling system is both by
and mechanical oiler. The bearings are five in
number, of phosphor-bronze. There is also a thrust
bearing on the crank shaft to prevent the breaking
of the crank case from the pressure of the pro-
peller.

The construction of the cylinders of the White-
head engine is unusual, as they are bored out of a

splash lubrication

solid billet of chrome nickel steel and subjected
to numerous temperings.
The steel sheet water jackets are welded in

place by the oxo-acetylene process, so that there is
no danger of a break in the water-cooling system.
There is in the Whitehead engine no packing what-
ever, and all its working parts are of the utmost
simplicity.

The crank case is of aluminum alloy, and the
eylinder bolts run all the way through the crank
ease, thus giving much more than the usual solid-
ity of construction.

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' Incorporations :
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Newell Aerial Navigation Company of Seattle,
$100,000; Frank A. Newell, R. MeA. Redpath, John
H. Casebier, Carl J. Lindquist and William V.
Osborne.

Western. Aeroplane Exhibiting Company; Harry

B. Snell, R. W. Lawson, Frank J. Boot, Jr., Harold
S. Boot, Alva A. Ingersoll; $50,000:; Denver.
The Twin City Aviation & Exhibition Co. has

filed articles of incorporation with the Secretary
of State; capital $50.000. The inecorporators are
L. N. Seott and William J. Murphy of St. Paul;
H. E. Pence, J. J. Barclay, W. E. Wheeler, A. W.
Strong, H. EH. Wilcox, L. H. Fawkes and F. E.
Murphy of Minneapolis.

Marquette Aeroplane
$10,000.

Portland Aeroplane Co.;
land; capital stock, $5,000;
Bettmann, Arthur Langguth and P.

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+

Pm yPaten't.. List

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NOTE :—IN THE FUTURE ALL PATENTS LISTED WILL
SHOW DATE OF FILING AS WELL AS DATE OF ISSUE,
IN RESPONSE TO THE SUGGESTION OF A SUBSCRIBER.

Co., Indianapolis, Ind.,
principal office, Port-
inecorporators, Frank
A. Taylor.

Forkerfortecte

Igo Etrich and Franz Wels, Oberalstadt near
Trautenau, Austria-Hungary, 952,317, March 15.

FLYING MACHINE. The invention consists of an
aeroplane wing having a forward convex curved
edge and rear concave edge and rounded end por-
tions, while at bottom of the plane the front is
concave and rear convex.

Rudolph G. Dressler, Coney Island, N. Y., 952,-
886, March 22. AMUSEMENT FLYING MACHINE.
Two posts spaced apart and flexible rope extending
across at the top and bottom with rotating drum
to operate the rope and a toy flying machine at-
tached to the rope at the top so as to be moved in
imitation of flight from one post to the other.

Daniel C. Funcheon, Denver, Colo., 953,198,
March 29. FLYING MACHINE. This invention
consists in supporting a car by means of kites flex-
ibly connected thereto. Propellers are provided at
the sides and rear of the car to control direction
and the rear propeller is movable vertically on its
bearings so as to raise or lower the apparatus.

31

fuly, 1910
EDWIN LEVICK

Aeronautical
A N D M A RINE

Photographers

Telehose 108 FULTON STREET cap,
100 John NEW YORK Photonews, N.Y.

Photographs of Practically every Aeroplane and Airship in the World
Lantern Slides and Enlargements our Specialty

Write for Catalogue Agents Throughout Europe

Auto & Aeronautic Supply Go.

@ Aeronautic Supplies of Every
Description in Stock

@, Wood Cut as per Specifications
2100 BROADWAY (73rd St,) NEW YORK

"PHONE, 6948 COLUMBUS

HIGH-CLASS MACHINE WORK
FOR AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
Pedersen Lubricators have proven to be the most reliable

PEDERSEN MANUFACTURING COMPANY

(ESTABLISHED 1884. INCORPORATED 1906)

636-644 FIRST AVENUE NEW YORK
New York

Se Chocolates

Health Food Chocolate

Most Suitable for Aeronauts or those
requiring a Non-Bulky Sustaining Food
Office, 150-154 CHAMBERS STREET, NEW YORK

FOR ANYTHING IN AERONAUTICS

which you may desire from France, write to

Ladis Lewkowicz, Ervauville, Loiret, France
and prompt attention will be given your inquiry.

Specialty of securing reliable and successful motors. Any styles of
aeroplanes. ickest delivery and lowest figures. Manufacturers’
guarantee. Full information can be obtained from my lawyer and
resident representative, Eugene I. Gottlieb, Esq., 140 Nassau
Street, New York City.

WOOD

Long Lengths of Selected Straight Grain

orforfecforge te ctectecfecte ote cfectecteote

ae

For Aeroplanes

Spruce -- Pines -- Bass -- Whitewood--

White Cedar, Etc.
FULLY EQUIPPED MILL—LOW PRICES

Manufacturers Supplied

WM. P. YOUNGS & BROS.
First Ave. and 35th Street - New York

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Papeete

AERONAUTICS

AERO ENGINE /”

PRICE $250

20-30 HE

5 in.Bore. Sin.Stroke
1000-1500 R.P.M.

Weight 98 Ibs

Write for a Catalogue

THe DetRoIT AERO-PLANE CO.
DETROIT MICHIGAN

Aeroplanes 35 Cents

The greatest little flyer in existence; built on
strictly scientific lines, with a view to help those
interested in the problem of flight. For amuse-
ment and instruction it has no equal. Your
order will be filled by return mail. : ee

CO.

AERO NOVELTY
2506-Z-Monticello Ave. Chicago, Ill.

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t HAMILTON

in his flight, Mew York to Phila-
delphia and return, Los Angeles,
and all other flights, had a

A—Z

Radiator

The same radiator was used in
winning the Jnfernational at

Rheims by

CURTISS

For information on flying machine
radiators write

540 West 56th St., New York
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July, 1910

Johannes Schilling, Colonie Grunewald, near
Berlin, Germany, 954,215, April 5, 1910, filed June

2, 1909. BALLOONS. This invention relates to a
method of insulating balloons, more particularly
dirigible balloons, by providing a jacket around

the gas chamber and filling said chamber with an
inert gas, that is a gaseous fluid freed from oxy-
gen such as the exhaust gases from a motor.

Edward J. Augsberger, Philadelphia, Pa., 953,-
810, April 5, 1910, filed April 8, 1909. PLYING
MACHINE consisting of an aeroplane (of any
type) proved with front and rear planes at the
sides of the main plane or planes. These side
planes are inclined from the horizontal, the front
planes inclining upwardly from the inner to the
outer ends and the rear planes inclining in the op-
posite direction.

Albert Koegler, San Francisco, Cal., and Ka-
millo Stelzer, Jr., Dresden, Germany, 954,574,
April 12, .1910, filed March 3, 1908. MEANS
FOR STEERING FLYING MACHINE. This in-
vention contemplates a supporting frame, above

the basket or chassis, for a motor hung in a uni-
versal joint. Above the motor extends a sleeve
and inner shaft caused to rotate in, opposite di-
rections, by means of bevel gears, and air vanes
are secured to each. 3y changing the angle of
inclination of the motor and air vanes, the ap-
paratus may be steered in any direction.

Anna O. Hagstedt, New York, N. Y., 954, 733,
April 12, 1910, filed Feb. 18, 1909. WLYING MA-
CHINE consisting of a body having two motors
described as a main and auxiliary motor. Pro-
pelling means comprising front and rear propel-
lers in addition to supporting means in the form
of a plurality of flapping wings are operatively
connected to both motors.

Gustave H. Brekke, Seattle, Wash., 955,049,
April 12, 1910, filed May 16, 1908, renewed, Nov.
LOSS OO: AIRSHIP comprising specifically a
helicopter construction of oppositely rotated pro-
pellers supported on vertical shafts, one within
the other, and means for swinging the propellers to
and from an inclined position. The upper end of

2

shafts being broken and provided with universal
joints.
Lagar R. Culver, Salt Lake City, Utah, 955,389,

April 19, 1910, filed May 5, 1908. AEROPLANE,
the novelty of which lies in a kite-shaped frame
supported on a wheeled chassis. The frame is in-
tegral with the planes and is pivoted at the front
corners so that each side may be raised or low-
ered independently. ‘The tail is similarly pivoted
and hand levers are connected for manual opera-
tion.

Nikolas Rueben, Aix la Chapelle, Germany, 956,-
428, April 26, 1910, filed Sept. 1%, 19097 ~ATR-
SHIP HALL with temporarily removable roof. <A
hangar consisting of gable side walls and pillars
and rafters constructed to swing on said walls to
vertical position, the rafters being divided in the
middle to form a slanting roof when in normal
position. The roof covering is slidingly arranged
on the rafters and movable in divisions.

Henry C. Schanze, Sr., Camden, N. J., 956,648,
May 3, 1910, filed Nov. 25, 1908. DEVICE FOR
AERIAL NAVIGATION. A housing provided with
propellers above and at each end, the former ro-
tating on vertical shafts and the latter on hori-
zontal shafts. Quadrants are secured at the ends

of housing for supporting the horizontal shafts
and means are provided for quadrants and _ pro-

pellers for the purpose of steering.
Rudolph Gendts, New York, N. Y., 957,205, May
10, 1910, filed April 29, 1909. AIRSHIP. A rigid

cigar-shaped gas balloon provided with compart-
ments separate from the gas. An open air com
partment at the top serves as a passenger Car.

Below this a compartment houses the power plant
which through transmission gears operate vertical
and horizontal propellers. Double rudder blades
are provided at the rear on each side of envelope
connected together by rods and operable simul-
taneously by transmission to a steering wheel in
passenger car compartment.

William W. Christmas, Washington, D. C., as-
signor of 49,100 to Creed M. -Fulton and Thomas
W. Buckey, Washington, D. C., and Lester Cc
McLeod, Astoria, Ore., 957,744,.May 10, 1910, filed
Oct. 30, 1909. FLYING MACHINE. An aero-
plane consisting of a plurality of separate, inde-

AERONAUTICS

pendent, suitably spaced supporting planes of con-
cave-convex form in the direction of their length,
transversely to the line of flight, the concave sides

being towards each other. The upper supporting
plane has also an intermediate air gap and is

warped to present air guiding surfaces leading to

said gap.

Louis Arnheiter, Jersey City, N. J., 958,460, May
17, 1910, filed Oct. 6, 1908. AIRSHIP. An aero-
plane having the following characteristics : A
frame-work on wheels supports in the center a
large sustaining surface of arch shape open at the

front, rear and bottom. Located at each side of
main surface a smaller surface of same style is
provided. Within the large arch adjustable pro-

pellers serve to propel forward or backward while

under the side arches a propeller at each side
raises or lowers.
John Hoskine, Detroit, Mich., 958,747, May 24,

1910, filed June 14, 1909. BWLYING MACHINE,
comprising aeroplane surfaces and a_ helicopter
above them so arranged that upon a rapid down-
ward movement the spaces between the blades are
automatically closed and an outwardly and down-
wardly extending rim surrounding the helicopter
enables it to act as a parachute.

Frederic W. Schroeder, Kennington, London, Eng-
land, 959,266, May 24, 1910, filed Nov. 4, 1909.

AERIAL SHIP. A combination of helicopter, gas
bag, litting vanes and parachute. A series of lift-
ing propellers arranged in pairs on vertical axes
to rotate in opposite directions are connected with
auxiliary lifting vanes lying below and across the

main blades of the propellers. Vertically dis-
posed gas bags are carried below the frame and
above a series of parachutes are arranged nor-

mally collapsed and adapted to expand automatic-
ally when any downward velocity is acquired.

Marcel Kapferer, Billancourt, France. <Assignor
Societe Aronyme ‘‘Astra,’” Billancourt, France,
May 24, 1910, filed Sept. 11, 1909. DE-
VICE FOR FEEDING BALLOONETS ON AIR-
SHIPS, comprising a pipe within which is a flexi-
ble partition. running longitudinally and being of a

to
958,926,

width equal to half the circumferential develop-
ment of the pipe. <A flexible spherical cap, at-
tached to the partition, is operable from the out-

side for the purpose of directing the gas into one
or other of the compartments to be supplied.

John Buchanan, Holland, Mich., 959,199,
24, 1910, filed Oct. 9. 1908. FLYING MACHINE.
An aeroplane provided with propeller at the front
and rudder at the rear with a ear pivotally sus-
pended below and means for adjusting manually
the angular relation of the car and planes.

May

ee ee eee

AS Censions

:: Two 400-Mile Trips
One of 200 Miles

oe of oe of ofe of cfe ofe ofa ofa ofe ofa of eSoeie os fe ofe of ole of ofe oferta eho focfoago
Forbes’ New Record Altitude.

NOTE: ASTERISK (*) DENOTES TRIP OVER 100 MILES.
*Quincy, Ill., May 9.—A Holland Forbes, pilot,

in his new balloon “Viking,” with J. C. Yates, to
Crail Hope, Ky., a distance of miles; dura

Fooleofeofooteofe ofeoteoteote

:
*
*
*
+
+
+
<
*

4

36314

tion 19 hours 55 minutes, highest altitude, 20,-
600 ft.

The trip was undertaken with a view of gaining
the record duration, altitude and distance, but
the poor quality of the gas cut down tlic supply
of sand bags. When the aeronauts landed there
was but one bag left out of the thirty-three at
the start.

From 6:50: p. m., the time of the start, till 9:00
the next morning, but six bags were used. In
passing over Illinois, the balloon suddenly dropped
from an altitude of 8,000 or 9,000 ft. and six

bags of sand were used to check this sudden de-
scent, which was accomplished just as the trail
rope touched the ground. It was found out after-
ward that a local rain storm probably created a
rising column of cold air and caused the drop.

33

July, toro

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AERONAUTICS

THE
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July, 1910

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34

BROOKLYN, N. Y.

Considerable ballast
the great altitude.

was expended in attaining
The aneroid was examined at
about 2:00 o’clock, and it registered 20,600 ft.
At this point the aeronauts were gasping for
breath, and this height was maintained for about
ten or fifteen minutes. It is supposed the balloon
went considerably higher. The instrument was
later examined by the makers and it was found
that this height was the limit of the capacity
of the aneroid.

The gas left only slightly filled the balloon,
and as it tended to collapse, it had a correspond-
ing tendency to elongate, hence the pressure upon
the rope extending from the base of the appendix
to the basket became great. In fact almost the
entire weight of the rigging beneath the balloon
was forced upon this single line, and at length
it parted. This dropped the basket, elongating
the balloon so suddenly that the line from the
ripping panel to the basket became suddenly taut.
tore open the ripping panel four or five feet. The
gas rushed out at terrific speed. The result was
the immediate veollapse of the balloon and_ its
descent to the ground at 2:45 p. m. At this
time the 350-ft. trail rope was just touching the
ground.

The aeronauts were found unconscious by farm-
ers. Forbes was laid in a lot of poisin ivy vines
and suffered from their poison for some days.

Pittsfield, May 11.—Charles J. Glidden, pilot;
Rabbi Charles Fleischer and J. J. Van Valken-
burgh in the “Pittsfield,” to Holden, Mass. Dura-
tion 8 hours; distance 75 miles; altitude 5,400 ft.

Pittsfield, May 14.—Charles J. Glidden, pilot,
and Jason 8. eae , in the ‘‘Mass.,’’ to Berkshire

hour 45 minutes; distance &

Mass. Duration
miles; al ude 8,7, i "iK Snow storm at 4,000: 10
8,000 (MA ,

e hiladel Dp lia, lay “4 Di lomas FE.
Ira Brown and Mrs. D. V. Went: in the
to Williamstown, N. J. Distance 20
ation 5 hours; altitude 9,000: ft.

*ittsfield, May 15.—William Van
toswell C. Tripp, Fairman Dick and!

6S +

in Tilaee Sharon, Conn.
np: hours®’ altitude 7,000. ft.

. Louis, May gerry, pilot; Prof. G.
O. James and Andrew Drew, in the “St. Louis
III,” at 6:35 p. m., to Carsonville at 7:15 p. m.
At 8:30 p. m. &nother ascent was made from
here, landing eventually at 11:20 near Hillview,
Ill. Hillview cannot be found on the map.

CROSSES LAKE MICHIGAN IN NIGHT TRIP.

*St. Louis, May 19.—H. E. Honeywell and Wil-
ham F. Assmann left St. Louis in the ‘Centen-
nial’’ to make a new distance record. After be-
ing in the air 22 hours and traveling 409 1-3 miles,
a landing was made at Shiloh, Mich. An altitude
of 14,800 ft. was reached.

*North Adams, May 20.—<A. Leo Stevens, pilot:
Dr. David Todd, Percy Sherman and Charles Som-
erville, in the “Cleveland,” to St. Dominique, Que.,
in, the longest flight ever made from a New Eng-
land point. Duration 11 hours 52 minutes; dis-
tance 219 miles; altitude 11,000 ft.

Eldridge,
“Phila.
miles ;

Sleet,
KE.

pilot ;
Ca Eilive
Distance

AERONAUTICS

July, 1910

“A TALK TO THE INVENTOR”

The above book is an honest explanation of how the
Inventor may guard against
Patents, and is written with a sincere desire to place
the Inventor-reader in a position to determine intelligently
when he should not file an application for Patent.
FREE on request.
The business of experienced patentees and inventors
solicited. Inexperienced inventors will be rendered equally
thorough service.

H. L. WOODWARD

727 9th Street

obtaining worthless

Sent

PATENTS, Trade Marks, Copyrights
Food and Drug Registration

Opp. U.S. Patent Office Washington, D. C.

WINS THREE CUPS.

The pilot, Mr. Stevens, wins for the first time,
until his record is beaten, three cups:

“Ta Patrie Montreal,’’ to the pilot
nearest the office of ‘‘La Patrie.”

“Cortlandt F. Bishop,’ to the pilot making the
longest flight in 1910, starting from a point in
New England.

The “North Adams Cup,” for the longest dis-
ance made from North Adams.

A lower current was encountered which began
to drive the balloon towards the States again,
and it was thought best to land at Drummonds-
ville. The trail rope was dropped here and the
aeronaut called out to a farmer to catch it, but
the man’s wife held him back. By this time
the balloon had come up to a forest where it was
impossible to descend, so the trip had to be con-
tinued some seven miles further on the return
journey. The final landing was made at St.
Dominique, Que.

The Automobile Club of Canada’s cup for a
landing on the island of Montreal does not appear
to have been won, as St. Dominique is not on the
island.

London, England, May 20.—H. W. Gannett. of
the N. E. A. C., made a trip over London and
landing at Castle Abbey. Distance 60 miles.

The funeral of King Edward was viewed from
the balloon. 2

Pittsfield, May 21.—William F. Whitehouse
near Springfield, Mass,, in the ‘Pittsfield.’
tance 40 miles. :

Philadelphia, May 21.—Dr. George H. S/mmer-
man, Dr. Thomas E Eldridge, Prof. Charles L.
Doolittle and A. L. Millard, in the “Phfla. 1J.,”’
to Crestmoor, N. J.

Crestmoor cannot be found on the m:
the balloon was sent up 6,500 ft., on ac
dense clouds, no view of the comet wés obtained.

Indianapolis, May 27.—G. L. BumbAéugh and Dr.
L. E. Custer, from the Motor Speedway, landing
about 10 miles away.

Indianapolis, May

landing

to
Dis-

)». Though

28.—Luzern/Custer and C.

A. Coey, from the Speedway to Eagletown, about
25 miles.

Pittsfield, Mass., May 27.—J. Walter Flagg,
pilot, and W. G. Kelly. in fhe “Pittsfield,” to

Svrinefield,

( ~® miles.
Pittsfield, May 28.—Chayles J. Glidden, pilot,
and Jason S. Bailey, in tle ‘‘Mass,’’ to Bethany,
Conn. Duration 2% distance 75 miles;

hoyrs ;
altitude 7,700 ft.

Springfield, May 28.f Jay B. Benton. pilot;
Louis Dederick, Prof. David Todd. Robert Wells
and Nelson Waite, left/ the ground in the “Spring-
field’’ but the balloon caught in the wires lining
the railroad and thé gas had to be let out and
the trip abandoned

St. Louis, June
J. D. W. Lambeft,

2.—S. L. Von Phul, pilot, and
Inne iSte Lous ie to
North St. Louis./ In descending it was found the
rip and valve gords were entangled and the bal-
loon was allowed to drop of itself. The descent
was in the Msissippi River.

arr Care ||

Mass. Duration 2% Rours¢l gistance - Ht

35

Ga PyAGRE Ka Eake

PAT E N a Late Examiner U. S. Patent Office

ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

American and foreign patents secured promptly and
with special regard to the legal protection of the in-
vention. Handbook for inventors sent upon request.

30 MCGILL BUILDING WASHINGTON, D. C.

PATENTS SECURED, OR FEE

RETURNED : : :

Send sketch for free search of Patent Office Records
How to Obtain a Patent, and What to Invent, with List
of inventions Wanted and Prizes offered for Inventions
sent free. Patents advertised free.

We are experts in AIRSHIPS and all patents and
technical matters relating to AERIAL NAVIGATION.

VICTOR J. EVANS & CO., Washington,D.C.

HAVE YOU AN IDEA?

[IF So, WRITE-FOR OUR BOOKS:
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and a Treatise on Perpetual Motions—50 Illustrations
ALL MAILED FREE

F. G. DIETERICH & CO. patent Lawyers

803 OURAY BUILDING, WASHINGTON, D. C.

“The Protective Patent”

This book for inventors sent free, $35.00 required
to file patent application. Total cost $65.00

TPREAUDIE, IMPATRIKS= RoE GsleSmlvE REED
BEELER & ROBB, Patent Lawyers
87-90 McGill Building Washington, D. C.

ithout Charge

Estab. 1869.

PATENTS

Competent Patent Work Pays in the End.
You get it here at Minimum Cost.
Also Working Drawings and Reliable Data
for Flying Machines.

AUG. P. JURGENSEN, M. E.
170 BROADWAY, NEW YORK CITY

ono

AERONAUTICS

AERONAUTICS

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No. 36 DULY, 1910 Vol. 7, No. 1

COPYRIGHT, 1910, AERONAUTICS PRESS, INC.

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.
AERONAUTICS is issued on the 20th of each month
All copy must be received by the 10th. EAGVErts-
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2 “Aeronautics” ’ 8

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New Year. ;

$OOOOOOOOOOOHHHH9HHHHHHHHHHHHHOHNN

It is with somewhat more assurance of
the ultimate than on three previous Julys
that with this issue “Aeronautics” begins its
fourth year.

Aeronautical affairs of late have reached
a higher plane and the structure of the Art
is attached more firmly to the industrial
chassis.

In the face of the kindly advice of those
foremost on the subject the magazine wes
started in July, 1907, when a gas balloon
was a curiosity and the Wright Brothers’
flights were still alleged myths.

reese somewhat pessimistic friends, and with
the appreciation of those who found “Aero-
nautics” of interest and value, without a
skip the magazine was continued single-
handed through three not particularly en-
couraging years.

It was steep-angle work, you may be sure.
No time or pains has ever been spered to
make the paper as reliable, accurate and
efficient as possible in its heretofore ex-
ceedingly limited field. The sun often set
and rose egain on a day’s work, but the
heart was in it, and this, perhaps, made the
labor lighter.

In launching upon this New Year I want
to to express my sincere appreciation of the

Bes: the good will and ready support of

PROPELLERS

July, TQ10

many kindnesses thrust upon the magazine,
and may success eventually alight at our

Cee tee. ERNEST L. JONES.
Automatic Stability Problem Solved.

Longitudinal and lateral stability form the two
most important problems in the development of the
aeroplane. Stability must eventually be automatic.

For some years past Lieutenant J. W. Dunne
who was for some time attached to the Balloon
Factory at Farnborough, England, but has recently
continued his experiments at Sheppey on his own
account, has worked at the problem A biplane
designed by him, and piloted by Lieut. Gibbs, actv
ally made several flights in Perthshire in the
autumn of 1908. Since the beginning of this year
flights extending in one case to nearly one mile
have been made in the Isle of Sheppey. The ma-
chine was recently reconstructed, and was brought
out once again and tried on the afternoon of May
Lieut. Dunne, who piloted
arose from the ground after a run
of some forty yards and, rising to sixty feet, main-
tained this altitude for some distance, when he let
go his grasp of all the steering-levers and absolutely
abandoned the machine to the air. Pursuing its
free flight with perfect stability and steadiness, the
aeroplane covered a distance of just on two miles,
when Lieut. Dunne resumed control of his levers
in order to clear a high mound, but, being unable
to do so, came to earth in a ploughed field. The
entire length of the flight was about two and one-
half miles. During its free flight the aeroplane
gradually rose all the while.

The importance of this achievement need not
be insisted upon, it simply proves that the problem
of automatic stability is in a fair way of being
solved, and as such its significance transcends that
of the majority of sensational sporting and exhibi-
tion flights. During the whole of its free uncon-
trolled flight the aeroplane remained absolutely
stable. The aeroplane is a biplane; the wings pro-
ject backwards from the central axis of the ma-
chine, and in plan have the shape of a V with
the apex in the direction of flight; the wing tips
are actually situated in rear of the center of
gravity of the machine. Their combined area i
560 square feet. The machine carries no tail no
steering or controlling surfaces of any kind with
the exception of a flap hinged to the rear ex-
tremity of each wing for effecting horizontal anc
vertical steering. A 4-cylinder, 50 H. P. “Green”
engine drives two propellers revolving at the rear
of the surfaces. The wings have a positive angle
of incidence near the centre, the angle gradually
decreasing towards the tips, where the angle i
actually negative. The machine weighs 1,700
pounds, the load therefore being about three pound
per square foot.

OF

im vas Rear
the biplane,

breeze.

IN STOCK
LAMINATED, ALL WOODS

5 ft., $25—6 ft., $30—7 ft. $40

AERIAL PROPELLER CO. : : : White Plains, N. Y.

36

AERONAUTICS July, 1910

We Build Balloons That Win

HAVE WON EVERY CONTEST ENTERED AGAINST ALL MAKES
CHICAGO CONTEST — Balloon “Fielding-San Antonio” — 9 competitors

Distance and endurance trophies, also water record of the world—350 miles one trip
INDIANAPOLIS CON TEST — Balloon “University City’” — 6 competitors
PEORIA CONTEST — Balloon “Peoria” — 3 competitors
ST. LOUIS CENTENNIAL CONTEST — Balloon “St. Louis III” first, and Balloon
“Centennial” officially second for distance and endurance, 47 hrs., 41 min.—8 competitors
Balloon “St. Louis III” — speed record of America— Lambert, pilot; Von Phul, aide
JUST THINK OF IT, EVERY CONTEST IN THE LAST TWO YEARS.

Aero Club Grounds, Centennial Contest, St. Louis, Mo .

@ The longest voyage by a licensed pilot in the United States, in 1908, was
made with the 2200 cubic meter “Yankee” —461 miles with two stops—
a remarkable performance; 800 pounds ballast aboard when landing.

HONEYWELL, Builder

@ The greatest balloon trip of 1908 and 1909850 miles in competition —
made by the 2000 cubic meter balloon, “Fielding-San Antonio.” Four
American and two Foreign makes defeated by wide margin.

HONEYWELL, Builder and Pilot

AEROSTATS, AIRSHIPS AND INSTRUMENTS

IN STOCK AND MADE TO ORDER
@ HONEYWELL CONSTRUCTION utilizes the latest and best materials
—varnished or rubberized envelope with French-type valve, and Italian
hemp or linen nettings. Cars equipped for comfort and convenience
—light and durable. s 2 : :

FRENCH—AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

In answering advertisements please mention this magazine.

AERONAUTICS July, I9T0
=” PROTECT YOUR IDEA! @e@

FREE REFERENCES:
3 American National Kank,
Two B00Ks: | Patents mur Pa eal
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“Proof of Fortunes Norfolk, Va.

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Dansville, N. Y.

in Patents—g
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and ALLabout the YOU Should Have My FREE BOOK

What and How to
Invent’”’
HESE books will
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vention, How to
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-abels, RKegisterec it SRE OT eis AYA = Oklahoma City, Okla.
ADVICE FREE EN YE NA BOOK ERE EE. Bernhard Furst, Vienna,
pee ee ae I. Austria-Hungary.
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AERONAUTICS A SPECIALT

Improvements in Aerostructures should be protected without delay. Thousands are
experimenting, and your discoveries may be made and patented by others. A seemingly
unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selden
Patents control the Automobile. Do not give your ideas away ; protect them with solid patents.
We render an opinion as to the patentability of any invention without charge. Send usa

sketch and description, photographs or a model for immediate report.
Kooklets giving full information in Patent Matters, a list of needed inventions and a history

of successful patents, mailed free. Write for them.

PROMPT AND PROPER SERVICE

WOODWARD & CHANDLEE i227 € street, Washington, D-C.
PARAGON

Diameter 7 ft., Weight 5 lbs., Stands 200 lbs. Thrust.
WHICH WILL YOU CHOOSE?

A stock propeller selected by guess for the special A propeller correctly and scientifically designed for

conditions of your machine the surface-weight ratio and speed and power of
: F pee thie : : your machine.

A true screw of uniform pitch in which only a por- A blade of variable pitch to take account of the
tion of the blade can have an effective gliding angle elasticity of the air and the phenomenon of “‘slip’’ and
in the path through which it moves. that is effective all over ae -
Nietaralshow an aiee “flat? cep een | A blade showing none but edge or “‘quartered
Material Showing common es OF ether grain and both blades being exactly alike, even to the

grain which warps, checks and refuses a polish. | lines in the wood—and a perfect polish.
One kind can be had from several places; the other you can get only from us. Think it over!
AMERICAN PROPELLER CO. i i 616 G Street, Washington, D. C.

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AERONAUTICS

EQUIP YOUR AEROPLANE

WITH

Aeroplane Fabrics
Aeroplane Tires
Bumpers

Tell us what you need, and let
us explain the superiorities of
GOODYEAR Materials.

THE GOODYEAR TIRE

& RUBBER COMPANY
Akron, Ohio

Spruce and Ash

In stock and can be shipped immediately

True Screw

All Sparling-McClintock
Propellers are of laminated
spruce and ash. @[We get 200
pounds thrust from our 6-foot
propeller at between 1100 and
1200 revolutions per minute.
Our 6-foot Propeller,
any pitch, wt., 7 lbs., $30.00
Our 7-foot Propeller,
any pitch, wt., 85 lbs., 40.00
Our 8-foot Propeller,
any pitch, wt., 11 Ibs., 50.00

Sparling-McClintock Co.
GRAFTON, :: :: ILLINOIS

July, 1910

CHURCH
Aeroplane Co.

BROOKLYN, N. Y.

Working Models

Flying Models
Separate Parts
MODELS BUILT TO ORDER

From Working Drawings, Etc.

SUPPLIES FOR MODEL BUILDERS:
Atuminum, Rarran, Bamesoo,
Wuitre-Woop, Erc.

Special Notice!

E have received so many

inquiries for agency prop-

ositions and orders are
coming in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up with our correspondence, but
will fill orders and answer all
letters as quickly as possible until
we have increased our facilities
still further.
Price List of Models and Parts
is now ready, but it will’ be
some little time before our
Supply Catalog for Full Size
Machines is ready for distribu-
tion as there are so many new
things to list. In asking for
catalog, please state which one
you want.

CHURCH AEROPLANE CO.

Main office and factory
BROOKLYN, sees Ni Y-

Chicago office, 49 Wabash Ave., H. S. Renton, Manager.

In answering advertisements please mention this magazine.

AERONAUTICS

R. I. V.

RADIAL

July, toto

BALL BEARINGS

Used by Leading Aviators.
Light in weight —
Strong and
Durable.

Variety of types and sizes
in stock.

Absolutely Guaranteed.
Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

R. I. V. CO. 1771 Broadway, New York

A SCREW BLADE

Laminated Wood Propeller
on lines giving
PERFECT PARALLEL THRUST
THE HIGHEST EFFICIENCY
ATTAINABLE
ABSOLUTELY NO LOST ENERGY
PRICE $85.00 f. o. b.

Mail or Telegraph 10% of amt.
and we will ship C. O. D. for

balance

ALONZO COFFIN

Sole Manufacturer

67 Main Street

San Francisco California

AERONAUTICAL CLASSICS

———————__ Published by i oraenneEEEnnEEIREEERIERIEEEER
THE AERONAUTICAL SOCIETY OF GREAT BRITAIN
NOW READY

1. AERIAL NAVIGATION.

By Sir George Cayley, Bart., with Portrait
and Biographical Notice. First published 1809.

2. AERIAL LOCOMOTION.

By F. H. Wenham, with Portrait and Bio-
graphical Notice. First published 1866.

q. Four more volumes in the present series will be issued during the
course of the year, including the most important works of Walker,
Stringfellow, Pilcher, Francis Lana, Leonardo da Vinci, etc.

The originals of ihisivaluablelscriestare extremely rare, and practi-
cally unobtainable. All the illustrations are reproduced in facsimile.

Price 25c. each volume. Post Free 30c.
Subscription for complete series of six, $1.35 post free

On sale at the Publishing Offices of of the Aeronautical Society
KING, SELL & OLDING, 27 Chancery Lane, London, England

SEND FOR LIST OF

LATEST AERO BOOKS
AERONAUTICS
250 W. 54th St. New York

PROPELLERS

SPECIALLY MADE
For Model and Full Sized
Aeroplanes.
Prices on aesienues
|e DUQUET ee

I have just such a twin engine to win
Edwin Gould’s $15,000 prize. Want capital
to exploit this patent.

J. A. M., care AERONAUTICS.

Well known inventor building biplane which
will not conflict with other patents, needs
$3,000.

Perfectly safe, and simple control.
machine entered for several contests.

Best of references. No brokers.

BIPL ANE, care AERONAUTICS.

Have

In answering advertisements please mention this magazine,

4ERONAUTICS

Wittemann Glider In Flight

© and A:

WITTEMANN

)ESIGNERS — CONSTRUCTORS — DEVELOPERS OF

Aeroplanes,
Gliding Machines, Models,
Separate Parts

PRACTICAL LESSONS IN GLIDING
“xperiments Conducted
GLIDERS IN STOCK

WORKS:

7 Ocean Terrace and Little Clove Road, Staten Island, New York

Telephone, 390-L West Brighton

)

WE MANUFACTURE THE
LIGHTEST WEIGHT AND
HIGHEST QUALITY EN-
GINES IN THE WORLD

All working parts of Krupp
and other German Steels of
highest tensile strength ob-

tainable. ey = 5
THE EMERSON ENGINE CO.
Incorporated
Alexandria cos Virginia

Large grounds for testing

CR ee ore ee ee ee

4
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July, 19TO

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

UR6-ft. Propeller delivers 200 lbs.

thrust at 1200 R. P. M. @Do
you want to get the best results? It
so get a ‘Brauner Propeller.’’
Cour Propeller has proven more a an
satisfactory to those using it

6-ft., 63 lbs. - - $40.00
lee Sot oe) ae 8 5 OF00
Sat eile eee. “= GOS00

P. BRAUNER & CO.
335-339 EAST 102nd STREET

Phone, 2189 Lenox NEW YORK

SCOSVSSOSSCSOSOSSOOOSOOOS4

ERE’S what the other fellow says in
part referring to a big one—‘ It will
remain stationary in the air or travel at
the rate of 150 miles per hour and up-
ward under any kind of weather condi-
tions—it will go forward or backward,
ascend or descend, shift its direction under
It has

a natural! balance, also automatic control,

instantaneous control of the pilot.

hand control, hand and automatic in com-
bination, thus making capsizing impos-
sible” etc. etc. etc.
gerated one bit

He hasn't exag-
either. For further
particulars apply to

JOS. E. BISSELL, pirrS8uRe. pa.

P.S. Remember the combination— It’s a Helicopter, Para-
chute, Gyroscope, FLY-wheel !

In answering advertisements please mention this magazine.

SDSOSDSODPFOSOSPSPSOSOVSOOOGOOOPSDS

Se

oferke ofe ofe ofe ofe ofe ofe ofe fo ofe ofe ofe ofe ofe efor:

| Deepak

|
AERONAUTICS July, 1910

Sot Ready to Sly

NE thousand satisfied clients testify that the service, the stock, the pains-
taking attention of the

AERONAUTIC SUPPLY COMPANY

is invaluable to builder, novice, owner or aviator.

@ In response to a persistent demand we have inaugurated a new department.
We will build complete machines in our own shops to your specifications, Full
size or models with or without our special advisory service.

FACTS

@. The Aeronautic Supply Company, organized last year, is the first concern
of the kind in all America.

@ Our catalog is now running in the third edition. Bulletin number three
very complete and especially valuable, now off the press.
@ If you are not already in correspondence with us, write now. We help.

General Office:

Aeronautic Supply Co. 302 N. 12th STREET

SHOP: 3923 Olive Street, St. Louis, Mo. Long distance telephone connection

First in all America

How Competition Promotes
Progress

OR the third time America’s first aviation trophy,
which commemorates Langley’s aeroplane, has
been competed for and perhaps permanently won

by GLENN H. CURTISS

in his record-breaking flight down the Hudson River, |
on May 29th. On July 4th, 1908, he flew a mile in
a straight line; last year he covered 25 miles over a
circular course; and now he has flown 744 miles from
Ax.sany to PouGHKEErsir without a stop at a speed

of over 50 miles an hour—a long distance flight
already increased materially by Chas. K. Hamilton

in his 1 hour and 50 minute trip from Governor’s
Istanp to Poitaperputa on June 13th.

@ All this shows what progress has been made since

we offered the Scientific American Trophy. The
competitions this year—which are to be cross-country

flights —will evidently be very keen; and aviators
intending to compete should make entry early.

FOR FULL PARTICULARS AND RULES ADDRESS

The Scientific American Sewvouk

Scientific American Trophy, 1907 |;

In answering advertisements please mention this magazine.

fERONAUTICS July, TOTO

BALDWIN’S

Vulcanized Proof Material

= WINS

LAHM BALLOON CUP—697 Miles
Forbes and Fleischman, Balloon “New York”

BEST DURATION INDIANAPOLIS BALLOON RACE—
35 Hrs., 12 Mins. Forbes and Harmon, Balloon “New York’

U. S. BALLOON DURATION RECORD—48 Hrs., 26 Mins.
Harmon and Post, Balloon “New York,” St. Louis Centennial
U. S. BALLOON ALTITUDE RECORD—24,200 Ft.
Harmon and Post, Balloon “New York,” St. Louis Centennial
GORDON BENNETT AVIATION PRIZE
30-KILOM. AEROPLANE SPEED PRIZE
GRAND PRIZE OF BRESCIA FOR AEROPLANES
QUICK STARTING EVENT AT BRESCIA
2nd, 10-KILOM. AEROPLANE SPEED PRIZE
2nd, BRESCIA HEIGHT PRIZE—Glenn H. Curtiss

BALDWIN’S VULCANIZED PROOF MATERIAL

Used in the U. S. Gov. Dirigible and Spherical Balloons
ae last from five to six times as long as a varnished balloon. The weight

is always the same, as it does not require further treatment. Heat and cold

have no effect on it, and ascensions can be made as well at zero weather as in
the summer time. The chemical action of oxygen has not the same detrimental
effect on it as it has on a varnished material. Silk double-walled VULCANIZED
PROOF MATERIAL has ten times the strength of varnished material. A man
can take care of his PROOF balloon, as it requires little or no care, and is NOT subject
0 spontaneous combustion. Breaking strain 100 Ibs. per inch width. Very elastic.
Any weight, width, or color. Will not crack. Waterproof. No taleum powder. No
revarnishing. The coming balloon material, and which through its superior qualities,
and being an absolute gas holder is bound to take the place of varnished material.
The man that wants to have the up-to-date balloon, must use VULCANIZED PROOF
MATERIAL. Specified by the U. S. SIGNAL CORPS.

AEROPLANE MATERIAL A SPECIALTY
Prices and samples on application

Captain Thomas S. Baldwin

Box 78, Madison Square
NEW YORK

In answering advertisements please mention this magazine,

AERONAUTICS July, 1010
i ee
AERONAUTICAL SUPPLIES ¢ 5
AT MONEY SAVING PRICES | 4+ N A I A D :
Elbridge Special Essther weisht, 2-Cycle Aero Motors z z
ISR BNE LIM. 1288
ylinder 5
Chien 85 48 cp Acronniie Cloth
4 Cylinder, 20-24 H. P., 150 lbs. Gr cooled) 610.00
aus 31-2x 31-2, flanges | 5-8 in.
20x 2 Accoolane Wheels with tires built with steel

Manufactured Especially for Aeroplanes

rims and special hub, very strong, price, . 9.50 .
E. J. W. Aeroplane Hubs turned from solid bar of .
steel, drilled 36 holes, well-nickeled, . 4.00

E. J. W. "Aeroplane Hub Brakes, eaallestaviatorte
stop his plane before or after lish ting on ground,
length 8 ins., outside cones 5 3-4 ins., bored

Light, Strong

36 holes 10.50
Requa-Gibson Propellors, laminated wood, perfect a .
6 ft., 6 1-2 Ibs. 50.00 A - ] h |
7 ft., 9 Ibs. 5 iGo n Malte peers OOOO i r t g t and |
8 12 lbs. 70.00
The 6 ft cpa gives 200 lbs. thrust at e
Model Propellors, laminated wood, 10 in. to 15 in. Moistu re Proof
perfect screw, ates 5.00

Galvasned Stee! Cable for ‘ * Guying’ es
l- 200 breaking strength, price per ft. A
l= 16 it in, "500 breaking strength, price per ft. Ora

3-32 in. * 800 breaking strength, price per ft. Samples, Data and Prices on Request

The C. E. Conover Co.

101 Franklin St., New York
Be oSp eGo fo ofo nfo fo cfonfo fe cool of fe ofe of of of ofe ofo ofe ofe ofr efoafo cho ofo oh:

1-8 in., 2300 breaking strength, price per ft. 06
Rubber Bands for models, 15 ft. eee: 1-8 in.
square, each, , . : 1.00

afjo of ofo of of ofe ofc of of offe of ofe of eGo of cfs off nfo ofo cfs ofe of ole of of of ofo eGo

Goniplete Catalogues oe eaooes
motors, gliders, and light metal
castings mailed free, upon request

E. J. WILLIS CO., Dept. “F”
8 Park Place - : NEW YORK

ee detec ofe feof feof ote oho ofo nfo ogo fo oho ofa oho fo ofe oho cfoofe cho ofe rhe oho ofe nfo ego ohooh:

eb cbojecdte

i LE 1B Te ce Stay

All diameters and
gauges carried in stock

Also Nickel Steel Tubing
for Propeller Shafts

Importers of Piano
Wire, specially up-set
for use in Aeroplanes

PETER A. FRASSE & COMPANY

NEW YORK PHILADELPHIA BUFFALO
130-132 Worth Street 408 Commerce Street 50-52 Exchange Street

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and_ confidential

reports.
JOSEPH TRACY

Consulting Engineer

116 West 39th St. sci ass mmnnes New York

G. Le BUMBAUGH Builder of the Balloon ‘‘ Chicago *’ the

ae largest in the world; the ‘‘ Indiana,
1029 N, Illinois St. :: iz: Indianapolis, Ind. | which holds the endurance record of

Designer, Contractor, Operator | the U. S
For Sale-—Four new spherical balloons,
Constructor | four new dirigible balloons, just finished.

AIRSHIPS AND BALLOONS) || Wien ee

In answering advertisements please mention this magazine.

1ERONAUTICS July, 1910

ERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of America

CONTINENTAL RUBBER COMPANY
of HANOVER, GERMANY
MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD

Representing
the

Passenger
Rubber
Aeroplanes
Fabrics and
Flying
uy Models
Balloons,

W. Morrell Sage

Aeroplanes

ENGINEER
and
Airships
Modeis Developed
One to Fifty Passengers
Contractor to the United States Government
AND
Ninety-five per cent. of the Clubs in this country
Also Representing the Santos Dumont Aeroplane
American Representative The Wilcox Propeller
Carton & Lachambre re
Address: Box 181
Balloon and Airship Builders Madison Square

of Paris, France N. Y.

In answering advertisements please mention this magasine.

AERONAUTICS

{| LEE EEE ELE EE EE EE EE EE EE EEE EEE EEE EEE EEE EEE EEE FE ee Wooo efecto cfecgo forge cforte fe ege che eho oho oho oho oho oho ofe fe foe te ojo ofe fe Ge fe fe oho oho efor ge fe fenton

Che Name

BURGESS CO. & CURTIS

MARBLEHEAD, MASS.

means

Good Workmanship

$oof of ofe ofa nfo ofe ofoofe ofe ofe ofa ole ofe ofe chef ofe fe ofeofe fe fe ole ofc fe efoto ofe ofa ozeoge fe oho nfo oho fe ofe oho obo ofa ofoofo ofe oof ofe ofe oe ofe ofonge

OUR cAEROPLANES

stand on skids, run on skids,
eet, Inte, the ain om skids:

alight on skids, and are

Lee Pe ae

on skids

@_ They are made by crafts-
men, trained to careful work
for many years on racing boats
Our men know why and how

Foofoofoofo nfo ofoofe fo ofoorioofe ofs ofe ofe fo ole of ofe ofs fe ofe ofa fe ole obs ofe fe ofa ele ofeofe ofe ofa ofa ofa nfo ofe ofe fe fe ofa oPa oko obs ofe ofe fe ofa ohe obo ofe ofc

Ask the Man Who SAW One

Heteoheg SEE EEE EE Eee e ener rer oe

In answering advertisements please mention this magazine,

July, 1970
poeeret nr ghretee ether etter

-
fe

Ofor}o ofo ogo ofe ofc ojo ofeoge ofe ofa ofe ofa sfoote fools ofe fe cfecfecke ufo che of ofe ofeefeciecfecfe che ofe che ofe oe ofan ofo ofoofoofoctecfecfoctecfeae cle ole cfoofeoje cfeofecfoofs of cfe che ofecfe ole ofecfecfecfecfootsefoosn ole nfo ofeofs ofe ohooh ofe of cfoale ole ofc ofe ofe ofe oe ofe ofe ofe

ERONAUTICS July, 1910
PSOPSOCOCOOSO OOO OOOOOOOO00000OO00006 999969 CVOSoe

PROPELLERS

IN STOCK FOR IMMEDIATE SHIPMENT

Goo true pitch, laminated ash and mahogany
propellers combine all the most valued and
proven features of foreign and home practice.

HEY are built in large quantities on the inter-
changeable plan. ‘ : : :
WE specialize. You get the benefit of our ex-
perience. : : : s :

vol know the value of buying a stock article, one
which is past the exyerimental stage. i:

WRITE FOR CATALOG. TERRITORY OPEN FOR AGENTS.

6 ft. dia. for 20-30 H. P. $50.00 at our Works L
(Thrust 200 Ibs. (@ 1,200 R. P. M.) arger
7 ft. dia. for 25-40 H. P. $60.00 at our Works, SIZES
(Thrust 250 Ibs. (@ 1,200 R. P. M.) | to
8 ft. dia. for 30-60 H. P. $70.00 at our Works
order

(Thrust 300 Ibs. (@ 1,200 R. P. M.)

BULLETIN Our tatest design ‘“SPECIAL’’ 7-foot propeller
oT tested at the Curtiss Factory, Hammondsport,
N. Y., fitted to an ‘‘ELBRIDGE’’-engine, gave a thrust of 337 lbs.

with great economy of gasoline.
——This means increased aeroplane speed and range of action

SPOS OSOSOSSOSOSOOOVOSSSSD1SSOSOSSSOESCSOSSOSOSO

Small propellers for Models 10-16" dia., $5.00
Mail or telegraph 10” of amount and we will
ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of
propeller when you stand facing the breeze made by
the propeller, clockwise or anticlockwise ?

If uncertain as to the size you require, state the
horsepower of your engine and its speed.

THE REQUA-GIBSON Co.

225 West 49th Street, - New York, N. Y.
Phone 7200 Col. 50th Street Subway Sta.

| ¢eeeoos SOOCOCITSCSIHA*SHSSO~

POO OPSOPSOOSOSPSPSOPSOPSOOOOPOD SOOO DOISOOl VISITS

In answering advertisements please mention this magazine.

AERONAUTICS
See EEE EET EEE Sete (ie eof hohe ofeobeofoofordeofoofoofeofocfoofe fo fe fonfeofeofoofecfoefeofonge d

SeokerForFoofocfo forte ofoofecfoofe cheng ofa oho fo ofe nfo ofoofe che ofa oho ofsofe ele ofe ole ofa ofe fe ofe fe ake ofe cfs PPR dee bode bofoede be oloesoo fondo cde chee ofeede ecfeofondecofoede fonda cfoofe fe cfeofonfe edo ofonfoofeofoote fonfecfeofoefe foofeofeofoefeofeofengs

~

Call Aviation Engine

ee eT rE MAGN A LIU M EN GI 4

A Timely Word
About Motlors

qs you want is A Real Aeronautic Motor, light and yet strong, simple,

Aviators, Attention!

and above all reliable. A motor, moreover, that the average mechanic
can understand and operate.

What you do not want is a combination motor cycle, or modified auto-
mobile, engine. Lightness in these is secured only by the sacrifice of strength
and efficiency; yet either type is unduly heavy. We have tried both and we know.
Before you invest, it will be worth your while to write us, and
hear what we have to say.

At an expense of several years experimenting, and
many thousands of dollars outlay, we have at last per-
fected a high grade, water cooled, four cycle, gasoline
engine for aeronautic work.

By special method of
construction, upon which

PPP beet odeedeo ee ofoolecfenfoofoofe nfo ete fe ofe oto ogo ole ofe ofo ogo ofeofe cho ofoofeofe cho ofeofe ote fo

we are securing patents,
these motors are much and the 90
stronger than the ordinary horsepower
makes, and omelly) 254
at the same pounds per
time very horsepower:
much lighter. —about one-
The 45 half the
horsepower weight per
horsepower

en ine
. of any other ade-

weighs 3

pounds per at eae
cooled engine. e

oe weight as also the

quality of each engine is
guaranteed.

These motors are not of freakish
construction, either in the number
of cylinders, or in any other respect.
They are of the regular opposed type, similar to the famous
Darracq aeronautic engine with which Santos Dumont’s
machines are equipped, conceded by gas engineers to be the
smoothest running, and nearest vibrationless type.

A scarcely less important feature is the fact that our motors are silenced (not
muffled), which feature is secured without loss of power. They are in fact, the
only silent motors yet devised for aeronautic work. The importance of this
feature can not be overestimated; and in connection with their strength, lightness,
and reliability, places these motors in a class by themselves.

MODEL E-1: Two Cylinder, 45 Horsepower; Weight, 135 pounds. Price, $700.
MODEL E-2: Four Cylinder, 90-Horsepower; Weight, 225 pounds. Price, $1,200.
EXTRA—Bosch Magnetic Ignition: Model E-1, $50; Model E-2, $100.

TERMS: 40 per cent. cash, with order. Balance Sight Draft against Bill of Lading.
Write to us and let us send you Illustrations and description of these Wonderful Motors.

P. S.—Send for particulars and price of our REVERSIBLE AERIAL PROPELLER. Something
entirely new and absolutely indispensable.

THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

In answering advertisements please mention this magazine.

July, Tot

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ERONAUTICS July, 1910
PRR beled food esbesde de besleedeh heolerde be keoterbe hho hfe beole beer bbe heheh eee ge

AEROPLANE ENGINES

ADAPTABLE ALSO FOR USE IN THE DRIVING OF

Dirigible Balloons and High Speed Motor Boats

ek, Spric GLa S> ot: Cross-
Country Planing are fully expe-
rienced when the Aeroplane is fitted
with one of OUR ENGINES, as the
aviator is relieved of any or all appre-
hension as regards this power plant.

oho ofe ofe ofe ofe ofe ofe ofe ofe ofe ofe fe ofe

TYPE B-3 TYPE B-4
60 H.P., Right 30 °.HePs, Four
Cylinders, Cylinders,
mounted ‘*V’’ mounted ver-
shape with a tically ona
90° relation to common crank
each other. case.
Weight, 278 Weight, 130
Ibs. complete. Ibs. complete.

Our motors express the ultimate achievement in engine construction,
fulfilling a degree of perfection which leaves nothing to be added or
desired in the way of improvement, and the construction is so thorough
and sincere throughout that the reliability, which aviators demand, is
guaranteed as far as is humanly possible. ne a3 fe

Favored exclusively by the experimenter in the science
of flight, as it insures to him the maximum of safety

American Builders of the STANDARD VOISIN TYPE AEROPLANE
“THE ARISTOCRAT OF FLYING -MACHINES”
The only type machine not infringing the Wrights’ Patents

Easton Cordage Company, EASTON, PA.

Catalogue C will be sent upon request

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In answering advertisements please mention this magazine,

i 4 Dear Sirs:

AERONAUTICS July, ron

MOBILOIL

GLENN H. CURTISS

|

on his record aeroplane flight from Albany to New York

rs, 2
+H ;
hy ti? ft %

EN

Be;
aN ES
erat

Ktotel Astor
lew Pork

Vacuum Oil Company,
29 Broadway,
New York City.

I am pleased to report the success we
have met with in the use of "Mobiloil" in
lubricating the engines in our aeroplanes,
and to say that it maintained its reputa-
tion in my Albany-New York flight.

xg

x Very truly yours,

ge Bt) enon eo

FOR SALE BY DEALERS EVERYWHERE.

MANUFACTURED BY

VACUUM OIL COMPANY

ROCHESPERS 7 UMSaea:

In answering advertisements please mention this magazine.

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THE AMERICAN MAGAZINE _
OF AERIAL LOCOMOTION

DIG
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XXX

acts About “Elbridge” Engines

More actual power for weight than any other engines in the world!

| Only engines with unlimited guarantee based on actual performance!
Extra large bearings,

—more than 15 in. in
4 cylinder engines.

SS bulk for the
rer than any other
ines in the world!
ver parts (Work-
or otherwise) than

other engine in
(world!
laranteed speed
Be 200 r. p. m. to
0 r. p. m.

A refinement of detail
only possible in a light
weight engine that
has actually been on
the market more than

four ~°°rs.

ELBRIDGE “FEATHERWEIG.

Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs.
Also made in 2 cyl. 20 h. p.; 3 cyl. 30 h. p.; 6 cyl. 60 h. p.
Air-cooled engines, | to 4 cyl. 5-20 h. p. at 1,000.

Particulars and prices on request

LBRIDGE ENGINE COMPANY
23 3 $ ‘3 : Rochester, N. Y.

Culver Road

AERONAUTICS August, 1910
°F fo cfocJoota ofo co oo ofe ofa ols of ofe of eSe ofan cha fe ofa cha ofa oe ofa fe ejecta clare ele efe ofe fe ofe ofe ofe egeie oho ofe ofe ofe ofe oho ogo ofe ofe obs ofe ofe obs of ofe of eke ole ohe he oho cfoek ok,

HF
WE MAKE YOU FLY

‘“‘That engine will fly any properly built plane’’
—Capt. Thomas Baldwin

‘““I made a 25 mile flight (at Mineola) yesterday (July 12), the

engine not missing once ’’—George Russell

The HF Flying Power Plant

Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and

50 H. P.; 100 H. P., 6 cylinder

bork:

Engine.

Oiling System, force feed.

Oil Tank, aluminum, integral with crank case.
Carbureter (aluminum), aviation type.

Water, circulating pump.

Radiator, special HF aviation type.

Magneto, Bosch type or Eiseman Automatic advance.
Copper Gasolene Tank.

Propeller, laminated mahogany.

Steel hub and thrust bearing.

All necessary wiring; piping for gasolene, water and oil.

COMPLETE TOOL KIT—Water plug, wrench, socket wrench for plugs,

screw driver, wrenches for all nuts used, monkey wrench, pipe wrench.

Price, 30 H. P. Power Plant, $1250.00
50% FS a - 1675.00

The customer has no further expense except gasolene and oil

HARRIMAN MOTOR WORKS, INC.
SOUTH GLASTONBURY, CONN.

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|
7

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AERONAUTICS August, T9TO

Set Ready Zo Aly

NE thousand satisfied clients testify that the service, the stock, the pains-
taking attention of the

AERONAUTIC SUPPLY COMPANY

is invaluable to builder, novice, owner or aviator.

@ In response to a persistent demand we have inaugurated a new department.
We will build complete machines in our own shops to your specifications. Full
size or models with or without our special advisory service.

FACTS

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eronautic Supply Co. 302 wiz street

SHOP: 3923 Olive Street, St. Louis, Mo. Long distance telephone connection
First in all America

Glenn Curtiss Flies from Albany ==

In a Bi-plane Equipped with to New Yor k City
PALMER AEROPLANE TIRES

Hammondsport, N. Y., June 4, 1910
THE B. FEF. GOODRICH COMPANY
Akron, Ohio

GENTLEMEN:—I have your letter of June Ist and thank you for your complimentary
expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of satis-
faction for the purpose. The light weight does not greatly impede the lifting power}
of the machine and the great resiliency enables me to land without shock on the
hardest ground} and to pick up speed quickly in starting*. 1am glad to credit a part
of the success of my aeroplane to the Palmer tire.

Yours very truly, (Signed) G. H. Curtiss.

* “Curtiss*jerked a lever. The machine glided t “Calm and cool, as unruffled as if stepping
along the ground for perhaps fifty yards, and out of a street car, Curtiss, as he landed, called
then rose steadily, gracefully in the air.”’—The out, “‘where’s that oil and gasoline?’’’—The Out-
Outlook, June 25. look, June 25.

t ‘There was a sudden whir of the engine, a
dash across the field, and then like a huge bird
Curtiss, in his aeroplane, rose gracefully in the
air, circling about so asto come within the limits
of Albany.’’—The Outlook, June 25.

The Palmer Aeroplane Tire
Manufactured by

The B. F. Goodrich Company - - - =~ Akron, Ohio

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AERONAUTICS ; August, Tore
SOPOCOCSS SOS S OOOO SO000OS00000081600000:00008

rPROPELPEEER =

IN STOCK FOR IMMEDIATE SHIPMENT

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(Thrust 250 Ibs. (® 1,200 R. P. M.) to

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(Thrust 300 Ibs. (@ 1,200 R. P. M.) | order

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>

TESTIMONIAL

New York, July 9th, 1910.
THE REQUA-GIBSON COMPANY, No. 225 West 49th St., New York.

Gentlemen:—It gives me pleasure to be able to tell you that your propeller has given
me entire satisfaction. I think the silk reinforcement on the tipsis a great improvement,
as I have had broken wires, ete., get caught in the propeller without doing serious damage
to same.

Whenever I can say a word for the REQUA-GIBSON propeller you may rest assured

that I will do so. Very truly yours,
(Signed), THOMAS S. BALDWIN.

Small propellers for Models 10-16" dia., $5.00
Mail or telegraph 10° of amount and we will
ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of
propeller when you stand facing the breeze made by
the propeller, clockwise or anticlockwise ?

If uncertain as to the size you require, state the
horsepower of your engine and its speed.

THE REQUA-GIBSON Co.
225 West 49th Street, - New York, N. Y.

Phone 7200 Col. 50th Street Subway Sta.

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ERONAUTICS August, TOr0

AERONAUTICAL SUPPLIES | 7°
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AT MONEY SAVING PRICES

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NEW YORK PHILADELPHIA BUFFALO
132 Worth Street : 408 Commerce Street 50-52 Exchange Street

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
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Reliable, conclusive and _ confidential
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Consulting Engineer

116 West 39th St. Bel pi tastine ass New York

| G L BUMBAUGH | Builder of the Balloon ‘* Chicago ** the
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AERONAUTICS : August, 191

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eronautics

A IR currents and the effect of moving Po SSS OSS SSS) FP POS SCOOP SOOO Ooo Oo Oo OOO OOP POP O PO POS POT OO

bodies in the air have been a source

of baffling mystery to even some of Paradoxes of The

1e most scientific minds, and how true this

may be determined by a few interesting Air -> By C. W. Howell, Jr.

xperiments, easily made by anyone without Director, The Aeronautical Society

xpense.
Wiset everyone has e en the 0 called ball (3115b}5554.54455554565555555554554455555554545545545454544444444)

4 - o Se S S -Cd c

ozzle in which a stream of water moving If we take an ordinary lightweight visiting

ith considerable force is caused to form a_ card and stick a pin through the exact center
ollow cone by means of a loosely mounted of it (which may be determined by drawing
- free ball directly in the path of the water. lines diagonally from each corner) as shown
o matter what force the stream of water has in Fig. 1 and then place the pointed end of
cannot dislodge the ball. This is purely the pin into the hole of a thread spool, allow-

1 air current phenomenon and may be con- ing the card to rest upon the head of the
dered a physical paradox. spool, and then blow through the other end,

4]

The miniature whirlwinds one often sees it will be found impossible to blow the card
the street and roads are true air cones away from the spool, in fact, the harder one
cause they develop force enough at their blows the more impossible it is to dislodge the
ex sufficient to pick up dust, small sticks, card. Even though one blows and then points
»., while at their frustrum for a considerable the whole apparatus toward the ground, allow-
ace about their axes there is little or no ing gravity to assist, the card cannot be dis-
rce except that caused by atmospheric pres- lodged.

re supplying the losses caused by friction of If now we take a card about 214 in. square
2 inner wall of the air cones, (Fig. 2) and find the center by means of the

37

AERONAUTICS

diagonal lines and then strike a circle about
the center, having a diameter twice that of
the hole in the spool and then cut along the
diagonal lines from the circle to the corners
and then bend the four corners BBBB upward
at the dotted lines CCCC a pin-wheel or air
vane will be formed which, when inserted in
the spool in the same manner as the previous
card experiment, will rotate with great rapidity
as long as one blows through the hole in the
spool. Care must be taken to only bend the
corners BBBB upward and the pin must be
inserted as shown in Fig. 3. If the corners
DDDD are bent downwardly or if the pin is
inserted any other way the experiment fails
owing to there being an air space between the
card and the spool.

Another interesting but not so easily per-
formed experiment is to place a lightweight
visiting card lengthwise on the under side of
one’s fingers when extended and held closely
together, holding it against the fingers lightly
with the other hand. Now blow on the back
of the fingers between the second and third
and midway between the joint and knuckle—
the other hand may then be removed and the
card will adhere to the fingers as long as you

EEE EEREE CEES CEL EEE EEE CEES

A New Control i

% swcscepeeeeeddedbeeiedeebeedeechebebecbeebebdoeede eh

HE method of aeroplane control illus-
trated has been designed by James S.
The

Stephens, 7321 Bond Ave., Chicago.

upper plane or deck of a biplane 1s
made to project at each end beyond the lower.
This in itself is claimed to add to the sta-
bility of the machine “by presenting a more
efficient lifting surface to the air on the side
tending to dip, and at the same time com-
pensating for the deficient lifting power of the

upper plane due to the resistance and disturb-
ance of the air currents by the lower plane.”

Hedorfocgocde

August, T1910

blow. It takes a little practice to accomplish
this, but it is worth the trouble.

The most interesting of all is the experiment
performed with a funnel and candle. Die
lighted candle is held so that the flame is posi-
tioned at about the center of the large end of
the funnel as shown in Fig. 4, not only is it
impossible to put the flame out when one blows
through the small end of the funnel, but the
flame will be drawn into the funnel toward
the mouth, and no heat effect will be felt at all.

Now hold the candle and flame in the rela-
tive position shown in Fig. 5 and the flame
can be readily extinguished by blowing through
the small end of the funnel.

To my mind this experiment clearly illus-
trates the theory of vortex rings or more
truly vortex currents or better yet cone cur-
rents, and I firmly believe that exploration
in this field will bring forth new ideas and
new principles will be discovered that will lead
to the perfection of air devices in general and
the propeller in particular, because I do not
think that the real effect of moving structures
in or through the air is understood in spite
of the fact that flying machines are no longer
a novelty, and I hope that a general discus-
sion will arise through the presentation of the
experiments outlined here.

of this arm up or down will rotate the shafts,
A, tilting one of the circular planes and the
other down, giving a lifting effect on one side
and depression on the other, the rocking of the
arm G being a natural movement in oppo-

sition to the tilt of the machine.
In the adjustment of angles of these in-
made to

clined shafts, they may be incline

An S ae

ie
bearings on the ends of each plane;
between the planes on this shaft a circular
plane B is attached and supported in a nor-
mally horizontal position by suitable wire guys.

ae is Sa in a
midway

An arm, C, projecting at a right angle from
the lower end of each shaft, has a flexible
wire connection, D, from one to the other
on one side, while the connection on the other
side, E, passes up through pulleys, F, to a
rocking arm, G. Any movements of the ends

38

a ee or eee to Ae an Bee as te:
present dihedral angles to the main planes
when turned on their axes, thus giving a more
positive lifting effect opposed to end _ tilting
downwardly. ;

These planes are of circular form and_1i
section as shown at H this form and sectio1
presenting a sharp edge to the air as it meet:
and leaves the surface and at the same time
providing a concave surface on either side, thu:
greatly adding to their efficiency.

AERONAUTICS

bS5555555555555555SS5SSSSSSSoSoSE aaa ee ete et ett ti

Cana Man Fly
With Wings?
By H. La V. Twining

[Continued from the July Number]

Some experiments performed by myself in
1895 have a bearing upon this. If a silk
cloth be hung up and a turkey wing be spread
open, it can be vibrated in various positions
in front of the cloth, and the action of the
wing on the air can be easily demonstrated.

If this be done the following results are
obtained: When the front edge of the ex-
tended wing is presented to the cloth, and the
wing is vibrated in imitation of the flapping
wing, the cloth is sucked in all along the front
of the wing. This shows that the air is
moving bodily from the front toward the
wing. If the rear edge of the wing be pre-
sented, the air is sucked in along the rear edge.
If the top of the wing be presented, and be
vibrated to and fro toward it and away from
it, the cloth is again sucked toward the wing.
In fact, it clings to the wing as though it were
glued there. If the bottom of the wing be pre-
sented the same thing takes place. This shows
that when the wing is struck toward the cloth,
the cloth is not driven away, but, on the
contrary, it rushes to meet it.

If now the rear tip of the wing be pre-
sented, the cloth will be blown violently to
the rear, downward and rearward. This sim-
ple experiment reveals at once how the wing
is acting on the air.

As the wing beats, the air rushes in toward
it from all directions except one, and here it
is blown violently away. From this we are
entitled to draw certain conclusions. The
wing in beating creates an area of low pres-
sure, and the air rushes in from all points
toward this area, except the point where it
is blown away. Now the more air the wing
displaces the stronger the air rushes in.

When we remember that the air produces
a pressure of 15 lbs. to the square inch, we
can see the enormous possibilities here.
Pressure on the wing is produced then in
proportion to the displacement of the air.
If the air were all displaced, then the incoming
air would press against the wing with a force
of 15 times 144 or 2,160 lbs. per sq. ft. This
pressure, of course, can not be realized in
practice, but the possibility for enormous reac-
tions lie here. The pressure of the incoming
air is all utilized in giving lift on the under
side of the wing. When the wing strikes
down it meets air coming toward it. When it
Strikes up, the upper surface meets the same
condition. Here is the rock upon which all
ornithopters built up to the present time have
split. The up stroke throws them to the

SESSOSSSSOSSOSHOSOSESOOOOOOOOS

August, IQTO

ground with as much force as the down stroke
throws them up.

_Evidently this is not the case with the flying
birds, because they fly, and if their up stroke
threw them down, this could not happen.

What then is the peculiar structure of the
bird machine that prevents this? Much specu-
lation has been indulged in as to the feathers
opening on the up stroke to let the air through.

Just a little intelligent observation of an ex-
tended wing will show how utterly fallacious
this assumption is. The feathers overlap so
that they shingle on top from the part near
the body to the tip. On the under side they
shingle the other way. In either case, as the
air strikes the surface, the feathers bind to-
gether and present a solid surface to the air.
The direction in which they shingle cannot
make any difference in this respect. If we
take up the wing and blow violently on top
of it, holding the hand on the other side, no
air will be felt coming through. If we blow
against the under side the same result is ob-
tained. Some have argued that the bird turns
the feathers edgewise by means of muscles
in the wing, but I have dissected many wings,
and have looked in vain for any such muscles.
If we get hold of the tendons of the muscles
and pull them, we can see what they will
do. There are no muscles singly or in sets
that perform any such function that I can dis-
cover.

Furthermore, if one observes large birds,
such as the pelicans, turkey buzzards, sea gulls,
etc., as they go overhead, one would be able
to see the blue sky through them if they
turned on edge.

In soaring, the turkey buzzard spreads out
its feathers at the tip of the wing more or
less like the spreading out of the fingers,
but this is a disadvantage rather than an ad-
vantage as it lets air through from below.

Then again, birds in flying throw the wing
open strongly on striking down with it, and
fold the outer joint considerably upon the
up stroke. This accomplishes just the opposite
result from what those who advance the above
theory are looking for. It closes the feathers
together in a tighter mass than on the down
stroke. It, of course, presents less surface
to the air on the up stroke, but it serves a
very important purpose as we shall soon see.

The reason why the up stroke of the wing
does not throw the bird down lies in the
peculiar structure of the machine as a whole.

The fact that the front edge of the wing
is attached to the shoulder, forward and above
the center of gravity is a fundamental princi
ple in bird flight. Under these conditions the
up stroke develops a pressure on the upper
surface of the wing, which rotates the whole
machine around the front edge of the wing as
an axis or fulcrum, and thrusts the bird for-
ward, in the plane of the wing. If the wing
is pitched upward, then the resultant motion
is forward and upward. If the wing is pitched
downward, then it will be thrust forward and
downward. Whether the wing be pitched up-
ward or downward depends on the will of the

AERONAUTICS

bird. By raising its abdomen or lowering it,
it can go up or down as it chooses. When it
wishes to fly down, it contracts a set of mus-
cles that raises the abdomen relative to the
plane of the wings. This raising of the cen-
ter of gravity also brings it farther to the
front, and as a consequence, the bird pitches
forward. If it desires to go upward, it lowers
the rear of the body, thus depressing the cen-
ter of gravity and drawing it backward. This
displacement of the center of gravity with
reference to the center of pressure controls
the fore and aft stability of the bird. The
fact that this center of gravity is below and
to the rear of the front edge of the wing is of
vital importance in the maintaining of fore
and aft stability. The tail is also used in
maintaining fore and aft stability.

The center of gravity acting downward ver-
tically is pitted against the center of pressure
on the wings acting upward. The center of
gravity acts over a lever arm with the front
edge of the wing as a fulcrum, the feathers
being the lever arm over which the center
of pressure acts. These two lever arms are
practically equal, and the weight and center
of pressure take no mechanical advantage of
each other.

Because of this the body of the bird ro-
tates downward when the wing is struck up,
and upward when the wing is struck down,
thus alternately rotating upward and down-
ward, around the front edge of the wing,
wedging itself through the air, always moving
along the line of least resistance, which is in
the plane of the wing, forward. This can be
easily seen in large birds like the pelican and
the sea gull. As the pelican rises from the
water, if one says up, up, etc., as the wing goes
up, at the same time watching the abdomen,
one can see plainly that the abdomen goes
down. If on the other hand one says down,
down, etc., as the wing beats down, one can
easily see that the abdomen rises. Further-
more, by watching the head, one can see that
it goes down while the abdomen goes up and
vice versa.

This can be seen in the pigeon as it is about
to alight. When the sea gull is coming direct-
ly toward one, the motion of the head, as it
bobs up and down, can be easily seen. E. J.
Marey demonstrated the same thing with his
tambours, but he misinterpreted the curves
which he obtained. He interpreted his curve
to mean that the bird was driven backward
on the up stroke. Such a result would be
impossible. A careful perusal of his book,
and an inspection of his curve will show that
instead of being driven backward, what hap-
pened was this: the abdomen was _ rotated
downward, on the up stroke, thus giving the
tambour between the shoulders of the bird
a backward movement. This registered a
backward movement but it was not a backward
movement of the bird, but a backward move-
ment of the tambour, which was located above
and on a line with the front edge of the wing.

The inertia of the weight caused it to press
on the drum of the tambour, thus recording

Augist, 1910

a curve on the kymograph, which he inter-
preted erroneously.

The up stroke of the wing thus becomes
exceedingly effective, and it results largely in
driving the bird forward, while the down
stroke develops the lift principally. We can
now account for the weakness of the elevator
muscle. When the up stroke is made the
bird rotates downward, presenting the under
surface of the wing at a greater angle of
incidence. The inrushing air striking the un-
der side of the wing reacts upon it and the
big pectoral muscle has to take up the strain.

Thus the elevator merely thrusts the mass
of the bird forward, while the pectoral muscle
has to assume the bulk of the work that results
from that thrust. The folding of the wing
on the up stroke also helps to produce this
rotation by giving the feathers at the tip
greater leverage.

Inertia plays a most important part, not
only in the flight of birds but also in the
flight of aeroplanes of all kinds. When a
stone is thrown through the air, it does not
rest on the air, it pursues a path which is the
resultant of two forces acting on it.
One of these is gravity pulling it downward,
and the other is the momentum of the stone
itself, which tends to keep it in a straight line.
The resultant curve is a parabola. The same
thing happens to any projectile whether it be
an aeroplane, a bird or a stone. So by virtue
of its motion, the bird only needs to strike the
air often enough to keep up its motion or to
lift it back through the distance fallen through

in the interval of time between strokes.
Furthermore, inertia, whatever its nature,
acts like a resistance. If a body be moving

in a straight line it resists any tendency that
tries to deflect it from a straight line. It takes
an appreciable amount of time to overcome
that resistance. Hence, if the moving mass be
constantly kept in a straight line by reactions
against the air, its inertia prevents it from
developing the result of the pull of gravity, and
hence it had practically lost its weight. Con-
sequently the reactions necessary in keeping it
in a straight line are those necessary to handle
its mass only and not its weight.

Finally a man-carrying machine can be built
weighing not more than 80 lbs., which with the
weight of the aviator, 140 lbs., makes in all
220 Ibs. The question is, has man _ power
enough to get 220 Ibs. into the air and main-
tain it there? At first sight the answer to this
question seems obvious enough, and the answer
is, no.

But if we consider that a soldier can put
75 or 80 lbs. on his back and march all day
with it, we see that a man has power enough
to handle his weight and the weight of a ma-
chine as well.

Again a man weighing 200 to 220 lbs. can
handle his weight, although possessing no more
power that a lighter and more sinewy man.
In order to accomplish this a man must bring
his whole muscular system into play, in oper-
ating the wings; and this must be done also
to the best mechanical advantage possible.

ERONAUTICS
This has been done in the ornithopter men-
oned above. Hand and foot levers have a
vechanical advantage of 4 to 1 in their attach-
ent to the front edge of the wing. The
perator stands on the foot levers and grasps
1e hand levers. These two sets of levers at-
ich to the front edge of the wing on opposing
des of the main bearing of the wing upon
1e frame, so that the weight of the operator
thus thrown alternately upon the levers
| the up and down stroke, the weight being in
ict constantly supported by the opposing pulls
the hands and feet, around the bearing
the wing upon the frame. The weight to
lifted is 220 lbs. This is then to be lifted
y striking the air with the wings in an up
id down stroke, so that only a r10-lb. reac-
on needs to be developed under each wing in
-der to lift the machine as a dead lift. The
yplication of a 30-lb. pull between the hands
id feet brings a 120-lb. pull to bear on the
ing in order to depress it. This is 10 lbs.
ore than necessary in order to balance a
o-lb. reaction under the wing necessary to
ft the machine. Under these circumstances
<perience has shown that the wing can be
-iven fast enough to develop this reaction.
1 fact the wings on the above machine will
ot have to make more than 60 half beats per
inute in order to develop this reaction. With
ie wings made a trifle larger, the speed can be
2ry materially reduced. Experiment has al-
-ady demonstrated that the pressures can be
anually developed and that with a 30-lb. pull
a each side or 60 Ibs. in all.

ote

v

Bob oho fo edeofe ofo che ofe ofe fe oho ofe oho feof ofe fo ole ofe ofe ose che ole she ojo ofc cheeks

' The World’s Record
' eAltitude Flight
; By- W. R. Brookins

rgetetetedededece cob obofobobebedodededesesbobobebobofobeboss

‘N preparing for the high flights at Atlantic
City I had put on a sweater and heavy gloves
and was sweating to beat the band when I
started. After passing the three thousand! foot

iark I began to get much cooler. Over the land

- would be a little bit warmer than over the sea.

nd at six thousand feet I actually shivered.

fe fo ofeofe ofe che oho oho fe

eginning at three thousand feet I had to fre-
uently yawn to reduce the air pressure from

ithin on the ear drums. Over the ocean I could
se «absolutely nothing below me but mist, al-
tough on the ground the atmosphere seemed per-
setly clear. The sky above was perfectly clear
nd the sun was just setting, but I had to circle
ver the land to get my bearings. Down on earth
ae sun had already set. I had to follow the ‘‘feel”
f the machine to determine whether I was climb-
ig. At that height one cannot tell whether he is
teering down or up except by the “feel.”

I had to fly over a certain spot, a boat anchored
ut in the sea beyond one of the piers. in order
hat the engineers might follow me for their meas-
rements. Just as I was crossing the line of the
each, coming in shore, I heard the engine miss
wice and I immediately turned for the stake
oat, in order to let the engineers catch me, and
sveled the machine so as to allow some of the
asoline to run forward and down the pipe to the
ngine. This kept me going beyond the boat when
he engine went dead and I turned and circled
own. From a thousand feet high I had to figure
ow to reach the landing between the piers on
he beach.

August, IQIO

It must be recognized that this pull is the
maximum pull necessary to get the machine off
the ground. After getting on the wing no
such pull will have to be maintained. The
only remaining thing to be determined is as to
whether the wing is a very efficient trans-
former of motion or a very inefficient one. If
it be very inefficient then man cannot hope to
fly by manual power, but if it be a very efficient
one then in my judgment men will fly by the
exercise of their muscles as a bird does.

The wing when operated displaces the air
as before shown, and in so doing creates air
currents toward it, and these air currents pro-
duce a pressure upon the wing in proportion
to the mass of the air displaced, hence there
is practically no slip; because the greater the
stream of air driven to the rear, the greater
the pressure returned to the wing by the in-
coming air. On this account all the energy ex-
pended on the air comes back again in the
shape of pressures which drive the machine
forward and give it lift. There are frictional
losses of course.

In this paper some of the principles only
are considered. There are others that we
can hope to attack with some intelligence only
upon the completion of experiments now in
progress. Experiments only can furnish the
data upon which to base the calculations.

The ornithopter above described is fully
protected by pending patents. :

(Concluded)

Speofeofeofpoferte fo ofeofoogoofeofe ote ofeofeofe ofoofeofecfocfoofeofonfergenfoofeohe choose

By Dr. A. F. Zahm
Paepepeeebelebbbeb bbb bibtet

“Humidity has a great deal to do with the suc-
cess of a flight. If the percentage of moisture im
the atmosphere is low, it is much more difficult to
fly. The engine gives less power, the propeller
gives less thrust and the surfaces have less lifting
effect..—Statement credited to Glenn H. Curtiss.

F

power, it naturally follows that the propeller

gives less thrust, and the surfaces have less
lift than they would have with larger power. sut
it would be wrong to assume that the propeller
gives materially less thrust at the same speed in
dry air than it does in moist, or that the lifting
surfaces, at the same speed and inclination, give
in dry air than in moist. On the

%

i Humidity and :
. +

$2 2 ente
: i

IT be admitted that the engine gives less

less support

contrary, at a given pressure and temperature the

41

density of dry air is slightly greater than the
density of moist air; it may be as much as 1 per
Now. for a given speed and angle
thrust support varies directly
Hence, at most it could vary

to moisture, all other condi-

cent greater.
of impact, the
with the density.
but 1 per cent due
tions being the same.

Reference should also be made to “Flying and
Charles F. Willard, in the June,

or

Humidity,” by
1910, number.

AERONAUTICS

Center—Brookins (left) and Hoxsie
Bottom—Orville and Wilbur Wright

August, 101
BeebePeefeofoferfoefeofocfocgeofocfocfoofeofenge che ofe fe ofeofocforfecfe fe cfodooge

Flying Meets i
Height Records Broken

*
+
+
%
+
+
-
Moke Soobeoofecforfoofecfocfocfocgoofe efoofecfoogeofonfoofefoofecGoefoohecefoded

Indianapolis, June 12-18.

BY R. BH. SCOP:

The Exhibition Department of the Wright Broth-
ers Company made its initial bow to the general
public at the Indianapolis Motor Speedway during
the week of June 13-18. Several important points
were demonstrated at this meet; points of interest
to promoters as well as to aviators.

So far as the flying itself was concerned, the
meet proved pretty conclusively that the Wright
aeroplane is a very steady and dependable ma-
chine. There were about sixty flights during the
six days of the exhibition, and there was no sug-
gestion of an accident.

In the tranquility of the performances—the in-_
variably successful starts, and quiet, uneventful —
landings—lay the chief beauty, from the writer's —
standpoint of the meet.

But in just that same tranquility lay its chief
drawback from the standpoint of the box-office. —
Peace and quiet are all very well in their way,
but after a man bas loafed around a railroad’ sta-—
tion thirty-eight minutes waiting for transporta-
tion to the field, has quietly sat on a plank up-—
holstered bleacher divan at a temperature of 120
Fahr. for three hours waiting for something to hap-—
pen, and with equal peace of mind finally watched —
at a distance of half a mile or more—these —
ereat white birds rise gently into the air and sail
placidly around the track until fancy moved them
to descend, that man is apt to lean toward some; —
thing more stirring than the prospect of quietly —
walking two or three miles along a country road
to where he can find a suburban trolley to take-
him back to town.

Walter Brookins furnished the incidents of most
spectacular interest during the week. The first”
day, after several races against himself around
an unmeasured course, Brookins made an attempt

at an altitude record. His altitude was taken by
A. B. Lambert, of St. Louis, with a combination

of yard-stick and two pin-points an inch apart.
Attached to the aeroplane was also an instrument
for recording altitude. This was hung between
the planes on a strap, but is said to have been
put out of commission by striking guy wires as
it swung about.

NEW WORLD RECORD.

3rookins climbed for twenty-four minutes, at
which time Mr. Lambert announced the altitude

of the machine as 4,384 ft., as against Paulhan’s:
Los Angeles record of 4,165 ft. The descent lasted
abcut six minutes.

Brookins, in an earlier attempt, had ascended:
2,093 ft. It was the greatest altitude attained by
a novice and the greatest ever made in an Amer-
ican-constructed aeroplane.

Brookin’s flights were a_ revelation. He cut
sharp circles, mounted quickly as a bird, shot to
the ground, swooped and dived, bringing out en-
thusiastic applause.

Twice during the day Orville Wright flew, on
one occasion taking up Carl G. Fisher, of the

Prest-O-Lite Co.

UP 2,083 FERT.

record was again assaulted on
Brookins climbed for 12 min-
utes. The engineers who took the altitude by
triangulation, figured his altitude at 2,083 ft,
and these figures were corroborated by the record-
ing instrument which on this occasion was prop-
erly fastened. The descent lasted six minutes.

The altitude
Tuesday, June 14.

AERONAUTICS

SE i la al a ld

Many States

va
of
of
ofe
Sensational Flying 1
ye
fe

HoeborGorGoofoofo rhe nfo nfocfocfe cfu ofe ote nfo cfeofeofeote nfo cfecfeofeofeofeoZe abe abe oZooty

A feature of the second day was a “contest”
between a Wright aeroplane and an Overland
40 h. p. automobile rigged as a “wind wagon.”
A stock car was stripped and driven by a wooden
propeller 8 ft. long, at 750 r. p. m. Official figures
are lacking but the Overland company states that
5 miles were made in 5:20 (53 miles an hour),
while a figure gleaned from another source gives
the time at 4:58 for 2144 miles. The car weighed
1.800 pounds. The drive shaft was not connected
with the differential. The propeller was driven by
a chain from a driving sprocket having 17 teeth
attached to the shaft, the chain running over an
overhead shaft with a> sprocket of 31 teeth.

Johnstone made his longest flight, 55 minutes,
on this day, going up to 920 ft. altitude.

Orville Wright flew again on the 15th making
beautiful maneouvres in the dusk, after the pro-
gram had been delayed by rain.

BROOKINS’ MARVELLOUS TURN.

Perhaps the most sensational event of a thrilling
week was Brookins’ quick turn on June 16. He
made a complete circle in 62/5 seconds, and his
main planes assumed so nearly a vertical position
that many thought he was falling. Only one of
the many photographers on the field had enough
presence of mind to snap a camera at him. This
one picture was caught when the machine had
begun to take its normal position, but the angle
with the ground is still a very sharp one. This
is reproduced in this issue.

3,876 FEET HIGH.

Arch Hoxsie’s motor stopped while Ralph John-
stone was making a 44-minute flight and he had
to land outside the Speedway. Then Brookins
went up for another altitude flight and after climb-
ing 45 minutes, reached an altitude of 3,876 ft..
officially measured by city surveyors. The flight
lasting 54 minutes 20 seconds. The barometer
carried on the machine registered but 3.700 ft.

ANOTHER NEW RECORD.

Again on Friday, June 17, Brookins made
another try for the record. He carried two in-

struments—a barometer within plain sight and
the recording instrument—and his altitude also
was taken by reputable engineers. Brookins

climbed steadily for 55 minutes, and his barome-
ter showed him to be about a mile high. The
engineers had no opportunity to eateh him at
his greatest height because he was then so far
from the earth that he could not exactly locate
the Speedway and consequently sailed, still climb-
ing, twice across the course out of range. The
duration of the flight was 1:04 :00.

As if the climb in itself were not sufficiently
sensational, Brookins’ motor stonped at an esti-
mated height of 3.000 ft. He then was perhaps
four miles from the center of the Speedway, and
the spectators, not realizing that the engine was
no longer running, wondered why he was making
the long deseent in almost a straight line. The
aeroplane just made one long streak for the earth,
and landed beyond a clump of trees at some dis-
tance from the track. There was a rush of ex-
cited newspaper correspondents and spectators
towards the automobiles, but it was stopped when
Some one with a field glass announced that the
landing was safely accomplished. The altitude was
officially measured as .4.939 ft., a new world’s
record. During this flight Johnstone and Hoxsie
each were flying,

43

August, 1910

Brookins Turns Complete Circle in 6 2-5

seconds

—_—~sz

AERONAUTICS

Numerous good flights were made during the
week by Hoxsey, Johnstone, La Chappelle and

Coffyn, but they were uneventful because of the
lack of competitive features. A number of races
were scheduled but none were actually attempted.
Ten flights with passengers were made.

To Captain G. L. Bumbaugh belongs the credit

of making the first flight on the Indianapolis
Speedway. On Friday, preceeding the opening
of the big meet, and while the Wright forces

were engaged in assembling their machines, the en-
gine for Captain G. L. Bumbaugh’s machine was
delivered on the grounds. Carl A. G. Fisher,
owner of the machine, offered to wager Roy Knab-
enshue, of the Wright Co., that Captain Bumbaugh
would be in the air before any of the other
‘planes were ready. The wager was accepted and
both sides hustled to get their machines in readi-
ness. Captain Bumbaugh’s engine, an Elbridge
“Featherweight” 40-60 h. p., was hastily installed

and the aeroplane brought out of the tent. At
the first attempt Captain Bumbaugh’s machine

rose from the ground, after a run of about 100
yards. But the Captain underestimated his power
reserve and the machine shot into the air about
30 ft. before he thought to reverse the elevating
plane. When this was done his descent was as
rapid as his rise had been. Skimming the ground
Captain Bumbaugh again rose and on this attempt
flew for about half a mile before the tricky eleva-
tor plane again brought him to the earth.

Such repairs as were made necessary by this
rapid descent were completed by Monday, the first
day of the meet, and early in the evening Captain
3umbaugh prepared for another try. This time he
was over cautious in the other direction. Realiz-
ing that the powerful engine might drive him into
the air faster than he cared to go, he deflected
the elevator planes befor the start. The machine
got away with a rush. A slight obstruction was
encountered, just enough to jolt the machine clear
of the ground; with the deflected plane in front
and the thrust of 50 h. p. behind, the aeroplane
keeled over onto its head, burying the aviator in
the ruins. The engine continued running, the pro-
pellor threshing the guy wires, until Captain Bum-
baugh recovered sufficient presence of mind to
kick loose his ground wire. To the immense relief
of the spectators Captain Bumbaugh a _ minute
later rose to his feet and waved a reassuring hand.
The damages to aviator and machine looked serious
but fortunately were of such nature as to be easlly
repaired.

Several short flights were attempted during the
weeks by J. W. Curzon, but his big Vivinus motor
did not deliver power enough to offset its own
weight and carry the machine into the air. Mr.
Curzon announced his intention of replacing it
with an Elbridge “Featherweight.”

Lincoln Beachey had his monoplane, and there

was the Marquette and the Shaw biplanes but
none of these flew.
RESULTS.
The accumulated duration of the flights made

during the Indianapolis meet total as follows:

WWiesahts sO. Kell) Scacuenesencnsterene Hes sae eT Ts
Ralph Johnstone... 5.25. 1 hrs Si smi:
ACE eemeNVC LC laterrsss sacar el taneneie 1 Shires 25min
AKO M1 BIODSGN ee eeclotors Oo omLoe 1 hr. 9% min.
aed OO Th MIake be ic teiren<frcl eee orreken 20 min.
Daa Chappellesserreiei-ter 1 14% min.
Longest duration single flight :
Wisethvere si O OKiinS meeucmeieiea-n eure Se yee TOLD
High altitude flights :
W. R. Brookins, June 13 (world’s
PO CORG:) iduey teenie homie derer cicero at 4,384 ft.
W. R. Brookins; June 13. -......: 2-093 ht:
W. R. Brookins, Jume 14........2,083° ft.
W. R. Brookins, June 16........3,876 ft.
W. R. Brookins, June 17 (world’s
TOC OLGA we cc tse neeetney cacksaevetenesere 4,939: ft.
Ralph Johnstone, June 14...... 920 £t.

Flights of which official record

was taken..... Senate Mepchauere kokens 5d

August, 910

Atlantic City, N. J., July 4.

BY R. F. PATTERSON.
The series of exhibition flights organized by the

Atlantic City Aero Club, composed of the hotel
and business men of the town, costing $25,000,
Was a great succ.ss A section of the beach wus

set apart for the use of the aeroplanes, and every-
thing was free to the public. The flights were
sanctioned by the National Council, represented by
Augustus Post and Henry M. Neely.

On July 4 Curtiss made his first flight on the
beach between two piers in a stiff breeze. The
enormous crowd made flying dangerous.

The next day Curtiss made three flights, the
longest being S minutes. This was made over

the long piers, up and down the beach at a height
of about 200 ft. and ont over the sea.

On the 6th it was necessary to run close to the
water to get hard sand. The tip of the propeller
was caught by the incoming waves and broken
at the ends. With another propeller a flight of
15 minutes was made, circling over the piers and
the boats anchored near the shore. Then a short
flight.

No flights on the

On July S Curtiss made a 10%-minute flight
at a height of 500 ft. Then Brookins got off with
a 400-ft. flight, cutting various capers and making
a sharp circle similar to the one at Indianapolis.
This flight lasted about 9144 minutes. While he
was in the air Curtiss started again and flew above

7th.

him, for 5% minutes. Starting again, inside
of 6 minutes Curtiss was lost to view, having gone
down to Hugh kL. Willoughby’s grounds, some

four miles away. Landing there he waited for his

men to come and start him back. Rumors of all

kinds circulated, as he was gone 1 hour 16 minutes.
BROOKINS MAKES SHARP SPIRAL.

A few minutes after Curtiss got away, Brookins
started and went to a height of 1.800 ft., making
beautiful curves and evolutions all the way up.
Ile was up some 15 minutes, coming down in a
spiral to a height of about 800 ft., the diameter

of the spirals being not more than 200 yards.
This was very spectacular. After waiting a

half hour for Curtiss, Brookins started off again
on a 6-minute ‘‘every day flight.’’ Curtiss caused
great excitement, as all thought he or his ma-
chine was damaged. ‘There was cheering when
someone said ‘‘Here he comes,.”’ and a speck could
be seen about 4 miles away, 500 ft. up.

On July 9 Curtiss took the air first and Brookins
followed in a preliminary flight, Brookins going
to about 800 ft. back and forth aeross the piers.
These flights lasted 9 and 3 minutes, respectively.
A half hour later Curtiss started on a 5%-
minute flight for a moving picture man. Again
Curtiss started, before Brookins was ready for
his altitude flight, but flew only from one _ pier
to the other. On Sunday Curtiss made one flight
of 4% minutes.

BROOKINS MAKES ANOTHER WORLD RECORD.

Shortly after this landing Brookins started on
his wonderful altitude flight. In 53 minutes_ he
had reached a height of 6,175 ft., the highest
yet attained by aeroplane. The previous official
altitude flight is also held by Brookins, being
4.939 ft. The latest foreign record, 4,615 ft., was
made recently by Latham in France. This day's
flight exceeds all atteupts by 1,236 ft. His de-
scent, without power. for lack of gasoline, took 10
minutes, having been in the air 1 hour 3 minutes.
After landing he joyfully rushed to telephone
through cheering crowds to “phone the news of
his sueceess. This reecrd won for him the $5,000
offered as a height prize.

While he was making this flight. Curtiss started

again and made short flights of two or three
miles, circling between the piers several times
before landing for the last time during this day

of exhibition work.

On Sunday, July 10, Curtiss gave an exhibition of
a flight in a wind estimated by himself and others
to be 20 miles. But for the enormous crowd,
estimated at 100,000, along the board walk, piers
and housetops. Curtiss would not have attempted
the flight owing to strong wind and high sea
rolling. He received great cheering for his 5-
minute flicht, circling between piers and over the

AERONAUTICS
ocean. Curtiss reached a height of
ft. during flight. The Wrights will
allow their own machines to be flown
so Brookins did not fly this day.

about 500
NOt tive. yor
on Sunday,

CURTISS FLIES 50 MILES.
July 11. Curtiss started flying for the $5,000
\0-mile prize at 3:24 o'clock. After finishing 50

»
miles, or ten 5-mile laps around piers, he circled

Atlantic City. Iintire flight lasted 1 hour 21
minutes. The average height was 700 ft. During
the flight quite a southwesterly breeze was blow.

ing, making a record speed flight impossible.
The actual time for the 50 mi'es was 1:15:00. The fastest
lap was 6:01 4-5, a speed of 49.88 milesperhour. Thetime
made was not as good as previous records held by Cur-
tiss machines. This won for him $5,000, as the Wright
machine did not try for it.

Brookins made the next flight and for 15 min-
utes gave a fine exhibition of the control he has

of the Wright machine, twisting and turning at
ulmost impossible angles.
Curtiss then flew from the Million Dollar Pier

(0 Old Pier to get ready for his record-climbing
light. Before this was started, Brookins attempt-
‘d flying with Mr. Coffyn, another Wright pupil,
iS passenger. At 6 o’clock the machine ran down
he monorail, but failed to rise. It was pushed
vack to starting point and another trial took the
nachine up to an altitude of 300 ft. at times.
\ very fine flight was made for 15 minutes with
hort turns and dips. After the descent, Curtiss
aade the most notable flight of the day—the
uickest time for reaching 1,000 ft. He actually
‘eached between 1,500 and 1,600 ft. in the re-
iarkable time of 5 minutes 52 seconds, traveling
n a straight line for about two miles, turnine
hen and descending to earth. Shortly after land-
ng he flew back to the Million Dollar Pier, carry-

ag Lincoln Beachey as passenger. _ While hauling
he Curtiss machine up the platform to house

t, F. Coffyn made a short exhibition flight in the
Vright machine used by Mr. Brookins. This lasted
minutes, reaching about 150 ft. at times. This
nded the last intended day of the aviation meet
t Atlantie City—but the aviators had been pur-
aaded to remain over another day.
BROOKINS’ MACHINE STANDS ON END.

July 12. At 3:30 P. M., Brookins started for a
ight and rose to a height of from 900 to 1,000
-. and remained in the air some 20 minutes doing
Imost the impossible at times in his turns. At
ne turn his machine stood close to an angle of
7 degrees, and it appeared that he had turned
0 far by mistake. <All held their breath and
Ohs” were heard all through the crowd.

Mow Sy over ay, SF She

August, I9TO

_An hour later Curtiss went up to bombard a
life-boat with oranges from a height of 400 ft.
Out of six oranges three would have hit a battle-
ship, the last bomb landing within 12 ft. of the
boat. He circled around between piers till his
orange bombs were exhausted, then landed. Five

minutes later he was in the air again flying down
to Old Pier to interview Mr. Shackleford. After
a half hour’s wait the crowd saw him in the air
again firing bombs at the reporters and photog-
raphers. This caused great laughter among che
audience to see them dodge from being struck by a
flying orange which was merely a juicy spot after

striking the ground or water. This flight ended
his last exhibition at the Atlantic City meet.
The machine was housed and “knocking-down’”’
began.

Brookins, however, made one more flight, doing
his usual quick turns, and fooled all by coming
down to earth as if to land and then shooting
out to sea again, as if he had forgotten some-
thing, which eventually proved to be true, for
he shot up to 306 ft. and then came down close
to water, 25 ft. from shore, bringing the machine

so low that the skids seemed to rest on two waves
and followed them to shore. Eventually he actu-

ally struck the water near shore, rising again
and then landing at his camp.

It is a strange fact, but during the entire week

there was not a single accident of any kind,
except the first day, when Curtiss landed in deep
sand and ran into a hole, breaking one post.

Outside of that not a wire, nut or any part of the
machines had to be altered from the fi st.day of
“setting up.”

The weather proved ideal, except one day, and
the crowds were enormous. The largest day At-
lantiec City ever had was July 4, when, it is
claimed, 300,000 attended. The entire meet was a
success in every way, thanks to the manage-
ment and the whole-hearted way in which it was
carried out—free to all.

Montreal, June 28-July 5.
BY H. K. HITCHCOCK.

The ‘meet’ was from one viewpoint. the scien-
tific, eminently successful, and as a direct result
an impetus to the interest in and study of aero-
nautics has been started in this great country.
Financially the meet was a failure, the expenses
running to some $40,000, but the = flying was
good—continuous every day of the meeting, all
done by the Wright and Bleriot machines. J. A.
D. McCurdy only got up once in the early morn-
II in land-
unfortunate

ing and quite wrecked their Baddeck
McCurdy

ing with the wind. was

The Overland “Wind Wagon” at Indianapolis

45

AERONAUTICS

the whole week. He had trouble getting his
machine on the grounds to begin with, and assem-
bling was delayed by reason of no shelter. G. G.
Hubbard, of Boston, was induced to come at a
late date with his monoplane, built by the
Canadian Aerodrome Co. of Baddeck, without an
engine, which had to be sent for to Baddeck and
it did not arrive until the last of the week.
The Wright team, Brookins. La Chappelle, John-
stone and Coffyn, all flew well. Count de Lesseps
was a striking feature with his two Bleriots. a
50 h. p. Gnome engined type XII and the smaller
XI with the Anzani 30 h. p. motor. His 30-
mile trip to and over the city of Montreal in
49 minutes was the great event of the exhibition.
He used the big ‘“Scarabee” with air bags, the same
equipment he used in his cross-Channel flight. Fred
Owen and Cromwell Dixon, with their dirigible
attracted small attention. Dixon tried a new pro-
peller on the adyice of Knabenshue and increased
its speed. The airship escaped and burst, on the
fourth day of the meet. This made quite a stir,
as the people could not tell whether he was in
iis Or NOt. He stopped the motor by accident,
descended. jumped too soon and missed the guide

rope. Johnny Mack and one of Ed. Hutchinson’s
men made daily parachute drops from _ hot-air
balloons.

Wm. Carruthers, vice-president of the Interna-
tional Aviation Association, which promoted the

meet, bought a Bleriot XI and imported one Milt-
jen from France to fly it. Miltjen’s experience
at flying was evidently obtained at a correspond-
ence school. On his first and only flight the
machine jumped into the air and then gracefully
dug its nose in the dirt. Cromwell Dixon, who
had never been in an aeroplane before, then tried
it and made a highly sensational and wild flight,
narrowly escaping accident, but brought it safely
down.

SOME OF THE FLIGHTS.

The feature of the first day was Brookins’
©.000-ft. altitude flight, while de Lesseps and
Johnstone were the other aviators. On the second
day de Lesseps in a trial for speed lost to La
Chappelle, while Brookins made another altitude
flight of 1.650 ft. On the 28th Johnstone was

up 45 minutes, and Brookins flew to a height of
1.360 ft.. and was up 20 minutes. The_ start
on the rail was timed. too. at 5% seconds till the
machine was in the air. On June 29 Ralph John-
stone flew for 40 minutes and Brookins was _ up
21 minutes, flying to a height of 2,450 ft. This
was after carrying up de Lesseps for a 13-minute

trip. Early in the morning McCurdy made a
flight in the ‘“‘Baddeck II,” but, landing outside
the grounds in the tall grass, the machine was

partially wrecked. R. Timberlake, who had bought
a Bleriot XI, essayed his first flight. With a
novice’s inexperience, after getting off the ground,
could not stop in time to save hitting the grand-
stand. The next day Johnstone flew for 25
minutes and Brookins took up Count de Lesseps’
brother to a height of 1,140 ft. in a flight of
251% minutes. Then he made a trip alone up
2,000 ft.
3,130 FEET IN AIR.

1 Brookins again made
sensational ascent, reaching 3,150 ft.
covering 45 minutes.

high and
in a flight

On July a

DE LESSEPS FLIES OVER CITY.

The most sensational flight of the meeting was
de Lesseps’ journey over three bodies of water
and Mt. Royal in a continuous flight around Mon-
treal’s City Hall and back to the aviation grounds,
2 round trip of 30 miles. The flight lasted 49
minutes. His face was sereened from the oil of
the Gnome engine by a thin wire gauze mask.

BROOKINS SETS CANADIAN RECORD.
On the same day Brookins ascended to 3,510: ft.
The meet closed on July 5, with small attend-
ance and few flights. Some of the Wright ma-
chines were going to Toronto, but two had to
be rushed away, so these were flown from the
-aviation grounds to the railroad station, over the
hills and trees. The landing spot had not been
investigated and when Brookins and passenger

46

August, 1910

flew over they saw they had but a very small place
to land. Steering sharply down into tall grass,
the Jatter caught in the wires and corners, turn-
ing the machine face down and_ breaking the
front construction. The second machine they flew
over made a safe landing.

Nashville, Tenn., June 21-26.

Unquestionably among the most spectacular
flights that have been made may be numbered
the two night flights of Charles IK. Hamilton dur-
ing his exhibitions at the Military Tournament
at Camp Dickinson.

FLIES WITH SHARCHLIGHT.

The first flight was in the dark of the early even-
ing, with the moon obscured by clouds. Hamilton —
flew over the electric light studded grounds, almost
touching the string of bulbs, then shooting up
into the air and gliding down. Someone suggested
a searchlight and immediately there was hustling
to attach a Prest-O-Lite tank under the seat and-
the headlight on the front framework. About 11_
o'clock in the night he was ready and the sight
of the big automobile lamp flashing up and down
through the semi-darkness, the moon having de-
ciled to show her face, was a thrilling one. After
flying about a quarter hour a cylinder head Blew.
out and he was forced to land.

Louisville, June 18th and roth.

On June 18, Curtiss lowered his own record Ol

quick starting to four seconds flat, with the
Albany-New York S-cylinder biplane, starting or

very rough and grassy ground. Hamilton did it”
in 34-5 seconds at San Antonio last April.

On account of a very choppy and high wind
neither Mr. Curtiss nor “Bud” Mars was able t
make any very nice flights until after 5 o'clock
when above a crowd of nearly 10,000: people. Mr
Curtiss carried a lecal newspaper man for a shor”

flight. :
A stiff wind until late the next afternoon pre
vented any circular flights. However, after ©

o'clock Mars, at an altitude of 20 to 40 ft., racec
against Curtiss around the circular track 10 times”
Curtiss keeping about 200 to 300 ft. above Mars”
and at all times was directly over him.

For quick starting. Curtiss got off the grount
in S7 ft., and Mars, with his 4-cylinder 25 h. p._
got off in 106 ft. 30th of these distances arc
behind past performances of Curtiss machines.

The total attendance for the two days was il
the neighborhood of 17,000 people.

The meet closed when Mr. Curtiss carried R. O
Rubel. Jv.. local agent for the Curtiss biplane, fol
a short flight.

Minneapolis-St. Paul, June 22-25.

At the Twin City meet there were Curtiss, Wil
lard. Mars, Ely. Whipple Hall, Lincoln Beache)
with his monoplane and two dirigibles.. Curtis
flew, of course, his S-cylinder machine.” Mars hat
his 4-eylinder Curtiss and Willard had.a new
Curtiss with a 4-cylinder engine of somewhat
greater power, the new engine haying slightly
larger cylinders. Hall had the old 4-cylinde)
Curtiss sold to Frank H. Johnson in Los Angeles”
Ely had the machine of Henry Wemme of Portland”
a 4-cylinder Curtiss. Charles J. Strobel furnishec
ene dirigible with Gintner as aeronaut, whill
Horace B. Wild flew the Yager airship.

The track was a bad one for aeroplane flights
and the attendance small. The track was line
on nearly all sides with buildings or trees ane
tiere was only one spot on the grounds suitable
for landing. Every flight of any length had to Dé
made out beyond the grounds and return to land
ing inside. The dirigibles were up every day, but
the first. Hall did not get up. all during the meet

All the aeroplanes, except Beachey’s and Hall’
made short flights the first day. On the second the
two dirigibles and Curtiss were in the air at the
same time. Besides the short flights, Curtiss mag
one verv pretty flight outside the grounds a
hack. Peachey got off a short distance withou
his controls on.

AERONAUTICS

—— eer

tem

On the third day Curtiss. Ely and one of the
itigibles were up simultaneously. Beachey had
ut his elevator and ailerons on and made a short
ight. In the evening Beachey made another trial
1d ran into the fence, smashing up. ‘The fourth
vy it rained. After the showers, Curtiss made a
yectacular flight. Willard and Mars also flew.

Kansas City, July 3-4.

Willard and Beachey went from Sioux City to
ansas City. Willard only flew, Beachey spending

is time assembling the Curtiss machine. This
eet was also unsuccessful from an attendance

andpoint.

August, 1910

Curtiss and Brookins Flying at Atlantic City

Willard made eight or ten short flights each day.
The Omaha meet las been postponed to July
93-98,

Willard is working his way to Mineola, where
he will try out a machine of his own make, Curtiss

type, with greater spread, the end of July.

Providence, R. I., July 4.

Joseph Seymour was scheduled to fly his Curtiss
at Providence, July 4. He circled the track sev-
eral times at a height of 20 ft. The conditions
were ideal but the spectators left before the ex-
hibition was concluded, owing to the repeated de-
lays caused by making minor repairs.

AERONAUTICS

Mars Flies Cross Country.

At Topeka, Kans., J. C. Mars, the only aviator
at the meeting, as Willard did not go, as planned,
on June 15 attempted to-fly 60 miles cross coun-
try to Kansas City. A landing had to be made
at Grantville after nine miles, breaking a couple

of ribs. These were repaired and a second start
was made. After going on for four or five miles

the engine went wrong and another landing was
made, at Newman. After an hour's stop he pluck-

ily went on for a short distance finally coming
down at Midland.

Pittsburg, Kans., July 2-5.

BY PAUL W. HARVEY.

Arch Hoxsey made fourteen flights during the
4-day Wright meeting at Pittsburg, Kan. In the
last flight, which was to close the exhibition, the
wind was blowing very hard and Hoxsey while
some 300 ft. in the air shut off his motor intend-
ing to glide to the ground, which he had fre-

quently done before. On account of the smallness
of the ground he saw that he was being carried

in his circles towards the bleacher, which was
filled with people. Having no motor power to
direct his course beyond the bleachers it seemed

to him best to point the nose of the machine di-
rectly towards the ground in front of the stand.
This he did with a result that the forward steer-
ing planes were badly damaged. He fell almost
vertically about 40 or 50 ft. but he was not at all
injured. The motor and transmission parts were
found in good order.

Hoxsey made good flights each day. On the
second he made three low flights, cireling the
field several times and haying his machine under

perfect control at all times. The first day he left
the ground three times when a storm interrupted

the exhibitions.

On the third he made four flights. The first
three were spectacular exhibitions. He did the
“Roller Coaster” flight and turned the figure eight
several times. He had wonderful control] of the
machine at all times and as a climax to the
afternoon work he made a_ beautiful ascent of
1,000 ft.

On the fourth Hoxsey duplicated his exhibition

of spectacular flights and also gave some of the
feats that aeroplanes are supposed to do in times
of war. He made some short and fast short coun-

try flights and in the finish carried a passenger
three times around the field for a total distance
of about two miles.

On the last day Hoxsey made his usual short
spectacular flights. In the last one of these he
carried Mayor Hoyt and did some beautiful work.
Up to that time Hoxsey had not had a single

mishap and every attempt that he had made was
a success.

Sioux City, Mo., June 29-July 1.

BY P. M. M’CABE.

Due toa wind which ranged from 5 to 18 miles an hour
the flights given here by Marsand Ely June 29, 30 and
§ulyv 1 were far from successful

On June 29 Mars attempted to circle the mile
race track, attaining a height of from 10 ft. to
40 ft. Meeting adverse air currents he did not
make the circle. stopping several yvards_ short.

Ely made a similar attempt but he, too, was com-
pelled to alight without being successful. Two
other attempts were made to get into the air but
were failures.

On June 30 after 6
attempt and succeeded in
50 ft. high and went with the rapidity of an
express train for a short distance but was com-
pelled to let down because of the winds.

On July 1, in the evening after the wind and
the crowd had departed, Mars made a fairly good

Mars
getting

another
from 40 ft. to

o'clock made

flight ascending to a height estimated between
100 ft. and 150 ft. He cireled the mile course
2% times and went at a good speed. Ely made
one circle of the field the same evening but his
engines were not working well and he was com-
pelled to give up before doing anything of a
sensational nature. Following Ely. Mars made two
other flights in one. cireling the field twice and

48

August, T9T0

concluding his performance with his ‘Mars glide,”
dropping from a position of about 75 ft. in the
air to an eagle like sweep and then alighting.

Ely is flying now for Curtiss, using the machine
sold Henry Wemme, of Portland, Ore.

Aurora, Ills., July 2-7.

BY FRANK H. BEVIER.

A. L. Welch was the Wright aviator who filled
the Aurora date. On the 5th after a 20-minute
flight he had to land in an oat field. The starting
track was brought and in leaving the rail one side
of the planes hit the oats which had not been cut
low enough and broke several ribs. On the 7th he
flew for 55 minutes going up to 512 ft. The wind
was bad and Manager F. H. Russell, of the Wright
Co., kept the machine over two days in order to
satisfy the public.

Monmouth, Ills., July 4.

Charles W. Miller, who bought a machine from
Cc. & A. Wittemann tried for an hour and a half
to get his machine to fly but failed.

New Britain, July 2.

Chas. K. Hamilton made a_ sensational flight
over the main street of his home town, Néw
sritain, Conn., on July 2, after a discouraging
day. The flight was most sensational. The
streets were crowded with people, trolley cars
and automobiles. Crowds had come in from
nearby towns and the governor of Connecticut
with his staff was present. The conflict between
two factions of the business men marred Hamil-
ton’s efforts. On his first flight he landed in a
swamp and broke parts of the machine which
necessitated some hours to repair. Still another

short flight was made. On the third trial, he
went through a series of hair-raising feats for
which he is noted and then sailed on his spec-

tacular flight over the main street.

St. Louis, Mo., July 11-16,

St. Louis, July 10. The first aeroplane meet-
ing to be held in, this country where entrants have
been required to pay a fee to compete and in
which there are no hired airmen to take part,
will open to-morrow afternoon on the temporary
aviation field of the Aero Club of St. Louis at
Washington Park, Tll., and continue for six days.
Tem machines have been officially entered and it
is expected that all will be on the starting line at
3:30 Monday afternoon.

The coming event, known as the First National
Aviation Meeting for Novices which was organized
by the Aero Club of St. Louis to promote the
science and sport of aeroplaning in America, is also
unique in the respect that none of the entrants
has ever made a public flight for pay or received
cash aviation prizes of more than $250. The Aero
Club has announced that no flights will be guar-
anteed, but as nearly all of the machines are
built along established scientific lines there is
little doubt that there will be flying every day that
weather permits Full details will be given in the
next issue.

Thomas, Bergstrom and W. C. Robinson failed
to arrive and are disqualified.

The following will compete: H. W. Gill, biplane;
Cc. W. Curzon, Farman: J. N. Sparling, monoplane ;
J. N. Sparling, biplane (Shneider make); H. A.
Robinson, monoplane; Charles Kuhno, monoplane ;
Ww. F. S. Zehler, fore an aft monoplane; Claude
Harris, biplane.

Army News. [

—

From June 1 to June 7 Lieutenant Fouloiss
made five flights at Fort Sam Houston, Texas, in
gusty winds up to 15 miles per hour, varying in
length from 5 to 14 minutes.
made after June 7, as the Aeronautical Detach-
ment was sent to Leon Springs to assist in install-
ing the annunciator buzzer system at that place.

Captain A. S. Cowan, Signal Corps, now has
charge of the Aeronautical Division, relieving

Captain Chandler on June 1, 1910.

No flights were —

AERONAUTICS

August, 19t0

a Fame oe Pad

Brookins Flying Over the Ocean at Atlantic City

Curtiss Drops Bombs from Aeroplane.

Hammondsport, July 1.—Under the auspices of
the New York World and in the presence of officers
of the army and navy, who acted unofficially as
observers, yesterday, Glenn H. Curtiss carried out
some tests with dropping lead missiles with col-
ored streamers attached at a target representing
a battleship 500 ft. by 90 ft.

Then, of 14 record shots, 10 hits were made
and 4 misses within 50 ft. of the target. Six hits
were made running at 218, 282, 246, "260, 135 and
159 ft. respectively. The seventh and eighth, at
167 and 191 ft., were misses. Next, at 250 ft.,
hit. At 268 and 312 ft. shots were misses. Last
three, at 302, 268 and 260 ft. altitude, were hits.

These shots were made moving at right angles to

the greatest length of the target. After these
tests the officers ‘left.
At sunset four more shots are reported, with

three hits and one miss, the latter being from an
estimated height of 900 ft., the machine traveling
lengthwise the target.

To-day no bomb tests were carried out, but
several circles over the lake were made and a
landing made in the water. <A small hydrocurve
surface is affixed just forward of the front wheel
for assistance in keeping the machine on an even
keel when hitting the water.

RESULTS OF TESTS.

Mr. Curtiss gives it as his opinion that to ac-
curately drop bombs in actual warfare one man
would have to be carried for the purpose besides
the aviator, as it was impossible for him to make
accurate calculations of angle and speed, and sug-
-gests the proper method is to have some kind of a
gun to fire the projectiles instead of merely drop-
ping them.

Dr. Greene Hits Tree Head On.
Rochester, June 30.—Rochester can now claim
to be an aviation city from more points of view
than that of engine construction. Dr. Greene,
who has, in the past, made several successful
flights at Mineola and New York City, and who

to open an aero-

has recently moved to Rochester
Rochester

plane factory, made his first flight in
to-day.
The biplane which he used was constructed for

49

G. E. De Long of the Elbridge Engine
was equipped with a 4-cylinder Elbridge
weight engine and a Requa Gibson 7-ft.
by 4-ft. pitch regular propeller.

After making his thrust test with the machine

Co., and
feather-
diameter

tied, and succeeding in developing considerably
over 200 Ibs. thrust, Dr. Greene decided that he

was ready to fly, and the machine was cut loose.
After running over the meadow for a distance of
less than 100 ft.. Dr. Greene rose at what seemed

to be an angle of almost 45 degrees to a height
of, approximately, 50 ft., and then flew directly

down the field of the Rochester Aero Club for a
distance of about one-quarter of a mile.

The start had, unfortunately, been made from
a point in the field which was protected from the
breeze by a large-sized hedgerow of trees, and the
doctor did not appreciate the fact that a consid-
erable breeze was blowing from his right, so that
as soon as he reached the end of this hedge his
machine was thrown to the left a considerable
distance. When the doctor succeeded in righting
himself, he discovered that he was headed directly
for a tall elm tree. Of the two alternatives, drop-
ping down and going under the tree or attempting
to fly over it, the doctor chose the latter. It
seemed for a few seconds as if he were going to
make good, but when he was within a few yards
he discovered that it was impossible, and the only
thing left for him to do was then to stop the
engine and attempt to glide rapidly to the ground
under the tree. This also proved to be impossible,
and the machine hit the tree head on, at a height
of about 30 ft. from the ground, breaking the front

control and knocking the machine, of course, to
the ground. The rear control was also broken

when the bipane struck solid earth. It seemed to
the spectators almost impossible that the doctor
could be alive and whole, looking at the wreck at

a distance of 200 or 300 yards; but he imme-
diately climbed out of the wreck and waved his
hand in assurance that he was all right.

The flight, from some points of view, was un-
satisfactory, inasmuch as it resulted in smashing
Mr. De Long’s machine. However, Mr. De Long
was more than pleased, inasmuch as it demon-
strated that the engine had considerably more
power than was actually necessary to fly with this
type of biplane. In the next flights that Dr.

with this machine, in

Greene makes in Rochester U ;
feather-weight engine

all probability, a 3-cylinder
will be used

AERONAUTICS

August, TOTO

SEEETE TEEPE EEE rt eet eet ee
+

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Daily Flights at Mineola.

OT a day now passes, scarcely, without

flights by either Harmon, Baldwin, Seymour,

Russell, Hamilton and others still experi-

menting. There are always several hundred
people on hand to view the scene and on Satur-
days and Sundays the number runs up into two
to three thousand. Mineola is 25 miles from
New York on the Long Island Railroad, and the
grounds are a mile from the station and _ still
further from Garden City.

Philip W. Wilcox has finished and given one
trial his Farman-type biplane, fitted with a Rinek
8-cylinder 50 h. p. motor. Lewis Strang, winner
of the Briarcliff race, will learn to fly it.

The grounds have been fenced in by the owners
of the property with a high board fence 2,500 ft.
long along the road, with wire fences extending
out across the plains at each. ‘There is another
inner wire fence, to keep people off the course and

provide parking space for automobiles. A small
grandstand has also been erected and an admis-

sion fee is being charged on Saturdays and Sun-
days. After the expenses have been met,} it is
announced by the president of the land company,

the income will be devoted to prizes for the
aviators. The use of board fence has been sold
to White & Wood, of 1777 Broadway, New York,

for sign painting.

America’ s Plyin® ficswa

aesfoofstoofsteofsfoofnfesenefoobsfeefshesofstpofnfeofenfesonfesfnfesfsfesfsfoofebocbenbosonbeensdenbsfooestoobsdoobedoofsboobsbosbosfoobedoobefeobny

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The next day Harmon and Russell provided the
entertainment, but there was nothing unusual
in the flying.

RUSSELL BEGINS PRACTICE.

29, George Russell, who had never
machine before, made his first flight
in a Curtiss machine, fitted with a Harriman
engine. The machine had been exhibited by him
during the spring over a theatrical circuit. After
a few days he sold the engine to P. Brauner to
install in a Curtiss-type aeroplane sold to a
customer and then got another of the same make.
In five days Russell was proficient enough to fly
a distance of about 5 miles.

On June 29 Mrs. Harmon was a passenger with
Clifford B. Harmon on a 10-minute flight. This
was the first time a woman has flown at Mineola
and the third in this country.

Mrs. W. KX. Vanderbilt, Jr.,
with Harmon for a short jump
June 30. The motor would not mote, and a skid
broke in landing. Further flying was given up
for the day.

Harmon Sets New U. S. Record.

On June
operated a

was a_ passenger
of a minute on

On July 1 Clifford B. Harmon made a new dura-
tion record for the United States, 2 hours 38 min-
utes, beating Paulhan’s record at Los Angeles of
No official figures were taken,

1 hour 58 minutes.

After Hitting Tree

On July 3
and a goodly
minute flight alone and then a short one with a
passenger. In the first he essayed the diving
trick and quick rises which brought forth applause.
William Watson tried out the machine he had
just bought from P. Brauner, with Russell’s Har-
riman engine, and got off the ground—and then
landed suddenly, smashing up the machine con-
siderably.

the first
crowd

admissions were
saw Harmon

taken in
make a 10-

50

distance. The
he flew has not as yet
the proper markers. It is
the distance covered was 100

of either duration or
Mineola field over which
been equipped with
estimated that
miles.

however,

HARMON MAKBHS FIRST CROSS COUNTRY FLIGHT.
On July 11 Clifford B. Harmon attempted to

fly from the Mineola aviation field to Greenwich,

Conn., in competition for the Country Life trophy.

AERONAUTICS

At 5:49 the Gnome engine was got going after
much trouble, but the machine did not go a quar-
ter mile across the field before Harmon brought
it down again. Hamilton, who had returned to
Mineola from Atlantic City, suggested leaving off
the pontoons which had been affixed for use in
case of a forced descent in Long Island Sound.
‘This was done and a new start made at 6:14 :50,
but he flew no further than Roslyn, a distance
of 4 miles, passing over roads and trees and the
settlements of East Williston and Albertson Sta-
tion.

Stanley Y. Beach was practicing with his
Pleriot-typ2 machine at Lordship Park, Bridgeport.
intending to try to fly across the Sound to Long
Islecd. After several efforts the machine started
for the cliff, but Beach jumped out just in time

to save from going over with the machine. The
machine fell and was wrecked.
On July 12 Hamilton saw Russell fly for 20

minutes and then took Capt. Baldwin’s machine.
after weighting down the front end, and flew it
for 8 minutes. Russell then went out and flew
another 20 minutes.

ISRAEL LUDLOW BUILDING.

Israel Ludlow is building a biplane at Mineola
which he states will not infringe anyone’s pat-
ents. He claims it is a remarkable aeroplane,
with its new patented applications of controls and
promises it to be so stable that a man can take
his hands’ off the lever; that it is balanced so
well that it will find its own level and will keep
a level flight without attention on the part of
the operator. The machine is expected to be fin-
ished by the middle of August.

B. T. Babbitt Hyde is having a shed 70 by 40
ft. erected by C. O. Conklin for the housing of
his machine. John H. Tyson, Jr., has bought
Greeley Curtis’ Bleriot which he recently im-
ported, and it is to be flown by Louls Strang.

August, 2926

On the Aeronautical Society Grounds.

At the present time there are 13 machines on
the Aeronautical Society’s grounds. Those in
process of building, of the biplane type. are Miss
Todd, Messrs. Diefenbach, Talmage, Watson and
Stevenson, Mergatroyd, and Edick and Edwards:
of the monoplane type, Messrs. Godley, Walden De
Kilduchevsky, and Rosenbaum.

Creditable flights have been made by Joseph Sey-
mour and George Russell in their Curtiss machines.
Russell is using a 30 h. p. Harriman engine, and
speaks favorably of it.

Messrs. Edick and Edwards have had their Cur-
tiss type machine out and succeeded in getting it
off the ground several times for good distances. At
the present time they are changing the angle of
incidence of the planes and expect to have it in
the field in the very near future.

Messrs. Watson and Stevenson have had their
machine in the field with a 30 h. p. Harriman
motor. On June 26 Mr. Watson made an abrupt
ascent for 20 to 30 ft. and descended just as
abruptly, smashing the entire outrigging for the
elevator control. Mr. Watson was not hurt.

Frank Van Anden has had his machine out sev-
eral times in charge of Charles Nyquist, formerly
with Hamilton. At present Mr. Nyauist is keep-
ing the.machine on the ground until they get it
thoroughly balanced and he has learned to han-
dle it. The motor is a Harriman.

E. H. Skinner, manager of South Beach, Staten
Island, will soon be another addition to the flyers
at Mineola. He has a biplane of his own design.
fitted with an Elbridge “feather-weight’” 40-60 en-
gine, with which he has been making short flights
for several weeks past in the vicinity of South
Beach.

The Aeronautical Society is building a shelter
along one side of its 138-ft. shed, 30 ft. in width
to accommodate the machines which are without
protection except such as tents afford.

CONSTRUCTION AIDS XIV.

CHASSIS OF :
MAURICE FARATAN 5

“<a

oe

Next ~Month—Full Page Drawings Capt. T. S. Baldwin’s Biplane

ere

AERONAUTICS

August, 1910

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Aero Club of
America Formed.

National Council of the

The ‘‘National Council of the Aero Club of
America” was formed at the rooms of the Aero
Club of America on June 23, following the break-
up, through a shrewd political move on the part
of the Aero Club of America, of the intended
joint convention of the two organizations, the
American Aeronautical Association and the Aero-
nautic Federation of America.

Twenty-six clubs compose the council. These
are as follows: Aero Club of America, California,
Kansas City, Kansas State, Dayton Aeroplane,
Philadelphia (now extinct), Saratoga Springs, I[lli-
nois, Minneapolis, Utah, Springfield» Intercollegiate,
Harvard, Baltimore, Washington, Atlantic — City,
Dayton Aero Club, Pittsfield, New England, Canton,
Pasadena, Pennsylvania, Aeronautique of Chicago,
South Bend, Buffalo and Milwaukee.

An executive committee and officers were elected
to serve until the second Tuesday in December,
when a convention will be called in New York.

The executive committee and officers are as
follows:

Clifford B. Harmon (A. C. of America), chair-
man; W. -B. Strang (A. ©. of: Kansas City),
A. B. Lambert (A. C: of St. Louis), Dr. J. C. Eber-
hardt (Dayton Aeroplane Club), Dr. Albert F.
Zahm (A. C. of Washington); .Vice-Chairmen—
George "M. Myers (A. C. of Kansas City), Chas. J.
Glidden (A. C. of New England), James E. Plew
(A. C. of Illinois), John M. Satterfield (A. C. of
Buffalo), G. A. Richardson (Intercollegiate Asso-
ciation). Carl G. Fisher (A. C. of Indianapolis),
Arthur T. Atherholt (A. C. of Philadelphia).

Henry M. Neely was made chairman of the
contest committee, and Arthur T. Atherholt chair-
man of the press committee. Col. Jerome H. Joyce
was elected treasurer; Jerome Fanciulli, secretary,
and Geo. B. Harrison, field secretary. Harrison
later resigned.

By the terms of an agreement made between the
Council and the Aero Club of America, the A. C. A.
authorizes the organization of the ‘‘National Coun-
cil of the Aero Club of America” and the A. C. A.
is confirmed as the representative of the Inter-
national Federation; all matters relating to na-
tional affairs are to be referred to the Council,
to be composed of one member from each affiliated

club; the Council will construct an organization
on the basis of state representation: the chair-
man of the executive committee shall be named

by the A. C. A.; the matter of location of inter-
national contests after the year 1910 vested in the

N. C.; a committee shall be constituted by the
N. C. to deal with the question of sanctioning

national meets, providing the A. C. A. agrees it
will not make any agreements or contracts in
national relations without approval of the N. C.

SITUATION CURIOUS.

a curious one. As related
previously in AERONAUTICS, the need for a. na-
tional body was felt and in response to letters
signed by Hudson Maxim, president of the Aero-
nautical Society, sent out by Thomas A. Hill, a
large number of clubs signified their acknowledg-
ment of such need and in the course of events a
convention was planned at some central city at
which a really national body would be formed.
A temporary organization was formed wnder
the name Aeronautic Federation of America to
bring about this convention and to prepare drafts
and plans for the proposed national body.
Observing the apparent strength of this move-
ment, the Aero Club hastily called a meeting
of its affiliated clubs. The majority of the affiili-
ated clubs responding to the call. of the Aero
Club were disgusted, and then and there, on
May 23, formed the American Aeronautical Asso-
ciation. They found that the Aero Club was not
willing fo give them any yoice in the affairs of

The situation is

For Control of National Affairs

%
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52

tebobedeg

the Aero Club of America and its affiliated clubs,
and, as will be noted from the strong statement
issued at the time, the new body was clearly
against the policies of the Aero Club of America
as. exemplified in their action. :

Leaders. of both the Aeronautic Federation of
America and the American Aeronautic Association
immediately got together and planned a_ joint
convention to be held in New York, June 22.
Both organizations were to assemble in New York
as many delegates of the clubs as possible. Both
secretarics were to work in harmony and their
letters were to be of the same general character.
The Hotel Astor in New York was offered as a
meeting place and accepted. The A. A. A. was
advised that a meeting place had been secured,
but unfortunately a misunderstanding had occurred
and the A. A. A. letters had called the meeting
at the Waldorf. .

TO WORK IN HARMONY.

Previous to the June 22d meeting leaders in both these
organizations got together and it was planned
to call to order such delegates as assembled at
either of the hotels, and then adjourn to a com-:
mon meeting place. The A. Ff: A. was called to
order in accordance with the programme and ‘ad-
vised of the misunderstanding in regard to the
hotels and it was with common consent that the
meeting was adjourned and the delegates in. a
magnanimous spirit proceeded to. the Waldorf to
meet in joint convention. Z

A. F. A. DELHGATES SHUT OUT. ;

The delegates who happened to come from the
Astor experienced the greatest difficulty to being
admitted to voting powers in the convention. All
sorts of demands were made as to the form ‘of
credentials. Many credentials were ‘“‘lost’’ by the
credential committee. There seemed to be a plan
to keep these delegates out. It was also found
that one of the delegates who was not empowered
by his club to secede from afliliation with the Aero
Club of America at the time the A. A. A. was
formed, had sent out a day or two previous a great
number of telegrams advising that the meeting
place of the convention was at the Waldorf and
not the Astor, with the apparent intention of
stealing whatever delegates they might from the
ranks of the A. F. A. despite the tacit agreement
that both were working to the same end and in
perfect accord. In response to these telegrams,
many delegates who had been working with the
A. F. A. went to the Waldorf.

CONVENTION AT LAST DOWN 'TO BUSINESS.

The session was a very strenuous one, and
finally everything seemed to be working all right.
The delegates had all been admitted and péeace
had reigned for at least 30 minutes. The whole
day had been employed in seating the delegates
and the body was now ready for business. <A
motion was made and carried to adjourn for
dinner, to meet again at seven-thirty.

One of the members of the Aero Club of America
invited some of the delegates to dinner and a plan
was laid at this meeting to withdraw from the con-
vention at the evening session and retire to the
Aero Club of America. What mess of pottage the
Aero Club could offer in exchange for the birth-
right of the delegates is not apparent. At any
rate, the scheme worked.

When the meeting was called in the evening,
the presiding officer, Geo. M. Myers, of Kansas
City, asked Lee S. Burridge, former president of
the Aeronautical Society and one of the primé
movers in the A. F. A., to take the chair whilé
he was out temporarily. No sooner was the tem-
porary chairman ready to receive motions than the
delegate from the Pennsylvania Aero Club got upd
and withdrew his club from the convention. In
rapid succession one-half of the other delegates
followed suit, showing that the plan so suddenly
developed at the dinner had worked most suc-
cessfully,

AERONAUTICS

How men of self-respect could
methods as to place an innocent man in
curious predicament, is difficult to
It also developed at about the same time (through
the arrival of afternoon newspape s) thit a cor-
poration had been formed at Albany under the
name of the American Aeronautic Association, de-
spite the fact it was agreed between the leaders
2 month previous that even the name of the
proposed national body would be left to the joint
convention to select. This showed a premeditated

to such
such a
understand.

stoop

plan to steal the convention. Even some of the
lelegates who met atthe Hotel Astor. and who
had so much trouble in the morning in being
idmitted to the Waldorf meeting, deserted the
very ones who started the whole movement, and
which made a_ national body possible at this
rime.

The organizers of the. A. A. A. were frankly

jitter against the Aero Club of America and
yet they. joined hands with their enemy to the
lesertion of their own comrades.

WHERE [SHE N. C. OF A. C. A. AT?
AN officer of the National Council ef the Aevo
‘lub of America states that the Aero Club of
\merica is now but a local club on the same

tanding with the others, that the Council will see
o it that the club is kept in such position, that
n the future the Council will rule and that the
nly thing the Aero Club retains is its name and
ts international affiliation, that the A. CxAS As
equired to represent the National Council in
aternational matters and to carry out its mission
—that the A. C. A. is “down and out.”

On the other hand, it will be the chairman of
he National Council's executive committee that
s mamed by the Aero Club of America; the clubs
ow forming the N. C., it is said by the Aero

August, 1910

Club, are but affiliated clubs of the A. ©. A., com:
ing meekly into the fold after rebelling, and in
added numbers; and the <A. C. A. never had any
national control except over the old half-insurgent
affiliated clubs.

The one inference to be drawn from the situa-
tion is that the Aero Club of America has decia-
edly increased its strength by inducing the elubs

forming the National Council to become affiliated
under the name of the Aero Club of America
and by naming its own chairman. In return, the
A. C. A. allows the affiliated clubs now known
as the National Council of the Aero Club of
America to merely select the place of holding

any national event which may be won by a repre-
sentative of America.

THE A. F.. A. MADE PERMANENT.

., Those. who remained in convention after the
exodus inéluded the representatives of the aero
clubs of “Rochester, N: Y.; Florida, West Side
Y. M. C.-A., Canada, Amherst and Springfield,
Mass. ; Aeronautical Society of New York, Aero-
nautic Society of New Jersey, Philadciphia Aero-
nautical Recreation Society, the Y. M. CG. A.
Alumni Aeronautic Club, and the Southern Aero
Club. Subsequently the representative of the
aero clubs of Amherst and Springfield, Mass.,
withdrew and announced he would go with the
other organization. The following officers were
chosen by the Aeronautic Federation of America,
which organization was made permanent:
President, Hudson Maxim, New York, N. Y.:
vice-presidents, L. J. Seeley, Rochester, N. Y.:
George W. Clark, Jacksonville, Fla.; Dr. Thomas
EK. Eldridge, Philadelphia, Pa.; Wilbur R. Kim-
ball, New York, N. Y.; secretary, Thomas A. Hill,
New York, N. Y.; supervisor, Lee S. Burridge.

Bebeedeoeofondondnedecgooeofoofontoefocfeofeofonfonfectoofeofoofoafoafoefecfeofoofonfoufecfecfooge Geode ede fookeojechoofoofenzectorte che afe fo hohe oz ofoofoafecforfoogoctocfoafe

: Second Annual Aero Show of the Pacific Aero Club

-
By~ Cleve T. Shaffer :
ede tebe bbe belted dele ebeeteobeletesbbdetedeboedobedeobebedobdedobebebeeedeeaget

The second annual aeronautie exhibition of the
acific Aero Club from May 19 to 21, inclusive, at
ie Auditorium, San Francisco, was a great suc-
sss from an exhibition standpoint, the variety of
achines giving a liberal education in aeronautics.
0 one who had seen the first exhibition of the
ub, it gave a startling idea of the marvelous
‘ogress in the science in less than a year, and the
emendous increase in public interest. At the
‘st show there were but two comparatively crude
achines—the latest show filled the hall and even

truded upon the model flying area, several of
e model fiyers, disobeying their rudders, flew

to the big machines like angry hornets and tore
ots in their fabric.

Two of the large aeroplanes exhibited had ac-
ally flown and attracted a large amount of in-
rest on that account. “They were the Curtiss-
erring of Whipple Hall of the Pacific Aero Club
d the beautiful large monoplane of George
rose of the Pacific Aero Club. The latter has
t made extended flights. but is reported to have
vared the ground for a short distance.

The exhibits composed four full-sized aero-
ines (three monoplanes and one biplane), a bal-
m, a dirigible, gliders, models, kites innumer-
le, propellers, supplies and aeronautie acces-
ries and a United States signal corps portable
reless set.

A novelty on the Curtiss was the
n of each end of the upper planes, as shown
photo. This was an iden of Mr. Hall’s; he
ims that the additional surface (30 ft.) permits
much slower speed in rising. The short beams
wing bars fit into the end sockets and a bracket

5-ft. exten-

“Demoiselle” monoplane, also exhib-
J Loose, was the hit of the show, its
11 proportions being somewhat startling to the
itor. The body (not imported) was equipped
Loose with an extra pair of skids at the
r of the planes. Power plant: A 4-cylinder
1 engine of 85 h. p., 138 lbs., driving a Coffin
rabolel’’ propeller, a small Curtiss type radi-

53

ator was placed at rear of motor, both being
mounted on the single upper member of the tri-
angular body, the motor being also guyed to the
lateral wing bars. Dimensions and control similar
to the original ‘Demoiselle’ with the exception
of lateral control, in which the Vendome front
flaps are used. Single surface cloth tacked on
with tape. Lateral beams underneath as in the
Curtiss and Pfitzner.

On the whole, the machine lacked the finish and

careful attention that characterized the large
monoplane built by Mr. Loose himself. The latter
machine was exhibited without the motor. Its
beautiful lines were admired by everyone. This

was shown in the July issue.

An “all-steel’” monoplane was exhibited by A.
Soring, the ribs even being of small tubing. Sur-
face, 240 ft. Weight, 200 lbs. without power plant,
cloth or operator. Three-wheeled chassis, rear
rudder turning with rear wheel, which also car-
ries a supplementary surtace, to the rear diagonal
edges of which are attached the two separate flaps
of the elevator. Lateral control by ailerons. One
lever control.

A most curious oddity was the exhibit of Israel
Baylis; it might appropriately be termed the para-

dox of the show. Whereas all other exhibitors
seeked to eliminate weight, in this case weight
was a desirable factor. The model (see photo),

about 2% ft. square, weighs 60 lbs. and has two
wagon springs fixed to the base, between the ends
of which (one on each side) is pivoted a heavy
pendulum. This is to be driven, at a high speed,
by gears and chains from the motor. The in-
ventor claims that a reaction of the machine from

the rapid pendulum blows on the spring ends,
which cause it to lift. }
President J. C. Irvine of the Pacific Aero Club

exhibited his battle-scarred balloon, “Queen of the
Pacific.” Capt. P. A. Van Tassel was early on
the scene with a new 8,000-ft. dirigible, 14 ft.
diameter by 63 ft. long.

Gliders were exhibited by William Kreling,
Ohrt Bros., M. Gunzendorfer and J. Musser, C,

AERONAUTICS August, 191

TING OF Pantr wearer

Demoiselle Built By Geo. H. Loose.

Gray and E. Speyer, R. Hughson and L. Schultz, had a large exhibit of aero supplies, includin
and the Shaffer Aero Manufacturing and Sup- gliders, wheels, tires, propellers, wire, laminate
ply Co. ribs, tanks, etc. The AmRONAUTICS stand by tk

Kites, including a Philippine war kite, used as above company was visited by many of its wester
a target at 600 metres, were displayed at one end friends.

of the hall, while at the other were the large The Pacifie Aero Club reception room and boot
number of models. Several of the well- know: n were well crowded; many new members hay
‘“yarabolel”’ propellers were exhibited by A. Coffin. jeined since the show

The Pacific Aeroplane and Supply Co. exhibited William Kreling won the glider cup. His glide
several samples of fine work in wing construc- was a beautiful machine ‘‘de luxe.”
tion. Model contest winners were Waldo C. Brow

The Shaffer Aero Manufacturing and Supply Co. Fred Hotehner and Harold Willots.

ners Re ES

Shaffer Aero Mis & Supply Coy
GLIDERS .AERO SUNDRIES “AERONAUTICS
WHITEHEAD MOTORS. SAO MAGATINE

ny BE cH
res

ITEMERD
MOTOR ky

Aeronautic Calendar for U. S. Sept. 19-24—Detroit, Mich., Wright exhibitio
flights.
Sept. 26-30—Trenton, N. J., exhibition fligh’

July 9-16—Toronto, Can., aviation meet.
July 16-17—Grand Rapids, Mich., J. C. Mars.

July 16-17—Decatur, Tll., Chas. F. Willard. by Went aviators.

July 23-28—Omaha, Neb., G..H. Curtiss, @-* Oct. 1-8—Springfield, Ill., exhibition flights |
Wetecd, J. C. Mars, M¢ Gurd Y, El eX Wright aviators.

Aug. 68—Pittsburg, P fars,~ Oct. 3-8-—Sedalia, Mo., exhibition flights f
Wright SS CIRT GRRE. (ORE ‘Neb., exhibition flights bj Oct. 8-18—St. Louis, Mo., Aero Show.

Sept. 5-10—Hamline, Minn., exhibition flights by Oct. 15-23—Mineola, N. Y., Gordon Bennett ai
Wright aviators. : : other aviation contests.

Sept. 12-16—Milwaukee, Wis.,/ exhibition with Oct. 17—St. Louis, Mo., Gordon Bennett balloo
one Wright machine. race.

Sept. 17—Indianapolis, Ind., elimination race Dec. 1-8—Chicago, Ill., aeronautical exhibitio
for Gordon Bennett balloon race._ > t of A. C, of Tllinois,

54

AERONAUTICS

BLOODY DLOOHOO OO HOOLHOOO
Chronology of Fo:-
selgn Happenings ::

GOOOQOOOOOOOOGHOOOHHHOHOOHOHOOHOOOOOOO

DOOGOOOOOHHS
©OODOOOOOOEO

e
+

June 3. Marcel Hanriot, aged 15, flew a Han-

riot monoplane cross-country, Betheny to Mour-
melon, 35 kil.

June 5. Capt. Burgeat, "rench military ftyer,
using an antoinette, flew 1 hr. 5 m. at Mour-

melon and over surrounding country.
S71 MILES FLOWN IN THREE DAYS.

June 6. The Anjou meeting closed this day. The
total distance flown by six aviators was 1,403.4
kils. (871.5 miles). Sommer machines first and
second; Farmans third and fourth; Bleriots fifth
and sixth. (Cvreatest distance flown without stop:
Martinet (H. Farman), 168.2 kil.; Paillette (Som-
mer), 125.9 kil.; Dickson (H. Farman), 98.7 kil.;
Legagneux (Sommer), 97.8 kil.; Aubrun (Bleriot),
31.3 kil. $8,800 in prizes divided. Martinet (H.

Farman) won Angers-Saumur cross-country race
(42 kil.) in 31 m. 35 s. (49.5 m. p. h.).

June 7. Marcel Hanriot flew back to Betheny
accompanied by M. Niel in a Voisin, and Lieut.
Hequent and Capt. Marconnet in a Farman. ‘The
first two landed at Betheny, while the other, ,bear-
ing the officers, went on, over Rheims and back to
Chalons, covering 98 kil. in 1 hr. 387 min.

June 8. Leon Morane (modified Bleriot XI
fitted for two people) flew cross-country, Issy to
Toury, with stop at Etampes, 93 kil., in 72 mins.
flying time.

Verstraten (Sommer) carried a passenger for 55
mins.

June 9. Lieut. Bellenger flew a H. Farman 1
hr. Mourme!on.

WORLD CROSS-COUNTRY 2-MAN DURATION AND DIS-
TANCE RECORDS.

June 9. Capt. Marconnet and Lieut. Fequent,
two military pupils using H. Farman machines,
flew from Chalons to Vincennes, 160 kil., time
2 hr. 30 m. With oil and gas the weight carried
was 462 pounds. Capt. Marconnet held the map
and took photos.

June 10. Dubonnet (Tellier)
Juvisy track.

flew 120 kil. at

2-MAN MONOPLANE RECORD.

(Bleriot) beat the
record, flying in a

June il. Leon Morane
world’s monoplane passenger
circle over Toury for 1 :30 :00.

June 11. At Juvisy meet, Dubonnet flew 65.56
kil. in 1:14:00; Didier (H. Farman), 57.8 kil. in
1:04 :00.

TWO-HOUR FLIGHT.

June 11. Budapest meeting closed. Total time
10 machines flew, 50 h. 16 m. 48 s., and still
other machines flew not entered for duration

This time runs from more than 12 hrs.
(H-] Harman)- to. 2 hus.’ for
Mme. de la Roche. Longest flight without landing
prizes awarded as follows: Wagner (Hanriot),
2:03:46; Illner (Etrich), 1:45:40; N. Kinet (H.
Farman), 1:44:50; Wachalowski (H. Farman),
1:13:29. The greatest distance in one flight was
137 kil. by Wagner. :

prizes.
for Nicholas Kinet

June 12. Capt. Marie (H. Farman) flew for
1:10:00 and 1:05:00 on the same day.
June 19. The German Clouth airship sailed

from Cologne over the French and Belgian fron-
tiers unnoticed, landing at Etterbeck, near Brus-

sels, Belgium. The distance covered was about
125 miles and the duration 5 h. 20 m. }
June 20. Labouchere (Antoinette) flew from

Mourmelon to Betheny. Recently while carrying
a companion, at Chalons, Labouchere proposed a
drink and proceeded to fly to a cafe at Mour-
melon. Served, the return was made to the
amp.

August, IQIO

Passenger car of the “Deutschland” Airship

Sommer has delivered his first military aero-
plane to the French army after a demonstration
flight of -2):10::00.

PASSENGER AIRSHIP MAKES LONG TRIP.

June 20. Leaving Friedrichschafen the new
aerial liner “Deutschland” (Zeppelin VII.) sailed

to Dusseldorf, a distance of about 311 miles, the
trip lasting 9 hours. Count Zeppelin was in com-
mand, and there were a dozen others on board.
The new Zeppelin is similar to its recent prede-
cessors, except that there is an inclosed gangway
connecting the two cars and between them is the
compartment for passengers. The walls are of
mahogany covered aluminum and the furniture
consists of wicker chairs. The length is 148 m.
(485 ft.) and 14 m. in diam. The capacity is
19,000 cu. meters.

June 21. Tabgteau (M. Farman) flew 1:14:00
at Bue, covering about 108 kil. over nearby towns.

June 23. Lieut Fequent flew from Issy to Vin-/
eennes on his H. Farman.

June 24. The ‘Deutschland’ undertook its firste.\ |
regular passenger trip, with a crew of 12 and 20\S :
passengers. Three hours were spent cruising * *

During part of the time there
but the elements seemed [to

around Dusseldorf.
was wind and rain,
have no bad effect.

A WEEK.

bo

775 MILES FLOWN IN

June 25. Rouen meeting closed. The total mile-

age flown was 2775 miles (4469 kil.) divided
among various machines as follows: H. Farman
1095, Bleriot 900, Antoinette 713, Tellier 507,

Hanriot 489, Demoiselle 261, Sommer 411, Breguet
36, Voisin 57 kils; $30,654 distributed in prizes.
The greatest total of flights by one man was 464
miles, by Bertram Dickson. The longest distance
flown without stop was by Dickson (H. Farman),
141 kil., in 2:27 :44.

AIRSHIP ‘‘DEUTSCHLAND’’ DESTROYED.
June 28. The Deutschland, carrying a crew of
12 and 21 passengers, left Dusseldorf for a 3-

One of the propellers stopped after 2

hour trip. Finding it
indin

hours, and a storm rapidly came up.

55

WN

AERONAUTICS

impossible to reach Munster, Osnabruck was made
for, but as the ship had been in the air 9- hours,
the gasoline supply gave out, and left the vessel
at the merey of the storm. It finally settled down
on the trees of a forest, and the passengers es-
caped with their lives.

June 29. Lieut. Savoia made a cross country
flight of 40 miles from Centocelle, Italy, and the
day following one of 22 miles in his H. Farman.

June 30. S. F. Cody tested his new biplane.
The twin propeller system has been abandoned.
Two engines have been fitted to drive a _ single
propeller. Either can be operated individually.
After making two circuits of Laffan Plain a gust
of wind caused the machine to fall, and Cody
was pinned unconscious in the wreckage. ‘The
two engines are of the 50 h. p. 4-cyl. Green type.

Jiuine 380. Labouchere (Antoinette) and C. L.
Wachter, (Antoinette) flew from Mourmelon to
Betheny for the meeting there.

July 2. The Wolverhampton, England, meet
closed. Grahame-White (Farman) was longest in
the air in) one Micht,. 1315-3831. DD. Le Gibbs

(Farman) second with 1:15:55.
$5,000,000 FOR AVIATION.
July 2. The Italian Chamber of Deputies has
granted about $5,000,000 for construction and
maintenance of aeroplanes and airships.

FRENCH ENTRIES FOR INTERNATIONAL.

3-10. Seventy-six entries in the Rheims
meeting. Monoplanes entered, 29: Leblane,
Latham and Labouchere were picked to represent
France in the international at Mineola, L. I. In
Leblane’s flight he broke the 5, 10, 50, 60, 7Q, SO
and 90 kil. speed record.

July

BARONESS MEETS WITH ACCIDENT.

July 8. Baroness de la Roche met with an
accident at the Rheims meet, suffering severe in-
juries. She had apparently become unnerved by
the close passing of two other aeroplanes. One
of the passing aeroplanes flew directly over her,
and it is thought that the draft from its pro-
peller made trouble for the baroness.

GRAHAME-WHITE FLIES 90 M.

July 11. Grahame-White flew a distance of
90% miles in to the Bournemouth aviation grounds
where a meet was in progress, in 2 hours 35 min-
utes. On July 7 he started from London to make
the entire distance, but an accident compelled him
to land after going but a short distance.

CROSS COUNTRY.

BRITISH ALTITUDE RECORD.

J. A. Drexel made two ascents on July 11 at
the Bournemouth meet of 1950 and 2493 feet alti-
tude in his: Bleriot. On June 20 he went up to
1070 feet.

New Prizes Abroad.

The London Daily Mail has announced the con-
ditions for its new $50,000 prize. The contest is
open to the entire world, to be held the second
week of July, 1911. The winner will be he who
starts from a fixed point near London and com-
pletes a 1,000 mile course laid out over various
cities in England and Scotland, and making a
complete tour of Great Britain.

The Automobile Club of France offers a $30,000
“Grand Prize’ for an aeroplane flight from Paris
to Brussels and return, divided between the three
who cover the course in the fastest time before
January 1, 1911, the machine to carry two people.
or two with ballast enough to make up a weight
of 150 kgs. Must be made within 36 hours, start-
ing from Issy. One descent at Brussels is obli-
gatory. To take not more than 8 hours.

$10,000 is offered for dirigibles over a course
Paris to Rheims and back, given to the pilot
making the best time before January 1, 1911.

Start and finish at Vincennes. One descent obli-
gatory at Rheims, where an extra passenger must
be taken up of a weight of 75 kgs. Duration of
landing counts as part of the time.

56

August, T1010

M. Lazare Weiller, who was connected with the
French Wright Syndicate, has offered the War
Minister of France a $5,000 prize for a dispatch
carrying competition between military aviators,
carrying a passenger.

The H. Farman instruction biplane covers prae-
tically every day a total distance of 200 kils. with
two on board.

AEROPLANE RISES FROM WATER.

_ Henri Fabre, with a monoplane of 50 h. p.,,
Gnome engine, mounted on 8 hydrocurves, has
been able to fiy a distance of 5 kils., rising and
alighting on the water. The speed attained was
100 k. p. h. The speed is 14 m.

One hundred and eleven

received licenses

aviation pilots here
from the Aero Club of France.
These are divided among various makers of ma-
chines, as follows: (Mme. de la Roche is the
sole woman pilot.)

Bleriot 24); Curtiss 2; R. WW. Py 1; Ho Karman
30; Voisin 15; M. Farman 1; Wright 10; Antoin-
ette 9; Demoiselle 2; Sommer 4; Hanriot 2; Tel-
lier 1; Nieuport 1; Breguet 1; Sanchez-Besa 1;
Goupy 1; Unnamed 6.

Aeroplane and Airship Casualties.
VICTIM OF HIS OWN COURAGE.
June 18. Thaddeus, Robl, who learned to fly a

Farman, was killed at Stettin, Germany. The wind
was blowing and no aviator would fly. The crowd
became angered, and called for Robl, who at-

tempted a flight. Uescending trom a height of 200
feet, a gust caught him and he was buried under
the wreckage, with his neck broken. He expired
in a few moments.

WACHTER’S JEROPLANE FALLS.
At the Sacer an aviation meet at Rheims,
July 3, Chas. Louis Wachter met his death in an
Antoinette aeroplane. The wings seemed to ttld
up, letting the machine drop without resistance to
the ground from a considerable height.

Oscar Erbsloh

DIRIGIBLH EXPLODES.
On July 138, Oscar Erbsloh, the winner of the
Bennett balloon cup at St. Louis. 1907, with four
companions fell from the non-rigid dirigible ‘“Erbs-

AERONAUTICS

loh’” when it was at a height of over 900 feet.
The cause is stated to be the bursting of one of the
ballonets. It is thought possible that the expan-
sion of the gas at the high altitude caused the
bag to burst.

The airship had a cubic volume of 2900 cubic
meters, was 53.2 meters long and 10 m. diam.,
driven by a 125 h. p. Benz motor. The speed was
29 m. p. h. and could carry 6 people. The pro-

peller was forward, of 2 blades, and 4.5 meters
diam. é :
DEAT F ROLLS.

The Hon. C. S met with his death at

Bournemouth, Eng.} 12, while flying his Short-
Wright machine in a contest for landing nearest
to a predetermined spot. Just what happened it
is impossible to determine at this moment. The
motor had been shut down previous to the glide
down. ——

The Hon. C. S. Rolls, son of Lord and
Llangattock, has been one of the foremost in

Lady
aero-

THE NEW FARMAN M

August, 1910

nautic sport.

i When the automobile came jnto
being he

yas an ardent supporter, winning several
races. He has made more than a hundred balloon
ascents, and last ,year took up the aeroplane.
Recently he jumped to. the front with hour flights
and more, crossing the English Channel and re-
turning without stop.

OTHER DEATHS IN POWER MACHINES.

ress

_ Sept. 17, 1908, Lieut. T. E. Selfridge, at Wash-
ington.
Sept. 7, 1909, E. Lefebvre, Juvisy, France.
Sept. 22, Louis Ferber, Boulogne; France.
Dec. 6, A. Fernandez, Nice, France.

Jan. 4, 1910.’ Leon Delagrange, Bordeaux
France. ;
Apr. 2, Hubert Leblon, San Sebastian, Spain.

May 13, Hauvette Michelin, Lyons, France.
June 18. Thad. Robl, Stettin, Germany. a
July 3, C. L. Wachter, Rheims, France.
——, Zosely, Budapest. ac {
alee ADAG eet RGN ae

Re I

a new

has begun trials with <
23.6 ft., depth 6 ft. 6

Henry Farman
monoplane. The spread is
in.; the tail measurements are 9 ft. 10 in. by
3 ft. 8 in., and the overall length of the machine
is 26 ft: 2 in. The supporting surface is practic-
ally 190 sq. ft. So far as can be gathered from
examination, the wing curvature is the same as for
the standard biplanes. The tail is 9.8 ft. by 3.28
ft. The total weight of the new machine is given
as 660 Ibs.

Lateral stability is secured by two ailerons of
the familiar Farman type. The Farman is the
only successful French monoplane employing aile-
rons, the Antoinette having abandoned them in
favor of flexing the wing, Bleriot, Tellier and Han-
riot never having employed them. The horizontal
tail member has one half of its surface fixed
and the rear portion hinged to form an elevator.
On the more recent biplanes the extremity of the
upper tail member has been made pivotable, to
operate in conjunction with the front elevation
rudder, but this movable surface was only about
one quarter of the whole; on the monoplane it is
half the depth of the plane. The rudder is
mounted entirely above the horizontal plane, and
had ahead of it a triangular shaped pin.

The fuselage is a triangular structure united at
the forward end by steel girder work in the form
of a cross. the center of which serves to receive
the mounting of the fixed shaft of the Gnome
motor. The four main frame members are united
by suitable stanchions, and trussed with piano
wire; they are not united at the rear. The wings
are not mounted directly on the fuselage, but are
earried almost two feet above it. This places the
pilot,:the motor, and the petrol and oil tanks on a

lower plane than the bearing surface. <A trian-
gular structure receives the wings, and at the
same time serves for the attachment of the run-

ning gear.
At right angles to the longitudinal frame mem-
bers are two vertical members, attached to the

~

oO

Ef

Photo by Edwin Levick, N. Y.

steel girder work on the fore end of the fuselage,
and mounting above the level of the wing and
descending considerably below the level of the
frame. From the lowest point of these two “up-
rights are two similar members inclined towards
the rear, attached to the two longitudinal members
of the fuselage, and receiving on their upper ex-
tremities the rear transverse girder of the wing.
This, as can readily be seen from the illustration,

forms a triangle—or really two triangles, one at
each side of the fuselage—the apex of which is
near the ground, and receives the axle of the
running wheels and the base above the main
plane.

The rear plane is mounted directly on the fusel-
age, with the hinged portion overhanging in order

to allow free movement. The rudder and fin are
mounted above the fuselage, and consequently
above the horizontal plane. There are neither

shock absorbers or skids, the aeroplane starting on
two small diameter pneumatic-tired wheels mount-
ed on a steel axle passing through the points of
the two triangles already described. Towards the
rear of the aeroplane is a simple type of skid to
prevent the tail from trailing on the ground. ‘The
pilot’s position is within the fuselage, just to the
rear of and below the level of the wing.

The fuselage is not encased. The motor, of
course, is in the usual position ahead, overhang-
ing the extremity of the fuselage. It is the stand-

ard type of Gnome, with a two-bladed Chauviere

propeller. Placed below the level of the wings,
the pilot has the advantage of being able more
correctly to estimate his distances for landing

than is possible when carried slightly above the
wing level. Further, this advantage is gained
without any loss of protective material in case of

a rouech handling, there still being the motor and
half the length of the fuselage ahead, the wings
on each side, and the running gear below, to
take the shock before the pilot can be reached.

The machine’s first appearance in competition will
be interesting.

ONOPLANE

$2

1S | ae

A

AERONAUTICS

International Aviation Tournament at
Mineola.

The national and international aviation meet-
ing for 1910 will be held near Mineola, L. L.,
about one mile east of the present aviation field,
beginning Oct. 15 and closing Oct. 23. The inter-
national speed contest for the Gordon Bennett
trophy will take place on Oct. 22.

For this contest there will be at least 11 com-
petitors—three from France, three from England,
one from Italy and three from America. Hlimina-
tion races for the selection of the French team
were held in Rheims, July 5, when Latham, Le-
blane and Labouchere were chosen. Latham uses
an Antoinette and the other two Bleriots.

Grouped about the international speed champion-
ship contest will be an interesting program of
events, including many novelties and extraordinary
feats for aeroplanes. This program is now being
arranged, and will be announced as soon as pos-
sible. Cash prizes amounting to about $50,000 will
be awarded for the most important achievements,
with several special prizes for other events.

Contracts are soon to be awarded for the build-
ing of the grand stands, aerodromes, etc., and
the field, two and one-half miles in length by
one mile in width, is now being put in proper
shape.

In addition to the regular challengers for the
international trophy, it is expected that a large
number of foreign and American aviators will take
part in the general program. Inquiries have al-
ready been received from many European aviators,
and no doubt many machines will actually fly over
the course during the meet. It has not yet been
determined who the American cup defenders will
be, but it is expected that Glenn H. Curtiss, win-

ner of the trophy last year, will be one of the
three.
Lawrence L. Gillespie of the Aero Club of

America, chairman of the subscribers’ committee,
reports good progress in raising the $250,000 neces-
sary to finance the meeting. The committee has
appointed Gage E. Tarbell as general manager and
Byron R. Newton as assistant manager, with offices
at 320 Fifth Ave. Announcement of the prizes
and program will soon be made.

Aviation Treaty Between Mexico and the
United States First of Its Kind.

By E. L. Ramsey.

HE Foreign Office confirms the statement that
negotiations are under way for the celebra-
tion of a treaty between Mexico and the

United States for the purpose of regulating aerial
traffic over the border line of the two countries
with the special view of preventing smuggling.

So within a short time it will be illegal for an
American to visit Mexico in an aeroplane or dirig-

ible balloon, because it would violate the treaty
which is being negotiated between the United
States and Mexico.

Charles K. Hamilton has already crossed the

Rio Grande at Ciudad Juarez and El] Paso in an
aeroplane, and the long flights that are now being
made are sufficient notice that such events will
not be remarkable in the future. This makes it
necessary for the two governments to extend the
provisions of their treaties regarding immigra-
tion and the collection of customs duties so that
inspections may be made in the interior as well
as on the border.

The officials of the State Department have made
many favorable comments on the advantages to
be derived from such a treaty.

58

August, 1070

AMERICANS 10 FLY IN MEXICO NEXT FALL.

Joseph Hidalgo and Sparks M. Berry, of Los
Angeles, have made proposals to take part
in the centennial celebrations in Mexico City this
fall. They propose to bring a number of aero-
planes, with expert aviators, dirigible balloons and
several aerostats. This has given rise to new
hopes on the part of Governor De Landa y Es-
eandon of the Federal District to make this one
ot the drawing cards of the event.

The matter will be discussed by the national
centennial committee, of which Mr. Landa y KEs-
candon is the president, at the next meeting, and
no reply will be given to either of the proposals
until then.

Terms of Chicago-New York Flight An-
nounced.

Dates have been set for the contest to be held
under the auspices of the New York Jimes and the
Chicago Hvening Post from Chicago to New York
tor a prize of $25,000. ‘The race will start Uc-
tober 8 from the Windy City.

A resume of the conditions follows: Entries
may be made at any time after publication of the
terms. There must be at least three competitors
or no race. The start shall be 10 o'clock a. m.,
or as soon thereafter as may be, and shall be
simultaneous, if possible. In case of bad weather,
the start may be postponed from day to day until
Oct. 15. Each entered machine must be in Chi-
cago by Oct. 3 and give daily trial flights until
start. The race must be finished within 168
hours from the start. Stops unlimited. Each en-
trant must have a verified record ot one hour's
continuous flight in Chicago between Oct. 3 and 8.
Repairs may be made en route, but aviators must
finish in the same machines they make the start.
It the start is simultaneous, the tirst machine that
reaches the finish within the rules will be ad-
judged winner, but in case the entrants start at
intervals, due allowance will be made. A flight of
equal or of greater length than the proposed course,
prior to the race in this country, shall serve to
invalidate its terms. The promoters of the event
reserve the right to delegate the management of
the affair to a recognized aeronautical society if
such a course is deemed advisable.

ae

Public school 77 of New York celebrated a
“safe and sane’ Fourth by having a free balloon
ascension in addition to kite contests. It was not
intended to be of the free variety, but the bag
took charge of itself and sailed over to Mas-
peth, L. I.

An 18-ft. balloon was furnished by A. Leo
Stevens and a generating plant was installed in
the Central Park yard at 97th St. After infla-
tion was complete, the balloon was guided over
and under trees in a brisk breeze, up Highth Ave.
to 106th St., sustaining small holes in the journey.
These were patched up, and the balloon, decorated
with flags, was sent up at the end of a 2,000-ft.
rope. In pulling the balloon down in the late
afternoon, the rope broke and the balloon slowly
went out of sight. Not being quite full, there
was ample opportunity for the gas to expand.
When found, it showed signs of having burst
at a great altitude.

Clifton O’Brien of the Pacific Aero Club is
flying a Farman type biplane with a 60 kh. p. Hall
engine.

AERONAUTICS

St. Louis Aero Show.

That exhibits of complete aeroplanes and motol's
built expressly for aerial use will be the feature
of the St. Louis National Aero Show, in the
Coliseum, Oct. 8 to 13, is now assured by con-
tracts for floor space which have been made by
several well-known concerns, among them the
agents for the Gnome motor, to which Paulhan
and Farman attribute much of their success.

Complete aeroplanes and a new aero motor will
be shown by the Aerial Navigation Co. of Girard,
Kans. This concern has already completed three
machines of the same type, which are reported to
have been sold, and has now constructed three
more.

The Aeromotion Co. of America (St. Louis) has
taken space in which to exhibit the Grome motor,

and has reserved additional room for exhibiting
two types of toreign-made aeroplanes for the

agency of which they have about completed nego-
tiations. Mare Seguin of the Aeromotion Co.
cabled to the French house of Gnome motors betore
taking space and learned that the company could
furnish a motor for exhibition at the time or the
show. It will probably be the first Gnome motor
shown in St. Louis.

Another type of rotary motor, whica works upon
practically the same principle as the rrench-made
Gnome, will be exhibited by the nolmes Rotary
Motor Co. of Denver, Colo. ‘The Western Oil
Pump and ‘tank Co. (St. Louis) has taken space,
and will exhibit its regular line of ianks and self-
measuring pumps, but in addition to this, it is
rumored that this company will show something
novel in the way of an aerial accessory which will
be of considerable importance to airmen.

The Aeronautic Supply Co., which has just
opened a store on Olive St. in the heart of the
automobile district, will be another St. Louis ex-
hibitor, showing practically everything for the
construction of complete planes as well as the fin-
ished machines. ‘This concern has already placed
St. Louis in an important position as far as the
aeronautic industry is concerned. It was the first
aeronautic supply house in America, and it is said
that its present number of clients is 3,000 people,
embracing the entire country, Canada and Mexico.

The eight or ten airmen about to take part in
the novice meet of the Aero Club of St. Louis are
very much interested in the coming aero show,
and have expressed their intentions to have ex-
hibits there, provided they are successful in their
work this summer.

Hamilton Tries Two Cycle Engines.

Charles K. Hamilton, who has split with Cur-
tiss, has borrowed for temporary use the Curtiss
type aeroplane built by Fred Shneider for G. EB.
DeLong of the Elbridge Engine Co. of Rochesier,
and expects to use it in demonstration flights at

Mineola until his own high-powered racing ma-
chine is completed, which will probably be the

first part of August. The De Long machine is
equipped with an Elbridge two-cycle 40-60 h. p.
engine, Bosch magneto and Requa-Gibson pro-
peller, El Arco radiator and Hartford tires. ‘This
is the same machine which Dr. Greene flew at
Rochester.

Cc. W. Bennett, who was associated with Messrs.
|) Wilcox. McDonald and Carruthers in getting up
the Montreal meet, has disposed of his interests
and has joined hands with the Aviation Co. of
Canada.

The Aviation Co. of Canada has been organ-
ize@ with offices at 291 St. Catherine St., Mon-
treal, with the primary object of promoting so-
called ‘meets,’ supplying fairs, etc., and has
secured representation in the maritime provinces
and the west.

John McGovern on June 17 delivered a panegyric
an hour and a half in length, entitled “The United
Brethren, Wilbur and Orville,’ at the Press Club
of Chicago.

59

August, 1910

Rules for $15,000 Prize.

rules for the Edwin Gould $15,000 prize
been formulated, and are, in short, as fol-

The
have
lows:

For the most perfect and practicable flyer
designed and demonstrated in this country,
having two or move power plants, capable
of working independently or in conjunction.
Vile complete specifications and drawings
with contest committee, Scientific American,
361 Broadway, New York, on or before June
1, 1911. Contest takes place July 4, 1911,
and following days. Two machines must
enter or no award. =

Before competing, applicant must have
made flight at least one hour, using but one
power plant,.and must also in same flight
drive engines alternately and together. Open
to any gasless apparatus. No entry fee.
Location of place of trial to be announced
about June 1, 1911.

Kite Contests at Mineola.

Edward Durant is directing kite flying and
model contests every Saturday at Mineola. Two
score boys started the first of the series on July
4th for a cup offered by Mr. Durant. At the end
of an hour many of the kites had escaped and
the contest was brought to a close. The three
prizes went to Frank Krug, John Kinsella and
Carl Morehouse respectively.

Pennsylvania Club Has Grounds.

The Pennsylvania Aero Club is building six
sheds at Clementon, N. J. Edward Augsberger is
working on his machine in one shed, the Lesh

aeroplane belonging to Herbert Hazzard is another
and Louis Bergdoll who bought a Bleriot some
time ago will probably use another shed. A meet
is in anticipation for the Fall.

Armour Institute’s Aero Course.

The rapid development of aerial navigation has
led the Armour Institute of Technology to offer
instruction in the more important branches of
this subject. The object of the course is to pre-
pare students for experimental and practical work
in aeronautics.

The elements of what is known of the scientific
principles upon which the art of flying is based
are taught. Students are made acquainted with
the work and results of the principal experiment-
ers; and also with the methods of construction
now used in successful air ships and aeroplanes,
including motors. These courses are elective and
open to Juniors and Seniors of all departments.

The subjects of instruction are:

ABRODYNAMICS.

The work in this subject includes the study of
fluid resistance, stream line forms, the economics
of flight, the theory and efficiency of the screw
propeller, and experimental aerodynamics. Pub-
lished accounts of experiments, including the latest
available, are drawn upon for data on which to

base mathematical studies of the problems of
flight. : ‘ d
Text-book: Lancaster, Aerial Flight, Vol. I.

Aerodynamics, supplemented with lectures.
Two hours per week during the second semester
of the Junior year.

ARRONAUTICAL DESIGNING.

The studies include the stresses in the principal
types of balloons, air ships, and aeroplanes now
in use: and the designing and detailing of these
structures.

Lectures with problems assigned for solution
by the students. , /

Two hours per week during the first semester of
the Senior year.

GAS ENGINES.
Elementary theory, construction, and practical
working of light weight gas engines.
Two hours per week during the second semester
of the Senior year.

AERONAUTICS

Death of A. L. Pfitzner.

A. L. Pfitzner, who was employed by G. H. Cur-
tiss to design the present 4-cylinder Curtiss engine,
then building and flying a monoplane of his own
and later experimenting with the Burgess aero-
plane at Marblehead, Mass., on July 12, went out
in a boat and shot himself, falling into the water.
The boat was found adrift. In it was his hat
and coat and a note asking the finder of the boat
to return it to its owner. The reason for his act
is thought to be despondency. His loss is keenly
felt by all those who knew him.

Mr. Pfitzner had been fairly successful in flying
the Burgess aeroplane, and had made numerous
flights on his own machine, as recorded in AERO-
NAUTICS. On July 9 he made a flight of about 35
miles. When directly over the river at Plum
Island, where all of the flights are being made
with the Burgess machine, a gust of wind hit the
machine and both the aviator and the aeroplane
landed in the water.

On July 8 he made a flight of a couple of miles
and then landed, due to the overheating of the
engine.

Meets Death in Glider.

Speyer, of San Francisco, Calif., a
who with his “pal,’ Carlton
Gray, had built a biplane glider, was killed on
June 1 during his first experience at gliding,
while towed by an automobile. Evidently fright-
ened by the speed and a contrary gust of wind,
he turned his front rudder down and the machine
hit the ground and turned a somersault, breaking
the boy’s ribs and resulting in his death a few
minutes later in the hospital. Speyer was quite
insistent on being the first to try the machine
and would not even toss a coin for choice.

The Wright Suits.

New York, July, 1. The U. S. Circuit Court
of Appeals yesterday denied the motion on behalf
of the Wright Company asking that the Curtiss
concern put up a bond to protect the petitioner
from loss in the event of winning the patent
suit. The petition sets forth the loss being done
the Wright Company by the flights of Curtiss and
Hamilton and others using Curtiss machines. In
the last issue the dissolution of the injunction
against Paulhan and Curtiss was announced.

The suit against Saulnier has been dropped as
he left the country. Pressure of work that has
seemed more important has prevented suits being

Eugene R.
young lad student,

brought against Harmon and other alleged in-
fringers but the matter is not being held open

awaiting final decision on the original suits. The
Wright Company in the near future will proceed

against every infringer who is injuring its busi-
ness.
The Wright Co. has filed a demurrer to the

action brought by Charles Lamson alleging in-
fringement, stating that the bill of complaint
does not show whether the infringement was com-
mitted by the defendants jointly or severally,
and that it does not aver execution of the letters
patent according to law.

WRIGHTS MADE

DOCTORS OF LAW.

Oberlin College has conferred upon Orville and
Wilbur Wright the degree of Doctor of Laws.

Balloon Races Off.

Peoria, July 5-6,
the plans for the

race scheduled at
A storm upset

The balloon
was called off.

St. Louis race on June 6-7 and the balloons had
to be deflated to save them.
Octave Chanute, who was taken ill in Paris

last month, is reported in a cablegram to his son,
Cc. D. Chanute, No. 6047 Jefferson Ave., Chicago,
to be better. The message says: ‘‘No cause for
alarm.”

August, 1916

CLASSIFIED ADVERTISING

TYPEWRITERS.—AI makes. Caligraphs $6.00 ;
Hammond, Densmore $10.00; Remington $12.00;
Oliver $24.00; Underwood $30.00. 15 days’ free
trial and year’s guarantee. Harlem Typewriter
Exchange, Dept. F 18, 217 West 125th St., New
York City.

AEFROPLANE—Position wanted by woodworker
and mechanic experienced in aeroplane and gas
engine work. DAVIS, care of AERONAUTICS.

NO INFRINGEMENT—I am patenting design
of aeroplanes, with no vertical rudder, which
does not conflict with Wright patent. Need mod-
erate capital to build. EXPERIENCED, care of
AERONAUTICS.

BALLOON FOR SALE—New, 35,000-ft. balloon
in fine shape. Full equipment and instruments.
Cost $750. What will you pay or trade?
EUGENE BROWN, Peoria, Ill.

FARMAN AEROPLANE—For sale cheap. The
identical Farman aeroplane which won endurance
prize at Rheims, France, for flight of over three
hours. New power plant. J. W. CURZON, Haw-
thorne Aerodrome, Hawthorne, Ill.

THE “WHITE ROTARY”. ENGINE. WILE
MAKE YOUR MODEL FLY. WRITE ABOUT I
MINIATURE AEROPLANE WHEELS, RUBBER
TIRED, VERY STRONG AND BEXTRA LIGHT
SUPPLIES FOR YOUR MODEL. WHITH AERO-
PLANE CO., 15 Myrtle Ave., Brooklyn, N. Y.

FOR SALE—One 110,000 cubic foot balloon,
holder of world’s speed record. Also one 40,000
cubie foot balloon complete. Make offer. C. A.
Coey, 1710 Indiana avenue, Chicago.

WANTED.—Capital to develop. or

construct

“Man-Carrying Aeroplane,’ entirely original in-
vention on new _ scientific principles. Patents
granted in all civilized countries on miniature
models which will be sent to interested parties
for the price of one dollar. No other miniature

flying machine stands comparison in its simplicity
and stability of construction. and wonderful ac-
tion. Will fly under any condition of wind. For
further information write E. EICHENFELD, No.
11 South 7th St., Minneapolis, Minn.
MECHANICAL ENGINEER wishes vosition as
charge over aeroplane building; has 7 years’ ex-
perience in aeroplanes, motors and experimental
work. Address M. E., c. 0. AERONAUTICS.

Having developed a totally new device for auto-
matically balancing and steering aerial crafts, I
wish to co-operate with a party, willing to furnish
a few hundred dollars for building and demonstrat-
ing the same in a flying craft of any make.

This apparatus embodies principles and features
of the highest importance and value, and will be-
come fundamental and indispensable to aerial navi-

gation.
Leading features of the apparatus:

Size 10 in. x 10 in. x 20 in. balances the largest
craft, be it Wright, Curtiss, Bleriot, any dirigible,
ete.

Possesses a positive, mnon-oscillatable, vertical
(fundamental requirement) controller at all times
that is perfect, and will never and can never be
radically changed or improved upon.

Balances flying machines with their planes in
tilted, warped, ascending, descending positions with
utmost accuracy.

All steering mechanism combined
wheel.

Flying in horizontal, ascending, descending, di-
rections, circular, spiral curves of any radius by
predetermined action on this one hand-wheel with-
out ever interrupting the automatic balancing op-
erations.

Patents applied for in several countries. An
early demonstration of this invention, presented
here without exaggeration, is the. principal motive —
for advertising it. Address:

G. GAWLET,
2318 Sixth Ave., Seattle, Wash.
(Continued on page 75)

in one hand

AERONAUTICS

Pobobohe

Flying Machines: Con-
struction and Operation,
is a new book announced
by the Charles C. Thomp-
Son Comore Chicagos | lit
will be ready for distri-
bution June 1. The au-
thors are W. J. Jackman
ands hose erin Russell,
both well known as
writers on mechanical
topics. Octave Chanute,
C. E., a recognized au-
thority on aviation, con-
tributes a chapter on
“Evolution of the Two
Surface Flying Machine,”
undoubtedly be of interest and

which will
benefit.

While many valuable works on aviation are
in circulation, the preliminary announcement
of “Flying Machines: Construction and Opera-
tion,” makes plain the fact that this is some-
thing different. In the words of the publishers
it is a “show how” book for novices who wish
to construct and operate flying machines. With
this purpose in view it is strictly non-technical
and easy to understand.

For sale by AERONAUTICS at $1.50 in leather;
$1.00 in cloth.

Les Aeroplanes de 1910 by R. de Gaston, sec-
retary of the French Society of Aerial Naviga-

tion. Preface by M. J. Armengaud, and a
study on propellers by M. V. Tatin. Librarie
Aeronautique, 32 rue Madame, Paris. Price 4

fr.

A technical study of the principal aeroplanes
of 1910, usually showing drawings, which gives
in brief space very complete data, figures,
scales and comparative tables. This is a work
of real value to the experimenter and to the
student of aviation.

The Sky-Man is the title of a new and ab-
sorbing book just brought out by The Century
Co., New York. A pleasure yacht goes up
into the wilds of the frozen North, searching
for some signs of a lost vessel which con-
tains an Arctic explorer and his party. On
board the yacht is a young girl, Jeanne Field-

ing, the daughter of that explorer. Up into
the same region of the North comes a young
man, Philip Cayley, who has long been an

outcast from civilization, because of a crime
of which he was not really guilty. He has
taught himself to fly with a pair of giant
wings whose motive force is the muscular
power of his own body. Wild chance and a
quick succession of stirring adventures leave
the “sky-man” and the young girl alone to
fight privation and darkness through an Arctic
winter. Of course, there is a villain in the
case, a half insane Norwegian sailor, whose

61

August, 1010

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wel Bb iE tOG RA PH Y

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:

stealthy appearances make life miserable for
Philip and Jeanne.

It is a book which appeals to the imagina-
tion—a story not sociological nor with a prob-
lem in it, but of the kind of adventure that
one finds in “Robinson Crusoe” and “Treas-
ure Island.” For sale by AERONAUTICS at $1.30.

The Epitome of the Aeronautical Annual. Mr.
James Means, who published the ‘Aeronautical
Annual,” in, 1895, 1896 and 1897, has completed an
epitome of these volumes, all three numbers of
the Annual being now out of print. Mr. Means’

Annuals have been of great value to experiment-
ers but are not so well known to present-day en-
thusiasts. A vast amount of good information
will be obtained from this book. The principal
articles of the three previous volumes are_ in-
corporated in the epitome, with several new ones.
The article by Octave Chanute on ‘Soaring
Flight,’ printed in Amronautics for April, 1909,
has been substituted for Mr. Chanute’s two pre-
vious articles in the Annuals. Prof. A. Lawrence
Roteh has written a chapter on the relation of
the wind to aerial navigation, and the history of
the Blue’ Hill Observatory is given up to date.
Kor sale by AERONAUTICS at $1.12.

The Art of Aviation, by R: W. A. Brewer, a
“Handbook upon Aeroplanes and their Engines,”
with notes upon propellers, Svo., cloth, 2! pp.
fully illustrated with 12 large plates. This is
a very practical book and will be of value to
anyone who can make use of higher mathematics,
although the theoretical is done away with. The
tables of weights lifted at various angles, wind
pressures, etc., will be found of value. Contents
include: Comparison of Monoplanes and Biplanes;
Form, Support, Stability, Weight and Horse Pow-
er; Herson’s Machine; Engine Problems (This is
quite exhaustive) ; Descriptions of Engines (Many
engines are described in detail) ; Propellers, Rela-
tion between Pitch Speed, Thrust and H. P.:
Efficiency of Propellers by Various Methods, Ta-
bles; Materials of Construction; Details of Manu-
facture; Successful Monoplanes; Biplanes; Wright
and Voisin Compared, Tables of Leading Machines;

Progressive Records; Art of Flying, Gliding, ete.
Price, $5:50, from AERONAUTICS.

How to Build an Aeroplane. This is a new book
translated from the French of Robert Petit by
T. OB. Hubbard and J. H. Ledeboer. The author.
who is an eminent French engineer, has made a

personal study of the method of adopting by vari-
ous European manufacturers, and has tried to
incorporate in the book such knowledge of methods
adopted by constructors as will be of benefit to
those building.

The contents inelude: General Principles of
Aeroplane Design: Theory and Calculation (Re-
sistance, Lift, Power, Calculations for the Design
of an Aeroplane, Application of Power, Design of
Propeller, Arrangement of Surfaces, Stability. Cen-
ter of Gravity, etc.) ; Materials; Construction of
Propellers; Arrangement for Starting and Land-
ing; Controls: Placing Motor, ete.; The Planes
(Curvature, etc.) ; Motors.

Le Constructeur de Petits Aeroplanes, par M. R.
Petit. A large pamphlet containing working plans
of four small easily flown aeroplane models with
complete directions for their construction. Pub
lished at 30 cents by Librarie Aeronautique,
rue Madame, Paris.

L’Aeroplane de VAvenir, par Henri Picg. A
brochure with drawings and plans of a_ freak
aerial omnibus. Price 30 cents, at Librarie Aero-
nautique, 32 rue Madame, Paris.

The Art pf Flying, by Thomas Walker, is the
third of the series of classics being published
serially by the British Aeronautical Society.
This may be had from King, Sell & Olding, 27
Chancery Lane, London, England, at 30 cents.

o-

AERONAUTICS

PEEEEEE ELE EEE EEE ELE EEE DEEL EE hE

The
WrightCompany

Dayton, Ohio

Zo ofa fe ofa Le ofe ofe ofe ofa fo fe oho ogo ofe ofe ofe fe ofa ele ese ote che obs ofe ofe ofe ofe ofe ofa efeche of

Sole Makers
and Exhibitors
of the Famous

WRIGHT
FLYERS

Both ’planes
and motors
built entirely in
our own factory

on

SpoGeobeeg> ole fo fo ofo fo ofa fo ofo ole ofp fo ooofo fo ofo nfo of ofe ofonGocoofonBonde nfonte ooo foefe foofefaofe ofa ofa oho ofa ofa fe ole ofeofeofeefe foofeofe ofa ofa ofa ofa ofe af afclocfe

THE WRIGHT COMPANY

fe eFoofe coo feooofenfoofocfsofonge ofoofecfecfo cfocfecfocge forte ofoofe cfooge fe ofors

Df ofoofe ofp cho oho eo ofeofo Go ofoofo nfo cho ofa af ofo ose ofeofoofoofo fe faofe ofa nfo ofa che ojeoteofe nga ofecfeofe ete fects dofe ofa ofe ofa ofeoke ole ofe ofa fe fe ofe ofa ofe ofe ofa nde ofe oho obs fa ohe ofa oho ofe abe oho fe he of Progeofe ofc eGo ofa ofe oe ele ofoefoofe ofa ofeofoofe ofa ck cfoofeofools

+

62

August, 1910

Lighter Gas for Balloons.

A new German invention of value for free bal-
loons is reported by Consul Thomas H. Norton of
Chemnitz :

Illuminating gas is forced through long tubes,
maintained at a very high temperature. Most of
the carbon in the hydrocarbons is thus separated
out and the percentage of hydrogen is largely in-
creased, so that this gas constitutes 80 per cent of
the modified coal gas. At the same time it is
deprived almost entirely of its characteristic odor,
and freed from the presence of benzine, which
exerts an undesirable solvent action upon the mate-
rials employea to render balloons impermeable.
The most important change is that in buoyancy, as
the specific gravity sinks trom 0.44 to 0.225, or less
than one-quarter the weight of air. This means
that 1 cubic meter of the new gas can support
a weight of 1 kilo (2.2 pounds). In coal gas, 1
cubic meter supports 0.7 kilo. A balloon with a
capacity of 7,00U cu. ft., when inflated with the
new gas, has a lifting power equal to that of a
balloon of 10,000 cu. ft. charged with ordinary

coal gas.
Wellman in the Air Again.
It has been announced that Walter Wellman

and Melville Vaniman, who have made a number
of attempts to reach the pole by airship without
success, are now planning to sail from Europe to
the States in the same ship, ‘‘America,’ used in
previous expeditions. ‘The London Velegraph and
the New York Vimes are exploiting the attempt,
agreeing to purchase all the news which Mr. Well-
man can produce.

SEER re

The Buyers: Guide

of
tr
%
+
Hi Trade Notes
+

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boobed foodeofeoferfoofe fo cfoofo fe efe feof ofonfocfe ode focfefeofonge cfeofoote

*&

TO OUR FRIENDS.—We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad. in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves.

The Call Aviation Engine.

A decided refinement in aeronautiec engine con-
struction is that adopted by the Aerial Navigation
Co. of America, with headquarters at Girard,
Kans., in the Call aviation engine.

This is a regular opposed two and four cylinder
engine of the usual four-cycle type, water cooled,
6-in. bore by 514-in. stroke; the two-cylinder en-
gine developing 50 horsepower and the _ four-
cylinder engine developing 100 horsepower at 1,900
revolutions per minute.

It is in the cylinder and cylinder head con-
struction that the chief point of interest lies.

Even with the usual copper or other sheet metal
water jacket, adopted by most aeronautic engine
manufacturers to lighten the weight of iron cyl-
inders, the great weight of cast iron either com-
pels an unduly thin cylinder in order to keep
down the weight, or, in case the cylinder walls are
made of the requisite thickness for strength, the
engine becomes very heavy.

AERONAUTICS

On the other hand, the employment of steel
for cylinders. as has been attempted by certain
manufacturers. both in this country and Europe.

has not, to say the least, met with signal suecess.
Whether from the extreme thinness of the cylinder
walls or to steel being less satisfactory in its
bearing qualities than gray iron, engines of this
construction, while giving satisfactory short runs,
have failed in endurance tests.

In the Call engine the cylinder walls, piston
heads, valve cages, valve seats, as also all other
yarts exposed to the heat of explosion chamber,
are constructed of a special high-grade vanadium
gray iron, while the outer cylinders and cylinder

also the water
structed of a special high-grade alloy
and magnesium called magnalium.

heads, comprising jacket, are con-

of aluminum

Unlike other
an outer cylinder
eylinder or bushing

constructions in which the use of
of lighter metal with an inner
of gray iron has been at-
tempted, it will be observed from the accom-
panying illustrations. first, that the iron inner
bushing is surrounded throughout its entire ex-
plosion chamber length by the jacket water, with-
out any intervening metal or joints, and, second,
that no part of the lighter metal of which the
outer cylinder and cylinder heads are composed is
exposed to the heat of explosion chamber.

With proper water circulation, all danger of
the overheating of the outer cylinders is thus
avoided, and the proper adjustment maintained
between the relative heat conductivity and ex-
pansive qualities of the two metals.

The gray iron bushings are machined to a per-
fect fit both inside and out, and are then pressed
into the outer cvlinder from the top. These bush-
ings are of ample thickness throughout the length
of exvlosion chamber. and below that are consider-

ably reduced in thickness. As will be seen from
the accompanying illustrations, an additional
shoulder upon the inner cylinder at the top is
machined to fit into a companion groove in the
magnalium eylinder in order to make a_ thor-
oughly water-tight connection, while the spiral
partitions of the magnalium water jacket extend

inward to the iron cylinder, greatly strengthening
it to resist the explosive stress encountered.

By the use of this lighter metal for the main
cuter evlinder, enormous strength of construction
is permitted without undue weight. The magualium
eylinders are, in fact. of sufficient thickness to give
a tensile strength of something like 150.000 Ibs..
while the cylinder base and cylinder heads are
each secured by a dozen steel studs or cap screws
36 in. in thickness. having a combined tensile
strength of 150,000 Ibs.

In order to further lighten the engine,
cages, which are also of vanadium gray iron in
one piece, are air cooled above the level of the
cylinder heads; while below this and around the
valve seats they are most efficiently water cooled.
The crankease and fittings not exposed to the heat
of explosion chamber are also made of magnalium,
similar to the material used for outer cylinders
and cylinder heads, and the crankease is thor-
oughly braced and ribbed in such a way as to
give enormous strength combined with minimum
weight.

Having thus secured lightness in the heavier
engine parts, there has been no SEND made upon
the part of the designer to secure lightness by
the use of freakish material and insufficient sizes

the valve

63

August, TO10

Detroit Aeronautic Construction Ce:

Builders of Light Weight, High - Power
MOTORS, PROPELLERS and RADIATORS

and

simplicity
power, are the result of twenty years of practical

UR motors combining compactness,

gas engine construction. A card will bring our circular
with full description.

Detroit Aeronautic Construction Co.

Four Cylinder 414 x 444 [| Four cylinder 5x5 in.,
in. 30 to 40 H.P., com- | 40 to 50 H.P., com-
plete with radiator and plete eit Mee
6-ft. x 316 ft.- and 7-ft.x4-ft

pitch propeller, $650 ! pitch propellerol 00
Weight per outfit 175 Ibs. | Wet. per outfit 200 Ibs.

306 HOLCOMB AVE.
DETROIT, MICHIGAN

Six cylinder 5x5 in.,
60 to 70 H.P., com-
plete te rudiater
and 8-ft.x4-ft

pitch propeller9 900
Wet. per outfit 240 Ibs.

we

EL ELLE EEE EE EE EE EEE E ET EEE EES

LARGEST and MOST
Complete

CATALOGUE
AERO SUPPLIES

ever printed

37 models of aero motors
alone

R. 0. RUBEL, Jr. & CO.

Louisville, Ky.

Mention Aeronautics When Writing

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AERONAUTICS

CHURCH
Aeroplane Co.

BROOKLYN, N. Y.

Working Models
Flying Models
Separate Parts

MODELS BUILT TO ORDER

From Working Drawings, Ete.

SUPPLIES FOR MODEL BUILDERS:
Aruminum, Rarran, Bamsoo,
Wurire-Woop, Etc.

Special Notice!

FE have received so many

inquiries for agency prop-

ositions and orders are
coming in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up with our correspondence, but
will fill orders and answer all
letters as quickly as possible until
we have increased our facilities
still further.

Price List of Models and Parts

is now ready, but it will be
some little time before our

Supply Catalog for Full Size
Machines is ready for distribu-
tion as there are so many new
things to list. In asking for

catalog, please state which one
you want.

CHURCH AEROPLANE CO.

Main office and factory
123 South St.,

BROOKLYN, :: N.Y.

Chicago office, 49 Wabash Ave., H. S, Renton, Manager,

August, T910

in the construction of piston heads, connecting
rods, crankshaft and other like parts. The piston
heads and rings are also made of vanadium giay
iron. The connecting rods are the best grade of
vanadium phosphor bronze, specially designed for
strength, and the crankshaft is of the best grade
of vanadium steel, solid throughout.

The valves are of large size and have unusually
large valve lifts. Both the inlet and exhaust
valves are 2 in. in diameter, and the valve lift is
34 in., giving free clearance. In addition to the
main. exhaust valves, a %-in. (inside diameter)
auxiliary exhaust port, thoroughly water cooled,
is placed on the bottom side of each cylinder.
This exhaust port is allowed to open somewhat in
advance of the main port, and thus draws the
fire, furnishing an additional safeguard against
the overheating of the main exhaust valve seats
and bearings.

soth the main and exhaust ports are silenced,
not by means of the usual baffle and muffler plates,
which crowd the exhaust back into the explosion
chamber, but by a special silencer constructed of
an inner casing of steel tubing, with V_ slotted
mouth, over which an outer casing of aluminum
tubing of considerably larger proportions is then
fitted by means of a vanadium gray iron ring or
thimble containing a large number of holes around
its entire circumference. The force of the exhaust
pumps the cold air through these openings, and
by this means the gases are so cooled and shrunk
by the time they reach the mouth of the silencer
as to greatly diminish the deafening noise so
pronounced a feature of other aviation motors.

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ENGINE DETAILS.

central horizontal section of the
eylinder and piston of engine. Fig. 2 is a vertical
section taken on the line II-II of Fig. 1. Fig. 3
is a vertical section taken on the line III-III of
Vig. 1. Fig. 4 is an enlarged section at the outer
end of the cylinder on the line IV-IV of Fig. 2.
Fig. 5 is a similar view on the line V-V of Fig. 2.
Fig. 6 is a vertical section of a part of the cyl-
inder on the line VI-VI of Fig. 1.

Haig see

Especial attention has been devoted to securing
the greatest possible cooling -facilities. To this
end the water jacket partitions are spirally ar-
ranged in such a manner that the jacket water
passes four times around the eylinders during
each circuit, and then over the entire surface of
the cylinder heads. In addition to this, the en-
gine is also equipped with a piston circulation
pump instead of the usual centrifugal or gear
pump adopted on automobiles, and copied by other

AERONAUTICS

|

aviation. engine manufacturers. This piston pump
‘is positive in its action, and in connection with
‘the spiral cooling flanges forces the jacket water
‘four times around the cylinders during each 15
seconds.

| While the manufacturers of this engine have en-
deavored to put upon the market a moderate priced
engine, they have spared no pains and expense to
make the engine of the very best quality, both in
the character of its workmanship and finish. All
the exposed parts of the engine not constructed
of magnalium—a shining non-corrodible metal—
are nickel plated, and the whole engine is polished
to a mirror finish. The demand has been so large
that the manufacturers have been compelled to
increase their shop and foundry facilities from
time to time, until they are prepared to supply
the engine on short notice and in any numbers.
The prices of the above engines are $1,000 for
the 50 h. p. and $1,700 for the 100 h. p. respee-
tively. ‘These prices include all accessories, such
as carburetor, pump, ignition and_ radiator
facilities.

Two Spark Plugs to a Cylinder.

_ Messrs. Unterberg & Helmle, who make the
famous U. & H. Master magnetos, have developed a
new type of magneto, which meets with every re-
quirement of speed service. In this new U. & H.
racing magneto, two jarmatures are employed
mounted tandem, and running in the same arma-
ture tunnel on one shaft. These armatures are
fitted with two complete sets of windings, each set
consisting of a primary and secondary winding.
The most unusual feature of the magneto lies in
the fact that but one interrupter is employed to
break the primary circuit of both armature wind-
ings, and it is obvious that this arrangement must
produce the high tension current in each arma-
ture winding, and must produce these two impulses
at precisely the same instant.

TWO PLUGS FOR EACH CYLINDER.

| The magneto is equipped with a compound dis-
| tributor, each armature winding being connected
| by conventional means with the distributor. One
set of plugs is connected with one distributor,
and the other set of plugs, of course, connects
with the other distributor. Two safety spark gaps
are provided, one for each high-tension circuit, so
as to eliminate any danger of damaging the wind
ings, should the cables, leading to the plugs, be
accidentally damaged.

As will be seen, the above unique arrangement
Overcomes all objections heretofore found in the
use of two magnetos on racing motors. It is im-
material as to the amount of wear which takes
|} place in the driving mechanism, or the amount of
Wear on the interrupter mechanism of the mag-
neto, as the one break of the magneto interrupter
operates for both windings. It is impossible to de-
range the magneto so that one set of plugs will
receive the electric impulse before the other does,
and tests made abroad with this new type of mag-

August, 1910

TO THE PROMOTERS OF THE
Coming Aeroplane Meets

OU want exhibitions of Man-Lifting
Aeroplane Kite Flying to interest the

crowds while the aviators are not flying.
@ High or even moderate winds will in-
variably keep the aeroplanists from flying
until late each afternoon. Before then we
will fill the air with hundreds of 9- and 12-
foot Aeroplane Kites of every known kind.
By flying these, dozens in tandem,
enormous American flags, streamers and
announcement banners about the meet can
be lifted a half mile in the air.

@. These scientific kites will fly

all day and the displays will be

a great attraction in themselves

and will keep the crowds quiet

and contented, when for any

reason the aeroplanes cannot fly.
@ At the Meet of the West Hudson Aero
Club at Arlington, N. J., June, 1909, New
York papers said, ‘‘The hundreds of kites
in the air were a decided feature.’”’

SAMUEL F. PERKINS

Boston, Mass.

110 Tremont St. _ ::

NON-INFRINGING

EROPLANES

Guaranteed to Fly

READY FOR EARLY DELIVERY
Easy Terms for Exhibitors

Manufacturer and Dealer in

AERONAUTICAL SUPPLIES

Aviators for | ournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER

1020 E. .178th Street New York

AERONAUTICS

AEROPLANE TIRES

Clincher type only, which is the lightest
and most satisfactory type for aeroplanes

SIZE Weight complete
20x4 in. 64 Ibs.
26x24 ‘“ 64“
28x24 ‘ 734“
2exsie Suis
28x34 “ 8 “

Wheels also furnished for the above sizes

Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES :
New York—1741 Broadway ; Boston—167 Oliver Street ;
Chicago—1241 Michigan Avenue; San Francisco—5!2
Mission Street: Los Angeles—930 So. Main Street.

LEE EEE EEE EE EEE EEE PEEP EE ETS

The Acme of Engineering Skill :

THE WORLD FAMOUS

Whitehead Motor

Designed by the Noted
Engineer

GUSTAVE WHITEHEAD

No Bursting Cylinders—No Cams—

No Springs or Valves to Work Loose
Construction of the utmost simplicity

Vibration negligible

Absolutely Nothing to get Out of Order

4 Cylinders (vertical), 8 port exhaust, 2 cycle

75 H.P. 200 Ibs. Price $1,400
40 “ 145 “ “$1,150
25 95 $950

Including Bosch Magneto— 30-day deliveries

6é“ 6c 66

GEORGE A. LAWRENCE, Mgr.,
Astor Theatre {Building, New York, N. Y.

This motor has been exclusively adopted by
C.& A.Wirremann, Aeroplane Manufacturers

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-

66

August, 1910

neto show conclusively that the principle of opera-
tion of this new U. & H. Master Magneto is cor-
rect, and that while it is possible to secure fairly
satisfactory results by connecting two separate
magnetos to the motor, the use of the U. & H.
racing magneto assures the maximum efficiency of

the motor at all times, owing to the fact that it ©
is impossible for the sparks in any cylinder to

occur out of synchronism,

Aside from the principal features outlined above,
the magneto is of the well-known U. & H. con-
struction, employing the U. & H. non-adjustable
interrupter, which is another detail of great in-
terest to racing men, as it eliminates all possible
chance of ignition difficulties, due to breaking or

sticking of the pivots, springs, insulation, and
other parts used on other types of interrupters.

The armature and distributor of the machine are
mounted on annular ball bearings, which effectu-
ally eliminates any possibility of trouble, due to
lack of oil.

Buffalo Pitts Co. Building Aeroplane.

The Buffalo Pitts Company of Buffalo, N. Y.,
who are large engine builders, have under con-
struction an aeroplane. In the course of their
experiments with this machine over a number of
years, they had occasion to try out certain models
demonstrating new aerodynamic principles, and one
of these models created so much interest in its
operation, that they decided to make a flying toy
novelty of it, which they have done, giving it the
name of “Hi-Flyer’ helicoptic flying machine, pat-
ented and copyrighted.

.

This little machine flies to a height of over
600 feet, and can be operated by any child. Shoot-
ing the “Hi-Flyer’ is as much fun for grown
people as for children, and is an excuse for out-
door exercise for everybody. It has been the sen-
sation of the aviation meets throughout the coun-
try. It is used by aviators for determining the
direction and velocity of the wind at high alti-
tudes, and there is a special demand for it for
this purpose at aero clubs, as well as for use on
golf courses, and at amusement parks and beaches.

Kites Now Feature of Meets.

The kites of Samuel F. Perkins were a con-
tinual source of amusement and interest during
the Indianapolis. Montreal and Toronto meets.

These flew. all the time and provided the public
with something to look at when the ‘planes did
not fly. One Montreal newspaper featured an an-
nouncement of the kites on its news bulletins,
illustrating the surprising value kites are lending
to meets. These kites are sent up on many
lines, singly, in tandem and other ways, and carry
various banners, streamers and flags, advertising
either the meet or articles of general use. If
there is not enough wind for kites small balloons
take the place of the kites and perform the same
usefulness. The regular outfit numbers 100 kites
of all kinds. A new stunt is a huge box kite
made like an aeroplane, with rudders and pro-
peller. In the air it looks exactly like the real
thing and remains stationary in the air. In this it
has it over its original.

Rinek Aero Mfg. Co.

The Rinek Aero Manufacturing Company of
Easton, Pa.. was recently incorporated with C.
Norvin Rinek president and Frank Buckman, sec-
retary-treasurer to conduct the light motor and
aeroplane business heretofore handled by the ma-
chine department of the Easton Cordage Com-
pany. It was felt that on account of the rapidly
increasing business handled by the machine de-
partment that a greater volume could be more
efficiently handled by an_ organization. devoted
solely to aeronautics. The Rinek engine has found
favor through consistent performance and_ good
workmanship and material. Philip W. Wilcox,
who has built a Farman-type machine ‘at Mineola.
speaks highly of the motor and the company’s
treatment of him,

IERONAUTICS August, 1910

Catalogues Wanted. LOOOOOO0OOOOOOOHOHOHOHOOOHOHOHHOHYSOILEODK

Manufacturers are requested to send catalogues
yf motors, propellers and accessories to Miguel
Lebrija, Ave. del Palacio Legislative No. 42, Mex-
co, D. I'., Mexico.

J. W. Curzon Starts Aero School.

J. W. Curzon who brought the first Farman
teroplane into this country and has made flights
vith it at the Indianapolis motor speedway, has
stablished a training school where would-be avi-
ators build actual machines. Those who want to
earn to fly only will be accommodated at tie
Tawthorne racetrack, Chicago, where he has as-
sociated himself with M. L. Kasmar, author of
‘First Lessons in Aeronautics.’? An effort will be
nade to furnish graduates of the school with pesi-
ions as aviators. Owners of machines will also
ye taught to fly them.

Three machines will be put out by the manu-
acturing end of the concern, all to be non- |
nfringing and equipped with Elbridge engines.
‘hese are:

Curzon No. 1, small biplane, main, planes 28 by

ft.; box kite elevator, size 6 ft. by 2 ft. each;
ingle-plane stabilizer with slight camber; 17%
q. ft. of surface; Curtiss type chassis and rudder.

Curzon No. 2, main planes 32 ft. by 6 ft., single-
lane stabilizer with 18 sq. ft. of surface, sing!le-
lane elevator in front, 15 sq. ft.

Curzon monoplane, main plane 35 ft. by 7 ft.
‘thassis similar to Farman; aspect same as Far-
ian, but with bottom plane entirely removed with
xception of middle section, which is made much
arrower, and is lowered down so that the driver
its immediately above the wheels with engine at
is back and propeller far above the engine, chain
riven, thus placing man and motor far below
ae main lifting surface, which is 121% ft. high, in
rderv to maintain stability in all kinds of weather.
ingle-plane stabilizer behind as well as_ hori-
peel rudder in front, 15 and 18 sq. ft. respec-
vely.

Bleriot
Tellier
Voisin
Antoinette

Sommer
AND ALL TYPES

MOTORS

EN. Vv.
GNOME
ANZANI, Etc.

SPARES PARTS

Organization of MEET-
INGS in All the World

About Hartford Tires.

While to many people it may seem strange that
flying machine is equipped with tires, never-
leless in almost all cases this is. true. The
urtiss machine used by Charles K. Hamilton in
is flight in New Britain is fitted with three
fartford aviator tires 20 in. by 2 in. in size.
Hartford tires have been used since the first
ays of the bicycle, and have kept abreast of the
rocession of new inventions, and when the
eroplane became ponular and tires were found a
aquisite part of their equipment, the Hartford
ubber Co. had three styles of tires to offer. At
le first aerial show held in Madison Square
arden the Hartford company was the only tire
<hibitor, showing at that time its aviator, aero-
ane and aecronaut tires.

These tires are pneumatics, mostly in small
zes and of special construction to afford all the
ssiliency possible, as this is necessary to aid the
vachine in starting from the ground—and yet the
‘read must be very durable and of a _ certain
egree of toughness to withstand contact with
ostacles which may come in the path of the
sroplane.

There are already in this country more than a
undred fiying machines fitted with Hartford tires.
ecently a good-sized shipment was made to the
urtiss factory.

Shaffer Supply Co. Absorbed.

The Shaffer Aero Manufacturing and Supply Co.
© San Francisco has been absorbed by the Cali-
mia Aero Manufacturing and Supply Co. Roy
ott, a well-known automobile man of San F'ran-
sco, is now a partner in the rapidly growing

Aug.C.Gomes & Cie,

Trade and Export

2
®
©
®
©
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©
©
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©
©
©
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LOOODOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOHOOGHOGOGS’'OOOOGOGOOGHGHOHOHOOOOSSHGHHGHGHHHHHSHHOOOHOOOOOOOS

The new salesroom, factory and office at 441

63 Bd. Haussmann
nd 443 Golden Gate Ave. is already a_head-

arters for the aecronautically inclined on the
cific Coast. CODVOOOOOOOOOOOOOOOOOOHOOOOOOOOOOOO

67

©
©
©
©
©
©
©
©
©
©

AERONAUTICS

HE next greatachievement inavia-

Many eminent engineers and
physicists believe it to be atta’nab!le
We know that it is
Read

Fiient,’’

by man. per-

the birds. the

. S CON
article entitled ~ Soarina

formed by

by Ocrave Cuanuts, in the Eprrome
This
articles by
Cay.Ley, Wenuam, Litienrua., Maxim,
LANGLEY and laid the
foundations of the science of aviation.
224 pages, 18 plates. Price $1.00;
postage 12 cents. W. B. CLARKE
CO., 26 Tremont St., Bosron.

OF THE AERONAUTICAL ANNUAL.

EpiroME contains also

tion may be Mororuess Firsur,
(

others who

Ee

~—.—

OO

HOLMES
ROTARY
MOTOR

2 Cylinder

30235 HGR:
70-30, FAR:
3 lbs. per H. P.

Superior to any Avia-
tion Motor built in
this or any other
country.

A. D. Mackay

General Sales Agent

First National Bank Bldg.
CHICAGO

Roebling Aviator Cord

Made of the highest strength

wire drawn from special steel
The strongest and lightest cord procurable

JOHN A. ROEBLING’S SONS CO.,_ -

Trenton, N. J.

August, 1910

They report a large demand for their laminated
ribs, which are carried in stock and made to
order, the four-ply 5-ft., 5-ft. G-in. and 6-ft. 6-in.
lengths being favorites. ‘They are now filling an
order for ribs of the exceptional size of 8 ft. 6 in.

The 20-in. aero wheel made by this company is
replacing a number that have ‘‘dished’” its 7-in.
hub, steel rims and heavy spokes, making it prae-
tically unbreakable. Regularly equipped with ball
bearings. Friction bearings on order.

They are now placing on the market a knock-
down plane, or rather a biplane, carrying surfaces
30 ft. by 5% ft. The outfit includes laminated
main beams and ribs, struts, sockets, joints and
rib connections, to which can be attached any sort
of rudders and chassis, one of the three types
made by this company, or by the buyer.

Mr. Cleve T. Shaffer, whose technical descriptions

AERONAUTICS’ readers are familiar with, will be
consulting aeronautic expert for the firm.
The following agencies have been secured:

Whitehead motors, Detroit 20-30: motor, Palmer &
Goodyear aero tires, Bosch magnetos.

Elbridge Engines Improve.

Mr. A. P. Warner of Beloit, Wis., the first ama-
teur to fly in this country with a Curtiss machine,
has announced his intention of building a new ma-
chine after ideas of his own during this summer.
He expects to equip it with an Elbridge ‘‘feather-
weight” engine.

Very rapid advancement is being made in the
design and construction of the Elbridge ‘‘feather-

weight’? engines. Fundamentally the engines re-
main the same, but drop forged steel connecting
rods, new pistons and a more efficient system of
manifolds have improved the engines in both ap-
pearance and efficiency. The engines now being
turned out at the rate of one each day are said to
deliver 15 to 20 per cent. more than rated power.
Regular deliveries are now being made in 10 days
after receipt of orders.

Willis Co. Removes.

The E. J. Willis Co., dealers in aero supplies,
has removed to larger quarters at 85 Chambers
St., New York.

Harmon Uses Pennsylvania Tires.

One of the Herreshoff brothers is building an
aeroplane and is equipping it with the large di
ameter Pennsylvania *aeroplane tires. The Penn-
sylvania Rubber Co. has supplied Clifford B. Har-
mon with rubber to renew the shock absorbers on
his Farman, which is already equipped with Penn-
svylvania tires.

The Pennsylvania Rubber Co., whose works and
main office are located at Jeannette. Pa., and wio )
are now giving employment to nearly 1,000 peo
ple, have recently put on the market an aeroplane —
tire peculiarly suitable to the advanced stage of
acroplane development.

Heretofore motoreyele tires of 21% in. and 3 in.
section have been largely used on aeroplanes.
Such tires are not designed or adapted to stand
the shocks of alighting and have little cushion-
ing effect. It is therefore often necessary to use
four wheels on an aeroplane, resulting in a con-
siderable increase in weight and air resistance:

The Pennsylvania aeroplane tire is 20 by 4 im.
in size and is of light but strong construction.
Two of these tires will carry a ten or twelve
hundred pound flyer, and will have sufficient cush-
ioning effect to prevent the jar of alighting being
transmitted to its delicate framework.

This tire is similar to the Pennsylvania clincher
automobile tire, but constructed with a view to
its use on aeroplanes. ;

The 20 in. by 4 in. tire complete with tube
weighs only seven pounds. For lighter machines
they are turning out a 2%-in. tire in both 26-Imy
and 28-in. diameter of the same light and strong”
construction which may be employed where the
use of a wheel of a larger diameter seems to be
advisable.

AERONAUTICS

Requa-Gibson Propeller Holds Record.

Clifford B. Harmon, who holds the United States
amateur endurance record with his Farman, re-
cently had the machine fitted with a Requa-Gibson

regular type propeller, 8% ft. diameter by 2-ft.
pitch. Referring to its performance, Mr. Harmon

“With this propeller I broke the amateur
It seems

writes:
record of America of 1 hour 5 minutes.
to be giving entire satisfaction.”

With this propeller and the engine running at
1,200 r. p. m., the pitch speed figures 2,400 ft.
per minute. Now, the aeroplane flies at 40 miles
per hour, or 8,520 ft. per minute, which is con-
siderably more than the pitch speed of the pro-
peller. Patrick Y. Alexander experimented with
model propellers on a wire on board the steamer
traveling between England and America, and found
that these advanced into the wind. The Requa-
Gibson company promises some startling informa-
tion in the near future, as the result of present
investigations.

ee eee ee

Club News ?

+
ra
PEEPS EEE hk bb debey

+t

The Lincoln Aero Club is the name of a new
body just organized for the purpose of discussing
aerial navigation and promoting the sport in Lin-
coln, Neb. The six charter members are Dr. G. R.

oFeoforferge

Brownfield, Joe Burnham, Commandant H. E.
Yates of the University cadet battalion, G. W.

Chowins, superintendent of grounds and buildings
at the university; E. C. Babcock, and Dean Rich-
ards of the department of engineering at the uni-
versity. As soon as possible club grounds are to
be established somewhere on the outskirts of the
city where the necessary sheds and other equip-
ment will be erected, and test flights will be made.

Dr. Brownfield is working on a 4-ft. model for a
double bi-plane on which he has applied for a
patent. He is to have two pairs of planes, one
pair directly ahead of the other. His machine,
according to the model, he nas constructed, is to
have at least two advantages over the Curtiss
and Wright machines. Both of these operate in
preserving the equilibrium of the machine. One
is a controller operated by the engine and the
other is a pair of wings lying on a _ horizontal
plane on either side of the machine. ‘These are
operated by means of a lever. If the machine
should dip to the left, for example, the left wing
being thrown out to offer resistance in the atmos-
phere, while the right wing is raised to relieve
resistance.

Dr. Brownfield, of 1234 ‘O” St., is enthusiastic
and has arranged for the club to visit the Omaha
meet in a body.

McGill Aviation Club has been formed by stu-
dents at McGill University, Montreal, Can.

The Aero Club of Colorado is requested to in-
form us of its address. <A letter addressed to the
club at 30 W. Colfax Ave., Denver, has been re-
turned by the Post Office.

The Aero Club of Philadelphia, which has ex-
isted in name only for more than two years, has
been dissolved. Some of its members have joined
the Pennsylvania Aero Club.

It was also announced that Clarence P. Wynne,
treasurer of the old club, had been elected secre-
tary of the Pennsylvania Club, Henry S. Gratz,
president of the old club, had been elected vice-
president of the Pennsylvania club, and Arthur T.
Atherholt, secretary of the old club, had been
made president of the new club.

A Boys’ Aero Club has been formed at the
Omaha, Neb.. Y. M. C. A. Sergeant C. F. Adams,
of the signal corps at Ft. Omaha, gave the new
elub its first lecture.

The Aero Club of California held its election

of officers on the 28th of June. The following
officers were elected for the ensuing year: Presi-
den, H. LaV. Twining; 1st Vice-President, R. I.
Blakeslee; 2nd Vice-President, W. H. Leonard ;
Secretary, Buel H. Green; Treasurer, Chas. E.

Rilliet: members of Board of Directors at large,

W. S. Eaton and Van M. Griffith.

August, 1910

California Aero Mtg.
Supply Co, 441-3 Golden Gate Ave.

San Francisco :: Gal,
Manufacturers of

Aeroplanes : Gliders : Propellers
Wheels : Turnbuckles : Sockets : Etc.

Laminated Ribs and Beams in Stock
and to Order

AUGUST SPECIAL—5 ft. 6", 4 ply,

laminated rib, aeroplane curve, 35¢, each

Agents—-Whitehead Motors, De-
troit Motors, Palmer & Goodyear
Aero Tires, Bosch Magnetos

“Aeronautics”

Get our prices on Knock Down Planes, including

Beams, Struts, Ribs, Sockets and Rib Connections

£5 5355$OO$5O5OOOO$5OO$OOO5$5555555b555555555555555555555)

CRAFTSMAN
| |

erfect Propeller

IMPROVED

Santos Dumont Type
AEROPLANES $1,000

Send for Specifications

All Kinds of Wood and Metal Work
Made to Order. Gliders, Special Parts,
Spars, Struts, Ribs, Skids, Wheels, Ete.

ADDRESS

M. STUPAR 9028 Enle Avenue

SO. CHICAGO, ILL.

17 and 20 ft.
COMPLETED

Successor to J. STUPAR, Pattern and Model Shop

AERONAUTICS

30 and 60 H. P.
AIR-COOLED AERO

MOTORS

With Radial Stationary
Cylinders

STEEL TURNBVUCK LES
Write for circular and prices

PROPELLERS AND SUPPLIES
BUEL H. GREEN, Auto Engineer
515 Delta Building, Los Angeles, Cal.

Auto & Aeronautic Supply Co,

@ Aeronautic Supplies of Every
Description in Stock
@. Wood Cut as per Specifications

2100 BROADWAY (73rd St,) NEW YORK

"PHONE, 6948 COLUMBUS

HIGH-CLASS MACHINE WORK
FOR AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
Pedersen Lubricators have proven to be the most reliable

PEDERSEN MANUFACTURING COMPANY

INCORPORATED 1906)

NEW YORK

NICKEL -

(ESTABLISHED 1884.

ee ee ee 644 FIRST AVENUE
New York

| Powldg sewyorn Chocolates

Health Food Chocolate

Most Suitable for Aeronauts or those
requiring a Non-Bulky Sustaining Food
Office, 150-154 CHAMBERS STREET, NEW YORK

FOR ANYTHING IN AERONAUTICS

which you may desire from France, write to
Ladis Lewkowicz, Ervauville, Loiret, France
and prompt attention will be given your inquiry.

Specialty of securing reliable and successful motors. Any styles of
aeroplanes. Quickest delivery and lowest figures. Manufacturers’
guarantee. Full information can be obtained from my lawyer and
resident representative, Eugene I. Gottlieb, Esq., 140 Nassau
Street, New York City.

PROPELLERS

i SPECIALLY MADE s

For Model and Full Sized

Aeroplanes.
Prices on Re ocauee

L. G. DUQUET 1°7W- 36 st.

New York

THE MASTER MAGNETO—F. & 8S. BEARINGS.
BOWDEN WIRE. J. S. BRETZ CO,
TIMES BLDG. PHONE 345 BRYANT.

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70

August, 196

The South Bend (Ind.) Aero Club has been

formed with the following officers: President,
Colonel Jasper KE. Brady; vice-president, George
Cutter; secretary, B. S. Walters; treasurer, Elmer

R. Stoll.

The Aeronautical Society offered a prize for
the most helpful essay. Seven members prepared
papers and all were read on one of the regular
meetings. The prize was awarded by popular vote
to Laurence Lesh. On July 14th Charles H. In-
man addressed the society on the subject, ‘‘Proy-
ing the Horsepower of Engines by Reaction Test.”
Mr. Inman’s talk was most interesting. His device
is intended to be capable of use on an aeroplane
to show the aviator at all times just what horse-
power his motor is delivering and what his pro-
pellers are doing. This paper will be printed in
AERONAUTICS.

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STARTING

Des WiellsseRs 2b). 2, Jacksonville, Fla., has
recently taken out a patent covering ia skid to
assist starting on rough ground without employing
any track.

In the sketch, Fig. 1 is a side view, Fig. 2 shows
a transverse section of same, Fig. 3 is a detailed
end view of one of the pulleys with the belt
applied thereto and Fig. 4 is a detail side elevation
of one extremity of the skid.

In operation the skid is positioned on the ground
when the outer face of the belt (11) engages with
the ground and the runner (10) is supported upon
the upper lubricated face of the belt. When the
stid is forced longitudinally, the runner is caused
to slide over the belt and to cause the movement
of the belt beneath the runner and over the pul-
leys (18). The guides (16) engage the beads (15)

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FOR SALE.

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runner, and holds

throughout the length of the
to engage about the

the belt in concaved position
polished surface of the runner. As the belt reaches
the end of the runner at the rear extremity of
the skid, the same is released from the guide (16)
and permitted to engage over the flattened surface
of the adjacent pulley. Mr. Wells desires to dis-

pose of the patent at a reasonable figure, as he is
financially unable to exploit it.
ATTRACTIONS WANTED.
E. F. Stephenson, 250 Vance <Ave., Memphis,

Tenn., wants to connect with aviators having sue-
cessful machines and aeronauts with dirigible and
free balloons.

CENTER OF PRESSURE.
Question: Please inform me how to find the
center of pressure on a biplane whose surfaces
measure 5 ft. fore and aft, with a curve of 1:20.
The angle of inclination is 6 degrees when the

aeroplane is on the ground. Must not the center
of gravity be just a little below and back of the
assumed ce. of p. when the aeroplane is not in

motion, considering that because in flight the

AERONAUTICS

ec. of p. moves forward, the center of gravity must
be rather in front of the assumed e. of p.?
Answer: One can suggest no convenient way to
find c. of p. of an aeroplane except by actual trial.
The ec. of p. of a small experimental plane having
same depth of curvature would be for 6 degrees
about 44 per cent from front edge, and if this
held true for a large surface it would be 2 ft. 2 in.
from front; that is, for a circular are. For a
parabolic curve it would probably be further for-

ward See discussion of Aerial Experiment <As-
sociation in June, 1909, number, pp. 175-7. ‘The

weight. or center of gravity, should in general be
forward of the ec. of p. This point depends some-
what on the method of vertical control (the dis-
position of elevator and horizontal rudder). See
also p. 153, April, 1910, AERONAUTICS, and article
by M. B. Sellers, pp. 77-79, March, 1910.

HOW TO MAINTAIN CAMBER.

One method of maintaining the camber of ribs,
though not generally used, is to use a thin span
wire to join the tips, this wire forming the chord
of the rib. Ribs are usually bent after steaming,
dried and then made impervious to moisture by
varnish. As long as they do not absorb moisture
they will stay bent.

Laminated ribs can be glued and bent at once
while the glue is wet, put thus in a form to dry
and when dry taken out and varnished. These
will hold their shape, even though they absorb
some moisture, providing the glue does not soften.

LAMINATED BOAR.
(Side View)

CLAP - THESE ShOuv~ Dp
BE PLe4ced LVER YS Sy
INCHES 4ALOYE FOR, Az

JOP View OF
“tiN ATED BOARD

“G85 ARR VETER SHAPING

‘ED OUT
FivisneD £ VARNISH ED

How to Make Ribs

Another method of making ribs is as follows:
Take thin boards of the desired thickness and wood
and glue them together, one on top of another.
While the glue is wet place the laminated board
thus made into a press or form the shape of the
ribs you want. Clamp the form tightly together
and place the whole in a drying oven for several
hours. When dry the ribs can be sawed out of this
curved board. <A correspondent says that if ribs
are wet or soaked, then bent on a board and help
by bent nails, then dried and burnt a little by a

gasoline torch on the concave side, they will
say bent.

THE WILLOUGHBY STEERING DEVICE.
Dear Sir:

I was invited by Mr. Harmon recently to wit
ness a flight in his ‘“‘Farman’’ machine, Jately
purchased from Paulhan, who used it at Los An-
geles last winter. I was quite surprised to find
that it steered in the vertical plane with my

patent steering device (applied for on the 16th of
June, 1909, several of the claims having already
been allowed).

This patent consists in steering an aeronautical
machine in the vertical and horizontal planes by
a combination of rudders. All biplanes steer up
and down by the head alone. All monoplanes
steer up and down by the tail alone. In my device
the ‘‘War Hawk” steers up and down by both head
and tail at the same time.

71

August, TQT0

ADAMS-FARWELL

THE WORLD'S LIGHTEST AND SIMPLEST
MOTOR

Less than 3 Ibs. pen HOP:
A. L. A. M. rating

Self cooled
by its own
revolution

GET OUR CATALOGUE
No. 15-A

ADAMS COMPANY
DUBUQUE, IOWA, U.S.A.

THE

Ei

Specially Selected for Aeroplanes
ALL SIZES IN STOCK
J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

Weaver-Ebling Automobile
Company
“WECO” OILS AND GREASES

All Aeronautic Supplies

2230 Broadway at 79thSt.,- - -

=

New York

Farman Type Aeroplanes, Elbridge
Featherweight Engine, $3,500
Curzon No. 1 Small Biplane, Elbridge
Featherweight Engine, $3,000
Curzon Monoplane, Elbridge Feather-
weight Engine, - $4,000

All Machines are Positively Non-Infringing
using my original recently perfected lateral balance
device. Demonstration Flights are given with machines,
before they are delivered. at Hawthorne Park Aero-
drome, Chicago; 43 must accompany order.

Invite the Interest of Capital Preparatory to Organizing Exhibition
Company for this Season —Quick Action Big Returns

Announcement:— America’s First AERO-
PLANE TRAINING Scuoor under the Auspices
of Tue American AERONAUTICAL SOCIETY
and ably directed by
Mr. M. L. Kasmar, Author of the book ‘First Lessons in
Aeronautics’? with J. W. Curzon as instructor and Aviator-
Demonstrator, opened beginning of July for actual
practice in the art of flying and building at
Hawthorne Park Aerodrome
We intend to supply the increasing demand for Aviators,
and to afferd an opportunity to those who desire to ex-
perience the delightful, healthful, exhilarating sensa-
tions of riding through space. Learn to pilot your own
machine. You will save twice as much as your fee by
eliminating smash-ups and loss of time.
For Aeroplanes address
J. W. CURZON, Hawthorne Aerodrome
HAWTHORNE, ILL.
Fer particulars concerning schocl, apply
M. L. KASMAR, Sec’y., American Aeronautical Socicty
CHICAGO, ILL,

ALRONAWTLIES:

August, TOTO

BOLT HOLE
FOR STRUT
SOCKET BOLT

C zh

F/B or 22 GUAGE
WEET STEEL
GLEEVE 37 “” Lowe

“BOLT BRAZED
To SOCTE Te

zs
6 KF Wir

By crossing the tiller lines of the forward and
after horizontal rudders, an inverse action of the
rudders is obtuined, elevating the bow and de-

AERO ENGINES

WATER COOLED

Cylinders— Wrought Steel. Water Jackets—Wrought Steel.
WELDED to Cylinders. Crank Case—Aluminum Alloy.
Shaft—Hammer Forged Steel. Bearings Drawn Phospher
Bronze. No leaky screw joints—every joint Welded.
25-30 H.P., Weight 80 Ibs. $600
35-40 H.P., Weight120 Ibs., $800
45-50 H.P., Weight “50 Ibs., $110

AEROPLANES BUILT COMPLETE
READY TO FLY
With Non-Infringing Equilibrium Device
25% cash with order, balance C. O. D

THE SANFORD MFG. CO., 45 DEWEY COURT

BRIDGEPORT, Conn.

AEROPLANE

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO.

CROSS SECr/OW
GEACT

(eye

How the»
ections o
the Lateral
eams Join in
the Curtiss
Machine

pressing the stern, halving the surface required
fur each rudder. The pressure on the upper side
of one and on the under side of the other keeps the
parallelogram of forces rigid until a slight directive
force is given ky the steering wheel.

Three years ago at Brighton Beach I described
this patent to Mr. Farmian and told him I was
putting it on the ‘‘War Hawk,’ and I see he has
now paid me the compliment of using it.

At the recent aeronautic convention in New
York I was asked by several persons if it was my
intention to sue on infringements. My answer was
that I would not, and that I
pleased if I had added my little mite to the
science of aviation. Yours truly,

HucuH LL. WILLOUGHBY.
PADDLE WHEEL DEVICE.
Dear Sir:

Dr. Greene of Rochester,
plane, kindly refers me to you for
parties interested in the idea of a folding slat
paddle wheel, which device, he says, has been
patented, for sustaining aerial machines. I think
I have a method of appreciably increasing atmos-
pherical resistance to downward movement of a
paddle or wing and thereby increasing its lifting
effect, and would like to get in communication
with parties desiring to have such a device made
more effective than it has so far proved to be.

JOHN R. GRAHAM,
24 Locust St.,
Rochester, N. Y.

who is building an aero-
address of

SAFETY DEVICE FOR AEROPLANES.
Gentlemen :

The undersigned begs leave to suggest the fol-
lowing as a possible improvement in safety de-
vices for machines used in navigation of the air,
but more particularly for heavier than air ma-
chines.

A combination in an aeroplane or air ship of a
galyanometer, an electric battery or other device
for generating and maintaining a constant eleciric
current and devices adapted to connecting in elec-
trical circuit with the selvanorerer and battery
or generating device the metallic wires, parts or
members of the aeroplane or airship and their con-
nections :

For the
the galvanometer,
metallic wires, parts or

RADIATORS

purpose of indicating, by means of
injuries or abrasions of said
members and their con-

6 EAST 31st STREET
NEW YORK

was more than

rp eet

SAYS PHILADELPHIA I

|

-
\

HAS BALLOON RECORD

Dr. Thomas E. Eldridge Replies

to Conyers Graham in

? Controversy yu
rly — 1)
IN © DISPUTE
IST RAN OP

The aeronautical controversy still con-
tinues. Dr. Thomas Edwin Eldridge sent
the following letter to The North Ameri-
can yesterday, taking polite exception to
some statements made by Conyers Gra-
ham in yesterday’s issue:

“Apropos of the article in this morn-
Ing’s issue of your paper,’’ he says, “I
regret to say that Mr. Graham is again

misinformed, Heretofore,Dr. T. C, Fulton, |

president of the Ben Franklin A¢ronauti-
cal Association, has always claimed the
record for altitude, distance anid time in
the air for the Ben Franklin. The Phila
delphia Aeronautical Recreation Society,
therefore, must continue to claim for its
balloon Philadelphia, II the amateur rec-
ord for altitude and distance from Phila-
delphia, this being proven by the records.

“Incidentally, commenting upon Mr.

'|Graham’s statement, please let it be un-

derstood that the only balloon ever used
in Philadelphia for advertising purposes
is the Ben Franklin, inasmuch as on its
first ascension there were distributed free
beer checks, advertising a local brewery
and the president of the association was

—_—____.

eee

with the party on this ascension. May I
add further that the bylaws of the!,

Philadelphia Aeronautical Recreation So-
ciety do not permit its air craft to be
used for advertising purposes, nor do the
rules of the society allow its passengers

|}or guests to carry intoxicating Jliquors.”’

OY at

3
2

,
bs
eG

»

vi j

Philadelphia II Has Amateur
Long-Distance Record, Says
| T. E. Eldridge

;

QUESTIONS STATEMENT

In the controversy over rival claims to
records between. the Philadelphia Aero-
nautical Recreation Society and the Ben
Franklin Aeronautical Association, Thom-
as Edwin Eldridge, of the- former or-
ganization, yesterday sent out a letter
disputing a statement regarding a trip
‘made by Conyers B. Graham, of the Ben
Franklin association, in 1907. The letter
says:

“The Philadelphia Aeronautical Recrea-
tion Society concedes to the Ben Frank-
lin Aeronautical Association the record
for time in the air claimed by Dr. T, C.
‘Fulton for the balloon Ben Franklin on
October 17, 1907, by twenty-five minutes.
_ “The Philadelphia Aeronautical Recrea-
‘tion Society, however, does not concede
‘the record claimed by Conyers B. Graham
for the balloon Ben Franklin on its trip
to Dwight, Mass., and the statements
‘made by Mr. Graham concerning this
trip are not correct.
| “The balloon Ben Franklin never sailed
|}from Philadelphia to Massachusetts, but
ata sail from Aura, N. J., to Dwight,
Mass., in 1907, This ascension was made
on Saturday afternoon about 2.30 and
landed at Aura, N. J., about 5.20. On this
short trip were Prof. Samuel A. King, a
professional pilot, with Dr. George H.
Simmerman (then vice president of the
Ben Franklin Aeronautical Association),
Edward G. Rech (then its secretary),
Henry Gratz, Mr. Longacre, George
Mayer and Dr. Thomas Edwin Eldridge.
From Aura, N. J., the following! day, at
1,05 A. M., the Ben Franklin started again
and from this point landed in Dwight,
Mass., about 9.20 A. M., Professor King
being the pilot, while the genttlemen in
the basket: were Dr, George H. Simmer-
man, Messrs. Rech and Mayer and Dr.
‘Thomas Edwin Eldridge. Neither Mr.
Gratz nor Mr. Longacre were in the
basket when it sailed to Dwight, Mass.,
as claimed by Mr. Graham, and as the
records of the Ben Franklin Aeronautical
Association will corroborate.

“The amateur balloon record for alti-
‘tude, 17,050 feet, made by Dr. Thomas
Edwin Eldridge, Dr. George H. Simmer-
man and Welsh Strawbridge, on June
‘10, 1910, and the distance record of 250
miles, air line) made last week from
‘Philadelphia to Pascoag, R. I., by Dr.
Thomas Edwin Eldridge, William S.
Underhill and Arthur S. Underhill, are
unquestionably held by the balloon Phila-

LLOONIST,

a

-

mn

3 ct LAT

bh Sa oe

\

ie ‘

( I Sai | August, TOTO
th 4E INVENTOR’

/ tbove book is an honest explanation of how the
ft 7 } itor may guard against obtaining worthless
AAD \ | ats, and is written with a sincere desire to place
the Inventor-reader in a position to determine intelligently
when he should not file an application for Patent. Sent
FREE on request.

The business of experienced patentees and inventors
solicited. Inexperienced inventors will be rendered equally
thorough service.

H. L. WOODWARD PATENTS, Trad Marks, Copyrights

Food and Drug Registration
730 9th Street Opp. U.S. Patent Office | Washington, D. C.

ctions, such as would reduce their cross section PAT E NT Ge (E- PlA ROK ER
materially reduce their strength and _ safety Late Examiner U. S. Patent Office

etor.

The purpose of drawing this claim and publish- ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

g it is to prevent it from subsequently being 5 : ;
tented, and to give all interested free use American and foreign paten's secured promptly and

the suggestion, if perchance it should be found with special regard to the legal protection of the in-

contain any elements of value. vention. Handbook for inventors sent upon request.
ALBERT W. BUEL,

15 William St., New York. 30 MCGILL BUILDING WASHINGTON, D. C.

9OOOOOOOOOOOOOOOOOOOOHOOHHOHOOHOHOOOH PA TEN IS SECURED OR FEE

“ : RETURNED: : =

A S Cc e Nn S 1 O nN S Send sketch for free search of Patent Office Records

S How to Obtain a Patent, and What to Invent, with List

YA fi nti Wanted dP ffered for I ti
$O0O0OO0O0O600O9O0$90H9H9OOOOOE Lint free. Patents advertised frees eons
We are experts in AIRSHIPS and all patents and
technical matters relating to AERIAL NAVIGATION.

VICTOR J. EVANS & CO., Washinzton, D.C.

HAVE YOU AN IDEA?

LR GSiOr Wik res EO OO UlR LBOOKS:

“Why Patents Pay,’’ ‘100 Mechanical Movements”
and a Treatise on Perpetual Mouons—50 Illustration:
ALL MAILED FREE

F. G. DIETERICH & CO. patent Lawyers

803 OURAY BUILDING, WASHINGTON, D. C.

“The Protective Patent”

This book for inventors sent free, $35.00 required

to file patent application. Total cost $65.00

uReA DE MVACRIKIS = RaEnGuleS ie E ReEsD
BEELER & ROBB, Patent Lawyers
87-90 McGill Building - - Washington, D. C.

PATENTS

Competent Patent Work Pays in the End.
You get it here at Minimum Cost.
Also Working Drawings and Reliable Data
for Flying Machines.

AUG. P. JURGENSEN, M. E.

170 BROADWAY, NEW YORK CITY

PHILADELPHIA, June 16.—Dr. Thomas _ E.
‘dredge, Dr. Geo. H. Simmerman and Welsh
trawbridge, in the “Phila. II,” attained an alti-
ide of 17,050 feet. The landing was near Peters-
ille, Pa.. after 2% hours; a distance of 60
les. Dur. 2 hrs. 35 min. It took but 18 min.
» drop 17,000 ft. A new high ascent will be at-
smpted, properly equipped with plenty of ballast
nd supplies. ‘The highest American official record
5 16,615. <A. H. Forbes went up to 20,600 feet, as
ecorded last month. There are 28 ascensions on
ecord higher than the Harmon-Post ascent of
6,615, not including Forbes or Eldredge.

iled Without Charge

Estab. 1869.

AERONAUTICS August, 1916
ODIER ee MONOPLANE
Ready to Fly

$2500 F. O. B.
NEW YORK

Sole Agents
United States, Canada and

Mexico
~~ Yyes de Villers & Co.
Paris New York
Philadelphia

e ST. LOUIS, June 18.—At 5.30 p. m. H. E. Honey-

Aeroplane Tubing well and W. F. Assmann, left in the “Centennial”

to make another attempt to win the Lahm cup.

14 DIAMETER :: :: 22 GAUGE :: :: 4 FOOT LENGTHS Jhe landing was made 6 miles south of Bowen,

‘ . Ky., on June 19, at 6.30 p. m. Just after landing
Polished Steel Tubing :: Made upto your Measurements a heavy storm broke. The distance is 354 miles.

25 CENTS A FOOT SANTON, J > 18.— J. H. Wade, A. H. Morge
VERY STIFF AND LIGHT Weight 8 oz. per Foot a W. Ke Chisholm in the “Sky Pilot” to “Pair.
view, Pa.

J. L. LUCAS, 2 Fox Street, Bridgeport, Conn. ST. LOUIS, June 20.—Miss Julia Hoerner de-
——_ Le. ©» -eided: “to;-become’ a pilot-- Atter hali<ane hounwas

electrical storm came up and the aide, John
AEROPLANE MATERIALS Berry, helped her make the descent. 9 miles from
St. Louis. The balloon was the ‘Melba.’
PITTSFIELD, June 25.—Wm. Van Sleet, Wm
. Dear and IX. M. Christie. Z &,
LOWELL, June 25.—Charles J. Glidden, Mrs.
M. N. Glidden and J. J. Van Valkenburgh in the

“Mass.” to Salem,-N.- He = Dur 1d -hre 35m. ;-dism
Lema tae O Ome

Gliders designed and built

Catalogue free. Complete instructions for building full
sized aeroplane, with scale drawings, 55 cents
ST. LOUIS, July 2.-—Wm. F. Assmann, qualified

J.W. Roshon :: Harrisburg, P
Wis pilot, taking up two passengers. Landing was

3 a near Pattonyville, Mo. Dur. 2 hrs.; alt. 6,200 ft.;
rained during part of ascent.
PHILA., July 9.—Dr. Thomas I. Eldredge, Dr.
George TT]. Simmerman, Dr. L. I. Vifier and Miss
Sree elise |

Pebeehe

+ ; Anna Niittinger, in the to Mount Ilolly,
t E J. <Aititude reached 7,900 ft.

i LOWELL, July 9.—Chas. J. Glidden, Jol Je
i Laminated Wood, Why : ren Valkenburel and | Raward y =SEront ine te

“Mass.” Andover, Mass. J 0 ines iste
ry True Screw, Pay z miles ait 2.100 “tt. 4 ee Aes nig aiedel Mr.
z Any Pitch, More? # Glidden’s 47th ascent.
oo
+ + F. O. ANDREAE
% + GISTERED
% a RE
a HOLBROOK AERO SUPPLY G0. + SOLICITOR OF PATENTS
f JOPLIN, MO. % Aeronautic Inventions Pasadena,
~- a specialty

poled bebe sbobesobeeobebobebeefebeofeboeputedebechefesfebecebeg of home and abroad Calif:
LEP EEE Sos ofa of cfs afoor3 of PA I E N i S- PEELED ED EEE EES
oa *
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ce SPECIAL ATTENTION TO AERIAL
: 20 Years Experience NAVIGON :
= Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements BS
s BOOK MAILED FREE TO ANY ADDRESS <
cy of
* CHAS. E. BROCK, PATENT ATTORNEY $
of oe.
e 913 F STREET, WASHINGTON,D.C. 256 BROADWAY, NEW YORK CITY =
: | HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES of
. b
rope cGs Ge ofeofe ofoeJoofe ole ofa of ofe efoefe ole ojo ofo ale ofe Goofs ofe ofa cLe ofa ola ofe efeege ofa fe efenleofeege ofa efsefe le fa ele ofe ofc oe ofe ofe ofa ofe ofe ofa ofe ofe age of ofa ofa eke ofe ae ofe

74

AERONAUTICS
Patent List.

EK. Green, New York,
dune 7, 1910, filed June 22,
An aeroplane consisting of a plurality of sails
at the front and another set at the rear with a
propeller intermediately between them. Both sets
of sails are pivoted so as to be movable and in
addition the rear set is provided with rudders
movable laterally.

Louis L. Crane, New York, N. Y., 960,831, June
7, 1910, filed Dec. 21, 1909. FLYING MACHINE.

Ne -X;. 960550395
1909. AIRSHIP.

Robert

A toy aeroplane the characteristic features of
which are a frame composed of several rods
secured to a plate at the front and joined at the
rear in the form-of a tripod, in’ the center of

which extends a rubber band operating a propeller
at the front and a triangular tail piece at the
rear.

Frederick W. Wuerth, Cincinnati, 961,925,
wune 21, 1910; filed March 15, 1910. <ATTACH-
MENT FOR AEROPLANES, consisting of flexible
wings attachable thereto and projecting outwardly

O.,

therefrom. Means are provided for distending or
collapsing the wings and changing the angle of
incidence.

George D. S. Reece, St. Louis, Mo., 962,386, June
21, 1910, filed June 10, 1908. AIRSHIP, the char-
acteristic feature of which consists of sets of
wings, each wing comprising a frame made up of
a rod projecting at right angles from a shaft, and

a series of arms projecting from the rod. This
frame is covered with cloth and several such
wings extend radially from the shaft in the same
plane.

Samuel Montgomery, Stockton, Cal., 962,652,
gune 28, 1910; filed Bec. 14, 1908. FLYING
MACHINE of the helicopter class, comprising a

main rotative shaft used vertically from the cage
or basket eontaining the motor. This shaft is pro-
vided with propellers and at its top a parachute

is secured, so arranged that connections from the
eage enable the opening or closing of the para-

chute.

CLASSIFIED ADVERTISING

(Continued from page 60)
ENGINE FOR SAL One new 30 H. P., four cylinder
air-cooled aviation engine, equip-
ped with Bosch magneto and Laminated true screw 6
foot propeller 200 Ibs. thrust. Engine weighs 197 Ibs.
Outfit just cost us about $600; will sell for half or will
exchange for 50-75 H. P. motor. Address, **Aero Dept.,”

STEBBINS & GEYNET, Norwich, Conn.
THE FUTURE FLYING MACHINE. This won-
derful machine is automatically balanced in the
air, it does away with the warping of the wings

or tips, is operated by one steering wheel and
is driven by two propellers which derive their
power trom a 50 h. p. revolving cylinder motor.

Its wings have a spread of 30 ft. and are 27 feet
in length. ‘The simplicity of this machine does
away with accidents, and makes it very easy for
anyone to operate. I wish to form a company of
one or more to manufacture this machine. If you
are interested, address Ralph Cole, Tipton, Kans.

August, 19T0

WITH

Aeroplane Fabrics
Aeroplane Tires
Bumpers

Tell us what you need, and let
us explain the superiorities of
GOODYEAR Materials.

THE GOODYEAR TIRE
& RUBBER COMPANY

Akron, Ohio

AO A Oe a

SEE ee

AEROPLANE WIRE WHEELS

20" x 2" Curtiss Type in Stock—WEIGHT 7 LBS.
Monoplane Tail Wheel, 16" x 142"—Weight 3 lbs.

For 20" Wheel:
Farman Type Axles With GhaceAcater

14" Wire-Spoked Steering Wheels - - Turn-Buckles

J. A. WEAVER, Jr., 956 8th Ave., N. Y.
L. B. REPAIR CO., Inc.

EXPERTS ON GASOLINE MOTORS
REMODELING and OVERHAULING
MOTORS, MAKING SPECIAL PARTS
FOR EXPERIMENTAL WORK ON

AIR, LAND AND WATER VEHICLES
225 W. 57th St., N.Y. Tel. 6549 Col.

25-30 h. p. eAnzani «Motor
| now on exhibition at
_735-7th cAvenue, New York.

\.

Sole Agent
UNITED STATES, CANADA AND MEXICO
Yves de Villers & Co.

75

s Eiolish Chramngl
ss ossbl, wow

NEW YORK
PARIS
PHILADELPHIA

AERONAUTICS

250 West 54th Street
New York
Cable: Aeronautic, New York
"Phone 4833 Columbus
PUBLISHED BY
AERONAUTICS PRESS, INc.

A. V. JONES, Pres'’t — _ E. L. JONES, Treas'r-Sec'y
SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN,
ADVERTISING REPRESENTATIVES:

$3.50

E. F. INGRAHAM ADV. CO.
116 NASSAU STREET NEW YORK City
No. 37 AUGUST, 1910 Vol. 7, No. 2
COPYRIGHT, 1910, AERONAUTICS PRESS, INC.

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.

AERONAUTICS is issued on the 20th of each month
All copy must be received by the 10th. _ Advertis-
ing pagesclose onthe 15th. :: S se = Ss

q Make all checks or money orders free crevchenee
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. a ae =

E are forced to print all new material this

WV month in small type in order to make
room. There is on hand considerable

amount of material in type for which we have
been unable to find space as yet.
Hour flights abroad are so

seems useless to further chronicle
the future we will merely try to
ords made, new machines,
and events of more than

common that it
them, and in
print new rec-
especially long flights
usual importance.

ROGRESS will certainly demand its toll of
P lives, but there is certainly no cause for
alarm. Fatalities have not been as numer-
ous as those which in nearly every auto-
mobile meet of importance, and the entry list in
the aviation meets has been fully as large as that
of any motor race. Considering the number of
flights made, both at meets and elsewhere, the
restricted grounds at which many meets aye held,
may feel assured that the percentage of fatali-
ties is small.
A word
velopment
of making

occur

one

however. De-
along the line
building faster

of caution is necessary,
not appear to be
safer machines, but in
and more varied types. [Familiarity breeds con-
tempt, and aviators should not take the fearful
chances that some do.

does

T is worthy of comment that aviation abroad
has reached the stage where meetings may be

held on the same basis as motor and horse
racing, where competitors pay entrance fees re-

turnable only on condition,
made,

say, three laps of the
and where the remunera-
tion consists in the prizes to be won.

course are sole

Correction.

In the article, “‘How to Make a Propeller,” in
the July number, the last two paragraphs, by mis-
take, were misplaced and put in the adjoining
column. The last sentence of the article should
read: ‘“‘This will NOT duplicate, however, a Cur-

tiss propeller, etec.”” The word “not’’ was omitted.

August, IQ1O

bS54555$55445555-44O54O54OO5O5O555555555555$55b55555bh5HS5F

Permanent —=
-: Exposition

eerste ease ee eeeoseeoeoeeeoc eee eee eee eee.

HE Permanent Exposition at the office of
AERONAUTICS is growing. People are com-
ing in every day to look over the various

exhibits and immediate calls on the manufacturers
result.

We want to have every manufacturer of aero-
nautical material represented. If necessary, use

the Exposition as a stock room, as some are doing.
We want motors, samples of sockets, oils, bear-
ings, magnetos, plugs, tires and anything that

may be applicable to the new industry.
Manufacturers should send a supply of their
catalogues and print on their circulars, stationery
and letters the fact that they are exhibitors in
AERONAUTICS’ PERMANENT EXPOSITION.
EXHIBITORS.

HARTFORD RuURBER WoRKS Co., Tires.
WITTEMANN Bros., Gliders and Supplies.
WARNER INSTRUMENT Co., Aerometer.
REQUA-GIBSON Co., Motors and Propellers.
ELBRIDGE ENGINE Co., Engines.
PENNSYLVANIA RUBBER Co., Tires,

C. E. Conover Co., Cloth.

EDWIN LeEvIcK, Photos.

ROEBLING Co., Wire Cable.

En Arco RADIATOR Co., Radiators.

J. A. WEAVER, Wheels, ete.

WHITEHEAD Moror Co., Motors.

GREENE Co., Propellers and Parts.

BoscH MaGnetro Co., Magnetos.
AufoO-ABRO SUPPLY CO., Supplies.

R. I. V. Co., Ball Bearings.
J. Drurour, Bamboo.

J. S. Brerz Co., Magnetos,
AERO SUPPLY CoO., Supplies.
CHAS. E. DRESSLER, Model Maker.
Wm. P. Younes & Bros., Lumber.
BugeuL H. Green, Turnbuckles.
PROFAC Foon.

Bowden. Wire.

What Bishop Says.

““Will the Wrights compete for the International
Cup?

““No one knows as yet; they refused last
year to compete and it is I, Cortland Bishop,
who paid the expenses of Curtiss so that one
American aviator might compete for the cup and
he won.’ He adds with a practical and national
instinct; ‘it cost me a great deal of money.’

““Tt has been said that the International Cup
would cost aviators very dearly in expenses, ete.,
and would only result in the winning of an art
object of medium value.’

“‘*No doubt, but French
come or not as they please.’

«Then your opinion is that apparatus of French
origin will win over the American’s?

““T have not ridden with the Wrights but only
with Paulhan. The impression of security is
perfect and must be much greater than with the
Wrights. These oscillate a great deal in the air
and I believe in the superiority of the French.’

aviators are free to

“Mr. Cortland Bishop stopped and offered ami-
ably to complete the interview when _ desired.

We shook hands cordially and transatlantically
and he renewed his walk towards the Tuileries.”
The above statement of Bishop with respect to Curtiss
is not an accurate statement of the facts. 4
The jabove interesting item was printed in the ©
French organ VAero, being an interview with the —

honored president of the Aero Club of America. ,

4

ERONAUTICS August, 1910

We Build Balloons That Win

HAVE WON EVERY CONTEST ENTERED AGAINST ALL MAKES
CHICAGO CONTEST — Balloon “Fielding-San Antonio” — 9 competitors

Distance and endurance trophies, also water record of the world—350 miles one trip
INDIANAPOLIS CONTEST — Balloon “University City” — 6 competitors
PEORIA CONTEST — Balloon “Peoria” — 3 competitors
ST. LOUIS CENTENNIAL CONTEST — Balloon “St. Louis III” first, and Balloon
“Centennial” officially second for distance and endurance, 47 hrs., 41 min.—8 competitors
Balloon “St. Louis III”— speed record of America— Lambert, pilot; Won Phul, aide
JUST THINK OF IT, EVERY CONTEST IN THE LAST TWO YEARS.

GIS Sl re a a ot
ie spe = : fF

ie

Aero Club Grounds, Centennial Contest, St. Louis, Mo.

@ The longest voyage by a licensed pilot in the United States, in 1908, was
made with the 2200 cubic meter “Yankee”—461 miles with two stops—
a remarkable performance; 800 pounds ballast aboard when landing.

HONEYWELL, Builder

@ The greatest balloon trip of 1908 and 1909—850 miles in competition—
made by the 2000 cubic meter balloon, “Fielding-San Antonio.” Four
American and two Foreign makes defeated by wide margin.

HONEYWELL, Builder and Pilot

AEROSTATS, AIRSHIPS AND INSTRUMENTS

IN STOCK AND MADE TO ORDER
@ HONEYWELL CONSTRUCTION utilizes the latest and best materials
—varnished or rubberized envelope with French-type valve, and Italian

hemp or linen nettings. Cars equipped for comfort and convenience
—light and durable. : : :

FRENCH—AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

q

In answering advertisements please mention this magazine.

AERONAUTICS

hocforgee

JooFe ofoofe ofoofe ofa ofe fo ofe fo nfo fu ofe ofa ofe ofeofe ofa nfo ofeofe ofuofe ofa nfo ofoofe ofeogeoferfoofe nfo oho ae ofe ofa ofe ofa of ofoahoofe fe ofe oho oho ofa che ofe fo ofe oho afonfoade ofa ole ofe oho ofe coho ego ofeege ofooge oho fo fe fo oho fo ofe oho fone oho oho oho ohe fe ofe fe oho fordorke

the Name

BURGESS CO. & CURTIS

MARBLEHEAD, MASS.

means

Good Workmanship

Poof ofp conf nfo efecto ofe ofoofe ofe nfo fe ofeofe ogo ofeofe ofa ofeofe ofa ote ofe fe ofooge ofe ese ofoodecfe ohe age che fe ofe fe Se oho ofoere oe oho ofo che oho Sache cho egs

OUR cAEROPLANES

stand on skids, run on skids,

get into the air on Skids:
alight on skids, and are

2 DSA Te

on skids

@_ They are made by crafts-
men, trained to careful work
for many years on racing boats
Our men know why and how

Spobeobeobeedoefeoooboefeelocfecfoofonfooofeefoefoofeofonleeleoteoheafeelecfeofonfeetecfecfonfenfeofecfecheafeefecfeofeofeefeofeofenfoegs clef afento cts

Ask the Man Who SAW One

tok bebe dt

August, rT

gba dete oy

fe ofa ole ofe of ofe oe cfecfe cfoofe ofoofe che ale cfecfo che foole nhs ofa ckoeko cle fecke che che cfo cece efor che che ob oa cle cle cle ole enka oka ao clarke ola ala aLa Pa aka ala aa oka nla ala ca oka ctu oo cke ela cle clacte cle ake s¥e ale cle che oFe oFo che oleele ole eke ole oFe oe ke eke che ckecRockafeakocla

whe cfooke

+

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4ERONAUTICS August, 1910

- 1. V. RADIAL BALL BEARINGS

Used by Leading Aviators.

==> Light in weight —
ga. Strong and

Durable.

Variety of types and sizes

in stock.

Absolutely Guaranteed.
Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

2, EY. CO: 1771 ere New York

= FL YER”
THE HELICOPTIC FLYING MACHINE

Was the Sensation of the First National Aviation Meet

spires, 24 city blocks. Aviators are using this apparatus for determining direc-
tion and velocity of wind at altitudes up to 600 feet. Recreation for old and
young. Any child can operate it. Get one to-day.

ON SALE EVERYWHERE, 50 CENTS

BUFFALO PITTS CO., DEPT. H, BUFFALO, N. Y., manuracturers

MACHINE
at Indianapolis. Actually flies 600 feet, four times as high as the tallest church |
,
|

EDWIN LEVICK

Aeronautical
A N D Me A= RT NCE

Photographers

AERO AERO ENGINE ]

PRICE $250

Telephone 108 FULTON STREET Gable
100 John NEW YORK Photonews, N.Y.

Photographs of Practically every Aeroplane and Airship in the World
Lantern Slides and Enlargements our Specialty

ly oe 30 H. P Write for Catalogue Agents Throughout Europe

5 in.Bore. 5Sin.Stroke

1000-1500 R.P.M. SEND FOR LIST OF

/ Weight 98 lbs LATEST AERO BOOKS

oes Z Write for a Catalogue | A ERONAUTIC S
ag Tne DETROIT AERO-PLANE CO.

DETROIT MICHIGAN 250 W. 54th St. New York

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AERONAUTICS August, ror

BALDWIN’S

Vulcanized Proof Mat erial

m= WINS &

LAHM BALLOON CUP—697 Miles
Forbes and Fleischman, Balloon “New York”

BEST DURATION INDIANAPOLIS BALLOON RACE—
35 Hrs., 12 Mins. Forbes and Harmon, Balloon “New York”

U. S. BALLOON DURATION RECORD—48 Hrs., 26 Mins.
Harmon and Post, Balloon “New York,” St. Louis Centennial
U. S. BALLOON ALTITUDE RECORD—24,200 Ft.
Harmon and Post, Balloon “New York,” St. Louis Centennial
GORDON BENNETT AVIATION PRIZE
30-KILOM. AEROPLANE SPEED PRIZE
GRAND PRIZE OF BRESCIA FOR AEROPLANES
QUICK STARTING EVENT AT BRESCIA
2nd, 10-KILOM. AEROPLANE SPEED PRIZE
2nd, BRESCIA HEIGHT PRIZE—Glenn H. Curtiss

BALDWIN’S VULCANIZED PROOF MATERIAL

Used in the U. S. Gov. Dirigible and Spherical Balloons
AK es last from five to six times as long as a varnished balloon. The weight

is always the same, as it does not require further treatment. Heat and cold

have no effect on it, and ascensions can be made as well at zero weather as in
the summer time. The chemical action of oxygen has not the same detrimental
effect on it as it has on a varnished material. Silk double-walled VULCANIZED
PROOF MATERIAL has ten times the strength of varnished material. A man
can take care of his PROOF balloon, as it requires little or no care, and is NOT subject
to spontaneous combustion. Breaking strain 100 Ibs. per inch width. Very elastic.
Any weight, width, or color. Will not crack. Waterproof. No taleum powder. No
revarnishing. The coming balloon material, and which through its superior qualities,
and being an absolute gas holder is bound to take the place of varnished material.
The man that wants to have the up-to-date balloon, must use VULCANIZED PROOF
MATERIAL. Specified by the U. S. SIGNAL CORPS.

AEROPLANE MATERIAL A SPECIALTY
Prices and samples on application

Captain Thomas §. Baldwin

Box 78, Madison Square
NEW YORK

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AERONAUTICS

Wittemann Glider In Flight

C. and A.

WITTEMANN

DESIGNERS — CONSTRUCTORS— DEVELOPERS OF
Aeroplanes,
Gliding Machines, Models,
Separate Parts

PRACTICAL LESSONS IN GLIDING
Experiments Conducted Large grounds for testing
. GLIDERS IN STOCK
WORKS:
17 Ocean Terrace and Little Clove Road, Staten Island, New York
Telephone, 390-L West Brighton

eee

WE MANUFACTURE THE
LIGHTEST WEIGHT AND
HIGHEST QUALITY EN-
$+ GINES IN THE WORLD

ae oy

All working parts of Krupp
and other German Steels of
highest tensile strength ob-

tainable. res Pe e
| THE EMERSON ENGINE CO.
| Alexandria Ras Virginia

<_< SSF

August, 1910
SISSOSOOSOCOCOOOOOOOOSOCOS

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

UR6-ft. Propeller delivers 200 lbs.
thrust at 1200 R. P. M. @Do

you want to get the best results? If
so get a *‘Brauner Propeller.’’
@_Our Propeller has proven more than
satisfactory to those using it

6-tt.,:63. lbs. =. — $40.00
efi oaOaa & <. taon = 50.00
Battelle = 60500

P. BRAUNER & CO.
335-339 EAST 102nd STREET

Phone, 2189 Lenox NEW YORK

SOSSSSSPOSSSCSSSCOSCSCOCOCSOSOSCSCSOSOOOOSS
SFOSCOSPSPSCPOPSPSOSSPSPSPSPSPSOPSOPSOPSOPSOSSOOSODS

2s

SSCS SESE SE EHS POCBOHTZE

FIRST in war, FIRST in peace,
FIRST in the hearts of its country-
men—By George! :

Bear In Mind—lIt’s a combined Helicopter,
Parachute, Gyroscope, FL Y-wheel, Monoplane.

JOS. E. BISSELL, Box 795, Pittsburg, Pa.

AERONAUTICAL CLASSICS

—————————— _ Pyblished by =
THE AERONAUTICAL SOCIETY OF GREAT BRITAIN
NOW READY

1. AERIAL NAVIGATION.
By Sir George Cayley, Bart., with Portrait
and Biographical Notice. First published 1809.
2. AERIAL LOCOMOTION.
By F. H. Wenhan, with Portrait and Bio-
graphical Notice. First published 1866.
¢. Four more volumes in the present series will be issued during the
course of the year, including the most important works of alker,
Stringfellow, Pilcher, Francis Lana, Leonardo da Vinci, ete.
he originals of this valuable series are extremely rare, and practi-
cally unobtainable. All the illustrations are reproduced in facsimile.
Price 25c. each volume. Post Free 30c.
Subscription for complete series of six, $1.35 post free
On sale at the Publishing Offices of of the Aeronautical Society

KING, SELL & OLDING, 27 Chancery Lane, London, England

| In answering advertisements please mention this magasine,

AERONAUTICS August, T9T0

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of America

CONTINENTAL RUBBER COMPANY
of HANOVER, GERMANY
MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD

Representing

the

Passenger
ee Aeroplanes
Fabrics and

Flying
for Models
Balloons, pane

W. Morrell Sage

Aeroplanes

ENGINEER
and ent hy
Airshi

exes Models Developed
One to Fifty Passengers
Contractor to the United States Government
AND
Ninety-five per cent. of the Clubs in this country
Also Representing the Santos Dumont Aeroplane
American Representative The Wilcox Propeller
Carton & Lachambre eras
Address: Box 181
Balloon and Airship Builders Madison Square

of Paris, France N. Y

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ERONAUTICS August, 1010
= PROTECT YOUR IDEA! @e

FREE REFERENCES:
. American National Bank,
Two Books: Patents m: Pa eet,
“ oe de” Little Giant Hay Press Co.,
‘Inventor’s Guide ‘6 ” Dallas, Texas.
aad My Trade-Mark Gray Lithograph Co., ‘
Ps 64-Page “Your business will have my personal attention.” —E. E. V. rte a fe ke City N.Y.
Proof of Fortunes ~ "Norfolk, Va
in Patents— New Era Mfg.Co., |

Secure Money to Sigourney, Ia.

“Patent”? your In- MADE BY MY CLIENTS The Camp Conduit Co.,

vention, How to Cleveland, O.
Sell Your Patent, The Iowa Mfg. Gow an:

Geet Sees | YOU Should Have My FREE BOOK | J sin ancy ciiitele

Great Success Danavilles Nev,

penatand How to Fairfield, Ia.

Invent” The Parry Stationery Co.,

HESE books will l 80 340 (00 Oklahoma City, Okla.
tell you How to 9 e Bell Show Print Co.,

° 1 . fa Yr ry at x Era TI >» Gi “| El > “t rie E i
of My Clients Telling HOW ; O I H E RS will do tf gee RO nO
Trade-Marks the same IN THE FUTURE. Superior Mfg. oy O
ons a ges Serie a pus ad = : Sidney, O.
Copyrights, Prints, cas WHAT AND HOW ro Tidnam Tel. Pole Co.,

Labels, Registered x re z
poles es TXT WN Mss r = a Oklahoma City, Okla.

ADVICE FREE BNEVoOE NE BOOK FR EE. Bernhard Furst, Vienna,
Sa I. Austria-Hungary.

Bees aes Compound Motor Co.,
Brooklyn, N.Y.

Correspondence
Solicited

I advertise my clients patents free in a magazine having two million circulation
MY FEE RETURNED IF “PATENT” IS NOT ALLOWED
(SEE Aspove List oF REFERENCES—THEY TALK!)

HIGH CLASS WORK EXCELLENT TESTIMONIALS

SuccEssFUL CLIENTS IN EVERY SECTION OF THE U. S.

Expert-Prompt Services 836 F STREET, N. W.

E Registered Patent Attorney
E VROOMAN, ‘cists, Wash., D.C
e Le y PATENT LAWYER, asn., U.v.

MY OFFICES ARE LOCATED ACROSS THE STREET FROM THE U. Ss PATENT OFFICE

AERONAUTICS A SPECIALT

Improvements in Aerostructures should be protected without delay. Thousands are
experimenting, and your discoveries may be made and patented by otners. A seemingly
unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selden
Patents control the Automobile. Do not give your ideas away ; protect them with solid patents.
We render an opinion as to the patentability of any invention without charge. Send usa

sketch and description, photographs or a model for immediate report. .
Booklets giving full information in Patent Matters, a list of needed inventions and a history

of successful patents, mailed free. Write for them.

PROMPT AND PROPER SERVICE

WOODWARD & CHANDLEE 247 F street, Washington, D.C.
eleanor ee ee
Pbpb depo eee bbb bee eel PEELE LEE EE EE EE EEE LEE EEE EEE

PARAGON

my SS SEP PL
tee Ne ae
, it

Design for CURTISS TYPE of Machine
Seven feet diameter by 4.40 to 6.10 ft. variable pitch. Performance guaranteed—Sixty miles per hour on
50 H. P. at 1400 R. P. M. We have these in the following styles :
No.1. All edge-grain silver spruce, 6% lbs. $50.00. No. 2. All quartered grain white oak, 9 lbs. $55.00
; No. 3. Quartered white oak with spruce core, as illustrated, 742 lbs. $60.00
No description of these propellers can do them justice. In them theory and practice have been har
monized. They must be seen to be appreciated. Other designs in stock or furnished on short notice.

AMERICAN PROPELLER COMPANY, Washington, D. C.

PPE eee bebe Eee eee EEE EE EEE EEE EEE EE PE EEE EEE
In answering advertisements please mention this magazine.

Lepeeeeeeeeeeebereeeee

AERONAUTICS August, 191

Facts About Motors «e2ereeeterehhehehbrrrnbthreibed

The Call Aviation Engine

Is

Ist. A Four Cycle Engine. The type used on 90% of all automobiles and motorcyles. The
type used by all prominent aviators here and abroad, and holding all aviation records.

2nd. A Water Cooled Engine. The only kind thatcan be depended upon for extended runs
without danger of overheating. Our spiral water jacket, together with piston pump circulation is
the most perfect cooling sys em yet devised.

3rd. An Opposed Cylinder Engine. The construction conceded by gas engine authorities to
be the nearest vibrationless type. By all odds the construction best adapted for aviation purposes.

4th. A Silent Engine. The only engine yet designed for aviation having both main and

auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other
than merely exhibition purposes.

5th. A “ Fool-Proof’’ Engine. The utmost simplicity of construction, small number of
cylinders, together with its being of the usual Four Cycle type, enables any automobile chauffeur to
set and run it, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder,
or V-shaped multiple cylinder engines.

6th. A Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and
evlinder heads permits of a remarkably strong construction with minimum weight; while our Vana-
dium Grey Iron Cylinder and cylinder head linings, piston heads, valve cages, valve seats, etec., is the
only dependable material for these parts.

7th. <A Superbly Beautiful Engine. The entire design is thoroughly artistie; while all ex-
posed parts not constructed of Magnalium—a shining non-corrodible metal—are nickel plated, the
whole surface being polished to a mirror finish.

8th. Phenomenally Powerful Engine. This result is secured by the use of a comparatively
small number of cylinders of generous proportions, as distinguished from a multiplicity of cylinders
with their numerous be trings, and consequent friction, and liability to derangement.

9th. An EHeceptionally Economical Engine. {tis a matter of common notoriety among gis
engineers that economy of fuel, as compared with power developed, is secured by large cylinde:s,
few in number, rather than by a multiplicity of small cylinders—a consideration of paramount im-
portance in aviation.

10th. .4 Moderate Priced Engine. While the material and workmanship of this engine is even
superior to the very expensive foreign makes, and not to be classed with the cheap engines flooding
the market, yet our aim has been to furnish aviators with a moderate priced engine, cheaper than
could be produced by themselves, except in large numbers, and with an expensive shop and foundry
equipment,

Model E-1: 2 Cylinoer, 50 Horsepower, weight 150 lbs., Pr. $1,000 Other Aviation Engines possess a few of
Model E-2: 4 Cylinder, 100 Horsepower, weight 250 Ibs., Pr. $1,700 these advantages. This is the only engine
Prices include complete equipment, NO EXTRAS that combines them all.

Delivery 30 da;s: Terms, 35% Cash, with order; Balance sight draft against Bill of Lading

WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER
Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize

the heat of your engine for the comfort of your passengers. Weight, IIb. per gallon of jacket water.
SEND FOR CATALOGUE C-2

THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

ef ofp ee ofe ote efo nfo ofe of ofe fo ofe ofeofe ofo of fo ofe ofa ofe ofe ofe ofa oho ofa ofe ofa ofeofe ofa ofe ogeoje fe ofe ofa oho ofa oho ofa ote ofe fooho age oho eo ofe ofa ofe oho oho ofe of oe Gonhonse

Seofroppofp cfocfeofoogeofecfoofoofeofoofeofeoooLe nfo ogo ofe foofoofeofeofe cf ofoofe efoofe foofe, Jooke foo feof ose ofe ote ofeofe fe ofe fo ofenfe ofa ofe ogo che oho ofeofe ofa ofeefooge nfo ngeoke oho ofe fe ofa eGo ego ofo oho ofa oho oho nfs che ofe fonta ge oko oho oho che fo ofe he foofe ononge

In answering advertisements please mention this magazine.

ERONAUTICS August, T1910
ERS eh i a a

AEROPLANE ENGINES

ADAPTABLE ALSO FOR USE IN THE DRIVING OF

Dirigible Balloons and High Speed Motor Boats
EXPERIMENT with no EXPERIMENTS

EQUIP YOUR AEROPLANE with
an ENGINE of PROVEN MERIT

and thereby avoid the unnecessary expenses, accidents and barriers to success

that naturally follow in the wake in the purchasing of an untried product.
IT IS THE ENGINE THAT COUNTS MOST

More and more we realize this as brilliant success, and brilliant failure
too, are recorded. It is to the engine we must pin our faith to bridge
that distance between us and a complete mastery of the air. To all who
are putting forward a strenuous effort to achieve this end, a RINEK motor
will prove of invaluable assistance. They are the lightest, practicable,

water-cooled aviation engines yet produced, and run with faultless precision.

TYPE B-8

60 H.P., Eight
© ylin ders,
mounted ‘*V**
shape with a
90° relation to
each other.

Weight, 278
lbs. complete.

TYPE B-4

30) HP. Four
Cylinders,
mounted ver-
tically ona
common crank
ease,

Weight, 130
lbs. complete.

Favored exclusively by the experimenter in the science
of flight, as they insure to him the maximum of safety

American Builders of the STANDARD VOISIN TYPE AEROPLANE

“THE ARISTOCRAT OF FLYING MACHINES”

THE RINEK AERO MANUFACTURING CO.

EASTON, PENNA.

SPREE bbb bb bob poh bobo fete teohe obo ode defo ode ofe oho ole ofoofe fo ole fo oho ee ofe ofe foofeafe ofe ofa ofa af ofe fe oho of sfoofo ofa ofoefenfoofs ofa ofe ofa ofe ofa ofe oko ofe ofa ofe ofa ofe ofa ofe ofeofe ofa ofe ofeofe ofeofe ofeofe ofe af ofe

Poeofeofoofacfocfecfooforfecfecfoofeafecsoafocteofoodsohe ele eeufoet: Yookeofengeofeogeoteofeofeoke fe le nfengeegeege fe ofe obs obs obs fe efor fe oko ofe fe oho ofe foods

In answering advertisements please mention this magazine.

CURTISS ES - ‘HAMILTO

USED oS USED

Vacuum O11 Company, June 14, 1910.

MOBILOIL | are -MOBILO:

Gentlemen;

I wish to let you kmow that the | : 2 “ON HIS FLIGI

ON HIS 1 oil which befouled my spark plugs was not
your oil. I used MOBILOIL going to Phila-
ALBANY-. | delphia and had no trouble. Owing to mis-

ae understanding, I was supplied there with
NE WwW Y O R K
. % & ie fe

some other o11, which caused the trouble
resulting in my descent. Had I used Mo-
biloil on my return flight, I should, un-
doubtedly, have made the trip home without
a stop.

Very truly yours,

Vol. VII SEPTEMBER, 1910 No.

3

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~~ 'THE AMERICAN MAGAZINE

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Cry
<. OF AERIAL LOCOMOTION SE
N PRICE 25 CENTS 38th ISSUE f

atisfied with Elbridge Engines’

BRIDGE ENGINES ARE ALL SOLD WITH .<AN UNLIMITED
BARANTEE BASED ON ACTUAL PERFORMANCE

Vi

tecent flights have
‘n made with
LBRIDGE
EATHERWEIGHT
ines by J. J. Frisbie
Mineola, Dr. Wm.
ene at Rochester,
t.G. L. Bumbaugh
Enidianapolis,

—

a

a
ward H. Skinner, a et ee ba
ith Beach, and 4 7 =a ET TY,
ry others. ~ [eae ape

No one ever com-
mae d that an
ridge engine lacked
ver or speed. Not
7 do they represent
fe actual horse-
ver for weight
) any others on the market; but broken parts are practically unheard of. You need
er descend for “Lack of Power” if you use Elbridge Engines.

LBRIDGE ENGINE COMPANY

Culver Road . : . : Rochester, N. Y.

J. J. Frisbie at Mineola, N. Y.

AERONAUTICS September, 1910 |
LEPPEEEEEE EEE EE EEE EEE EEE ee Eee eee EEE Ite

HF
WE MAKE YOU FLY

“‘That engine will fly any properly built plane’’
—Capt. Thomas Baldwin

‘““I made a 25 mile flight (at Mineola) yesterday (July 12), the
engine not missing once ’’—George Russell

The HF Flying Power Plant

Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and

50 H. P.; 100 H. P., 6 cylinder

Engine.

Oiling System, force feed.

Oil Tank, aluminum, integral with crank case.
Carbureter (aluminum), aviation type.

Water, circulating pump.

Radiator, special HF aviation type.

Magneto, Bosch type or Eiseman Automatic advance.
Copper Gasolene Tank.

Propeller, laminated mahogany.

Steel hub and thrust bearing.

All necessary wiring; piping for gasolene, water and oil.

COMPLETE TOOL KIT—Water plug, wrench, socket wrench for plugs,

screw driver, wrenches for all nuts used, monkey wrench, pipe wrench.

Price, 30 H. P. Power Plant, $1250.00
50°“ oS ee 1675.00

The customer has no further expense except gasolene and oil

HARRIMAN MOTOR WORKS, INC.
SOUTH GLASTONBURY, CONN.

Predecheofeefpege oho eho ofeofoofe oe ofe fo ofe ofa ojo ofa oho ofn oho ofa ofeofe oho ofe fo ofa ofoofe ofa ofe ofa nfo ofa ofe ofe afe ofe oo ofe of ofe ofoafe fe fe ofa of ofa of ofe fo ofe fone fonforgo d

_—
Parag gh OO ie sO ea ht

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—

PEEP EEE bb fe eoefoofedofocforde feof ofa ofocgoofoofonhoofo oho oho ofe choo fe oho oo ohe coofs oho ofa ofe eka ofe of ofa oho of ofa af ofo nfo nfo ofe fo ofe fo ofe eGo ofo nfs oho ofa oho ofoofe eGo ofeofe of ofeofoofo of ofoofe ofoofoofongoofe forgo ofoagoofooke

In answering advertisements please mention this magazine.

pobsbobeteofedonfeonbesfntesfenteofstoofcdonfoonteofenteofesbeofesdoofoosboofsdoofocooooosloobooobechoBeoBoooBooobooesfoofesoobosbedesbedoefeds eefoofeofoofoofooge ozo ogo ofeczooge fo ofe ofe oho ofe fe oho oe oe Lolo oho oho fo eGo feof ofe oho oho ofa ohe oekorgo

AERONAUTICS

Bp Hoke che ofp ole foo fe Sn ofe fo ofe oho ofe oho fo nfo fo oho of ofe nfo ofeofe che ofeofe ofoofe ofa nfo efoofs oho fo ofe fo oke nfo fo ofoahe oko fe ofe of fe oko so o8a ofe ofa ofs cloekoels fo ofa ofe ofooks

ms

he Name

BURGESS CO. & CURTIS

MARBLEHEAD, MASS.

guarantees
Excellence in Design and Workmanship

Pe eecheofeofeofe ge ofe fe fo che nfs ohooh oko oho ojo ofe ofa che oho ofe ofe fe oe nfs oe oho of ofe oho oho age cf of ofe ofe ofe fe Feel oZe ofs fo oe oo cha ako cBoehy

Our Aeroplanes are Safe

They Fly Well, Too

@ Our Model A flew successfully
but our Model B beats it.

@ Our new Model C is even better.

@ The price remains the same.

Ho ofe Gono of of nfo ofe ofoole ofa ole ofa of ofe ofe ofe nfo fo ole ofe of ofe ofc ofe ofa ofa ole ofe ofe fe oe ofa oho ofe ofa fe ofa oe nfs obs ofe ofe ofa of oho ofe ofe ee ae eho che

Call any Day—Weather Permitting
at our Aviation Grounds,
Newburyport, Mass.

For a Convincing Demonstration

Ee oheefoo§ Soofeot of oo ofe fo ofc cho ofe ofa ofe ofe fo ofe fe ofe fo oho fe ofe fe ofe fe ofr oho ofe fe eke obs fe ofe fo oho oe obs oe ofe fe obe fe ofe oe nfs obs obs oss obs oho oko ofe of feof obo ofe

In answering advertisements please mention this magazine.

September, 1910

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AERONAUTICS September, 1910

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WAVY AYO AAA arava Ama A
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Cheering Hamilton’s Philadelphia Flight

ISA NS
\|

THE RECORDS OF HAMILTON, CURTISS, WILBUR AND ORVILLE
WRIGHT, FARMAN, CALDERARA AND MOISSANT WERE
MADE IN BOSCH EQUIPPED AEROPLANES

In answering advertisements please mention this magazine.

Vol.
VII.

OTE -—The
ipparatus for
ne and the propeller
flight. The paper
ght.—THE EDpDIror.

author of this paper has devised
indicating the vr. p. m. of an
thrust at all times dur-
contains much

I have noted the need
method of determining
of small internal com-
| bustion portable engines, and
ite the possible value of some device which
1 be attached to aeronautic and other similar
aes to show at all times the horse power
ioped by the engine while in actual service.
steam engineer can tell by a glance at his
n gauge whether his pressure is high or low
knows at once if he is supplying his engine
the maximum pressure. The gas engineer
not this aid, but must trust blindly to obtain-
he right combinations of numerous conditions
then Bucs at the result. * *
cere are various methods by pannieh this
one, of which I mention three, besides the
I will describe later; and of which last-
ioned method I believe I am the origin-

OR a number of years
of some reliable

| the horse power

| and other

may

* ES a

gould my method prove of value, I
condition that the same be called
tened it, ‘The Reaction Test,”
the horsepower of engines and other ma-
hs where applicable; and further, that the
se be accredited to me unless someone else
forove a better and prior claim.
e first of the three methods
istate. is the well-known ‘Prony
1 you will later note that I seem
fa way, but a close analysis will
sed departure in some respects.
se second method in merit I will accord to
“dynamometer,” also well known among engi-
One application of which is to attach a
jor blades to the shaft of the engine, said
Ss being of a known area and set at a
in distance from the shaft centers, at a
speed exert a certain amount of resistance,
‘ding to area, diameter, speed and atmospheric
ty. From these we may calculate constants
) used in conjunction with speed of engine.
e next method is an electric one or the
an resistance of electric currents flowiug
igh proper conductors, or magnetic effects.
lese three methods are all of merit in certain
Ss, but none of them ean be utilized, as far
je writer knows, while the engine is develop-
iseful work, possibly excepting some of the
fic devices. I wil! endeavor to show how
a device may be applied to aeronautical and
f engines showing at all times the exact
r exerted by the engine without absorbing
fof the energy developed by the engine while
etual service. Said device, I think, need
veigh more than 10 pounds for a 50 horse-
ir engine, and may be applied equally well to
Wolving cylinder type or the ordinary crank
type. With the aid of another attachment
sht weight the exact pull or thrust of pro-
* may be measured at the same time in a
ar manner. This may be useful to aid in
mining the variations due to changes in at-
heric condition and also in different alti-
- as well as showing at once the best mean
ge speed, power absorbed and pull of propeller
varying conditions, absolutely doing away
guesswork. With the aid of a suitable speed

exact
as I have
to deter-

will

mentioned, I
brake test,’
to follow
show a

food for

7

ec Aeronautics |». ;

Copyrighted, 1910, Aeronautics Press Inc.

ROVING HORSEPOWER—BY REACTION

DELIVERED BEFORE THE AKFRONAUTICAL

By~Cs Hinman:

SOCIETY

indicator and a graduated strip or ribband of
paper passing over a small, light drum driven
by suitable means from engine shaft, it will be
possible to obtain an accurate record under vary-
ing atmospheric conditions. ‘

Now in describing my method TI
for a way the ‘Prony brake’ system, the same
rules for calculating being used; but the methcd
of procedure being diametrically opposite, there
being no braking effect in my method and posi-
tively no absorption of power as in the other
methods. I measure the power from the end of a
lever practically in the same manner as may Ibi
done on the Prony system, but on the opposite
side and contrary-wise direction or in reverse
direction of transmitted power.

Assuming a horse power to equal 33,000. pounds
raised one foot high per minute, a pulley 33 ft.
in circumference rotating 1,000) r. p. m. would.
with a resistance of one pound at the periphery.
be exerting one horse power; with a 10-pound
resistance, 10 horse power; 50 pounds resistance
our load equals 50 horse power. If the pulley is
rotating 500 r. p. m. then our indicated horse-
power equals one-half of the above stated amounts.
If speed of pulley should be 2,000 r. p. m. then
our reading would be doubled or 2, 20 and 100
horse power, respectively. This pulley, like the
North Pole, does not exist, so all persons are
warned not to fit out any expeditions to search
for it, but is used only as an illustrative point.

will follow

Showing en application of Prony Brake
Test, Set c. terpeisesa to Latance
fe Of brea Bern A front X tofulervm
fulervm. Counter. aarace wet. of $ CC and
SE escRe eon fo ¥ profershiy by mer hte gl WITe
Tension Jerew vend Whol. sprig el Te

Show,

S
x
a
R
a
S
Ss
®.
“
3
Ss
uN

20
20°

vzI2 eet Metal fo Pr 2 Vert “az
272 f Water: B reoresents prila
att ached to engine shaft. Pegine
sot showr Sut assumed & rva
clock wrse,

©

Chas.H Iomay

sut we do nevertheless utilize a lever in the
place of the pulley and for convenience sake in
computation consider it to equal one-half the
diameter of the pulley, although it may be in
practice preferably shorter and also on that ac
count compounded to reduce weight and pressure
on the same principle as the platform scale, or a
lever of the second order, therefore, 33 ft. circum
ference — 35.1416 (pi) ee On Lien aye ney
radius of wheel or the length of our lever and
the same pressure exerted at the free end of
this lever will register the same results on the
platform scal or calibrated spring as the weight
or resistance on the pulley of same radius with
corresponding speeds.

Now Diagram No. 1 will show the application
ot the Prony brake principle. Let A be the
lever, B the pulley attached fast to engine shaft,
the exact diameter of pulley is not essential, but

AERONAUTICS

the length of lever is; C the brake blocks, D the
means to tighten the pressure on pulley, E the
flow of water to prevent the ignition of wooden
blocks and overheating of pulleys by friction, F
the platform scale on which the thrust of lever
is weighed. This thrust is in the same direction
as the engine shaft and engine must be bolted
down or otherwise well secured to prevent over-
turning. A speed indicator being used in conjunc-
tion with the apparatus as in the dynamometer
method and a constant to assist in the com-
putations.

Now as the method is generally well under-
stood and may be readily observed from the dia-
2eram, it may not be necessary for me to go
into further details of the Prony brake prin-
ciple, therefore in Diagram No. 2 I will illus-
trate my method of “Reaction Test.”

Let A represent the engine, B the support for
engine which may include a _ ballbearing and
slipped on engine shaft, but preferably a_ short,
projecting part of hub supporting engine shaft
bearing. At each end of crank case and con-
centric with shaft, permitting a free movement
of the entire engine and crank case independent
of crank shaft movement, through a small are
of possibly 5 deg. will be sufficient.

Connections to engine, such as water circula-
tion and supply pipe must be made flexible, of
course. to permit free movement of entire engine
through the small are needed. Should enzine

7 Gu ire

wirekd Thrust Besazind
\ end engzme suppor 2

NOTE:- A wire Iney also Be sllached bt

September, 19

of erank shaft. contrary to the other meth
above mentioned; my theory being that the fo
exerted on the erank shaft is also equal
by an opposed force from the crank case
those types where crank shaft revolves and t
reverse order in the revolving cylinder ty
In the latter case we would merely attach, ©
lever to one end of the crank shaft and in t
event allow free movement as before stated.
only remains now to attach another small ler
and dial to the thrust bearing of propeller

determine the pull of same and a small sp
indicator attached to engine to complete ¢
equipment. The power dial will now show ©
torque exerted. the speed indicator the r. p. |
of engine and the propeller dial the pull

pounds. If we do not wish to add extra mechs
ism to compute our indicated horse power

may do it easily mentally. For instance, sp:
indicator shows 500 r. p. m., power dial 40 pow

we are securing 20 horse power. The propel
dial speaks for itself and if propeller is prope
designed should show a pull of not less tha

pounds per horse power developed, or in ft
instance 180 pounds.

Should our speed dial register 1,000 r. p. —
then our reading with the same _ pressure ~
power dial would be 40 horse power and 4
proveller should shew 3860 pounds pull. Un
favorable atmospheric conditions and engine
tails. Should there be a variation due to

Shows2b applicatror Ta Upaer tetera! Beam of

. the Fashoa 6 ol. Aeroplane

\gpnesed & cycle
N* engsrze

Direction off

eaction +

over suitable pulteys leacr7n7s 2 lop I enmPiize F227
a 22 feaF7275 ro ee la 27 22g
venient ort, “Also to thes er ea ee
er Bh indicators may pornt St Poe era
desired, v ¢ cs Pratl IF

be of a design which is top heavy; that is, the
center of gravity very much above the crank
shaft, then we would probably have to counter-
balanee by attaching underneath the engine crank
case, radiator or some other part of the equip-
ment; or it is permissible to make our engine
supports large enough and eccentric to shaft to
obtain center of gravity; in which event a flexibie
or universal joint would have to be provided
for propeller shaft. This overbalance might not
effect reading but a very small per cent while
on an even keel, but doubtless would if a violent
rocking motion were given to plane or wherever
the appliance were used, but as it is intended
solely for aeronautical work, we will not further
consider outside effects.

In the type of engine which I am now develop-
ing and have patents pending, the cylinders are
diametrically opposed in pairs and the center of
eravity lies nearly on the crank shaft, therefore
they normally assume a horizontal position. Let
C represent our lever which we will compound
on to the indicator hand to reduce weight and
power of ealibrated spring required, C being
bolted fast to crank case moves through the same
are of vibration. I) represents registering dial
on which are indicated the pressure of the lever
in pounds, corresponding to the 10-ft. pulley first
mentioned. It may he noted here that the thrust
of crank case lever C is in the opposite direction

78

tude or change of atmospheric condition, the poy
dial will indicate by the pointer if the eng
does not keep up the pressure, whether due
lack of fuel, or air, or other cause, as any ex
friction due to sticking pistons or hot jour!
will not be registered, including also impro”
fuel mixtures, ete. Should the atmosphere
very light and thin, then the speed dial BD
show the engine is turning over all right, |
with a corresponding reduced torque and a fall
off or normal maximum pull of the propeller ~
indicated speed, thus we may be enabled to
at a glance what is wrong. A wind anomome
may assist in securing positive data on wh
to obtain more accurate calculation as to ca
and effect of various altitudes and changes o
mosphere in the operation of aeroplanes and ot
kindred subjects.

By utilizing the three indicators as previou
mentioned, we may further make note of ot
phenomena which will be of value to the avia
and scientist alike. We can measure in aet
service the variations in propeller thrust due
increased or decreased speed of plane, also 1
to variations of engine before inertia of mach
has been overcome. Also to variations due
ascending and descending from elevations. |
effect when striking a gust or eddy of air.
effect can also be observed independently ||
engine, plane and propeller of the result 0

(Continued opp. page 88)

RONAUTICS

[he Bowden Patent
Wire Mechanism

"OR the TRANSMISSION of

S<ECIPROCATING MOTION
THROUGH A FLEXIBLE
PND TORTUOUS ROUTE

THE Bowden Wire Mechanism
is particularly adapted for Motor

ar, Motor Cycle, Motor Boat and

irship Service as follows: For

rakes for Cycles, Motor Cycles.

rakes for Motor Cars, Light or Heavy.

alve Lifters for Motor Cycles.

nition and Throttle Controls for Motor
Cars, Motor Cycles, Motor Boats and
Airships.

irburetor Ticklers.

srags for Motor Cars.

uffler Cut-Outs for Motor Cars, Motor
Cyoles, Motor Boats and Airships.

ixiliary Air Controls for Motor Cars, Etc.

larclipse Gas Lamp Shades.

hat it is—The Bowden Wire Mechanism con-
ts of but two parts—a_ closely coiled and
ictically incompressible spiral wire, consti-
ing What is termed “ the cuter member,” and
vire eable, practically inextensible threaded
‘ough the above and termed “‘the inner
mber.”’

hat it does.—Previous to the introduction of
: Bowden Mechanism the usual mechanical
thod of transmitting power in other than a
aight line was by means «f angle levers and
Is, cables and pulleys, an? other such devices,
of which necessarily involve considerable
nplication, besides increased labor and expense
adapting them satisfactorily to the user’s
uirements. Th» Bowden Wire Mechanism
penses with all these difficulties, while
ubling power to be transmitted by the mo t
tuous route. The mecharism is cowp'ete in
elf, and requires only thit one member shall
anchored to a stop at each end, and that the
er member shall te attached to an operating
er at one end and to the object to be moved
the other.

ee
The opportunities for the use of the
wden Wire Mechanism are practically
limited, and in every case its employ-
nt is accompanied by decreased cost of
ating mechanism, simplicity, instan-
1eous operation of actuated parts (due to
solute lack of lost motion) and reliability.

The Bowden Wire Mechanism may be
ipted to impart either a pulling or
shing movement.

er Two Million Feet Sold Annually

S. BRETZ COMPANY
| SOLE IMPORTERS
mes Building New York

September, toro

Seodeedoofenjecfecfe Zo ofo ofa ofa che fe fo feefoofe fo ofe che fe oho ofe ofa ofoofe ole ocfonh

The
WrightCompany

Dayton, Ohio

Sole Makers
and Exhibitors
of the Famous

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FLYERS

Both ’planes
and motors
built entirely in
our own factory

THe WRIGHT COMPANY

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Sees de oGe hecho oSeohe fo oe fo code of fo fe ole ofe oho ofa cho ofa efo ofa efaofs ofa oho ofoofe ofa ele ofenfeofecfeofecicofecter este

In answering advertisements please mention this magazine.

AERONAUTICS

O avoid type description in connection with
“Construction Aids’ has been the aim all
along, making the sketches themselves fully
explanatory.

Fig. 6 illustrates an interesting article by Mare
Paird in our English contemporary Aeronautics.
He says:

“The carrying surfaces of a monoplane enter
into two classifications: the rigid and the flexible.
The former type. which forms the rational solu-
tion of a light framework, is so expensive and
so fragile that it has not been generally adopted.
The latter type, on the other hand, has now
been made to acquire a sufficient degree of rigid-
ity.

“Instead of merely nailing down the cross
ribs at their intersection with the main and
secondary transverse spars of the wing, the joint
at these points is now stiffened by various bind-
ings, small blocks of cork glued in the corners,
and other similar devices. Small square strips
of Irish linen, even, glued in every corner have
proved to strengthen the Bleriot type of wing to
a material degree. The saw-cuts made in the
distance pieces of the ribs, by the use of a
band-saw (instead of a fret-saw) have to be
closed by some process of this kind. (A)

“The general arrangement of the framework
of a large wing, measuring some 20 ft. span
from root to tip, is shown in (B). Strips of
wood, preferably spruce, 1 in. wide, are used for
the cross ribs. These taper down at either end,
since the greatest strain nearly always falls
about the center of their length (C). The dis-
tance pieces are carved out of willow % in.
thick (D). They are fixed to the ribs by means
of linen tape bound three or four times round
and glued down.

“The built-up transverse beams are made of
two ash boards, % in. thick and 2 in. wide.
A small number of distance pieces are sufficient
to keep the boards together, since the ribs are
placed only 1 ft. apart. In fact, three distance
pieces for each beams are ample; two are utilized
for fastening the steel bands to the wings, as
shown in (I), and one to strengthen the root.

“The construction of the fuselage of a mono-
plane has given rise to innumerable experiments,
designed to produce a_ structure combining ex-
treme lightness with very great strength. As a
matter of fact, one may state without exaggera-
tion that those structures that present the appear-
ance of greatest finish and neatest workmanship
are generally the heaviest and most liable to
break. eavy, if aluminum sockets are employed ;
breakable, if any holes are bored in the beams.
These members of the fuselage should never be
pierced or weakened. They require a tight bind-
ing on their whole length, or at least in the
vicinity of the struts. In this connection I may
mention a useful tip, which is illustrated in If
and G, and which has been found very successful
in practice.”

A valuable feature has been added to the aero-
nautic department of the Philadelphia J/nquirer’s
Sunday issue, consisting of a weekly article by an
expert, who writes under the name of Birdman.
These articles are written in a bright, conversa-
tional style, and are replete with interesting facts
and gossipy discussion of timely aeronautic mat-
ters. The IJnquirer inaugurated a regular aero-
nautic department more than two years ago, at a
time when many other newspapers were printing
facetious articles about ‘“‘present-day Darius
Greens,” belittling the efforts of aviators whom
they now laud to the skies. The chief charac-
teristic of this paper’s aeronautic department is
its sane editing. It wastes no space on fanciful
schemes with absurd illustrations, but is a leader
in the publication of real news and authoritative
articles on aeronautic subjects.

The returns from the Louisville ‘‘meet’’? on June
18-19 are of interest to show the results under
proper management.

The sum total taken in was $33,636 in two
days. The affair cost about $11,000, leaving a
profit of $22,656. Had Curtiss been able to fly
an hour earlier on one of the days, it would have
meant a considerable increase,

80

September, 1!

. ae
Geox e & SoblingA 4 ye eee a
Bi 7 i or ee

AILERON PIVOTED ON STRUT

(

ou a \WE

ak.

Eiandley- Page (England } Monoplane with wide
hub wheels and a springy axle of wood

COMBINED STEEL FYE -
ZiAND Pare ME-OOLT:

«
\ OTR

EE f SE /RO1 |
Mihi, Ese J

Uli

Wright Strut
Fastenins

TS. Baldwin
asl

AERONAUTICS

IGEST
. (5

OAK BLOCK

, SCREWS

| STEEL TUBE
Yo 3/32° THICK.

omen
sh 2°x 3

i M or
eee 4” THICHT

/ IRISH LINEN
{ TAPE, VARNISHED ae Sa

395 FRAME WORK
A MONOPLANE OF
#0 FEET SPAN

~ LINEN TAPE
Rs GLUED

{Thick

From Bs tsh Aeronautics

Henri Farmen
: (France)

EEE
LOWER OUTRIGGER je sige tt
I= 70 ELEVATOR : §

BOLT & WT

s Ww, ace a TAIL.
— pai LATERAL. SEAN (REAR)

a FIERO

Frozv-

81

September, 1910

J. Prentice, Captain, U. S. A., stationed at
Kort Hancock, N. J., has been working for a con-
siderable period on the structure and curvature
of the gull’s wing, building many models and a
large 50-ft. surface, made to scale to duplicate a
gull’s wing. It is Captain Prentice’s theory that
a surface after this pattern will prove much more
efficient than the usual type of plane, and will
enable flight at speeds down to 10: miles an hour.
He has had exceptional opportunity for studying
these birds, and he has observed them in free
flight in smoke to obtain data on the action of the
air currents leaving the wing.

William Evans, 817-A East Fifteenth St., Kan-
sas City, Mo., has bought a Greene biplane equipped
with a four-cylinder Elbridge engine. He will
give exhibitions with it.

Charles K. Hamilton’s new biplane, of the Cur-
tiss type, is progressing. Walter Christie has the
S-cycle “V" 100 h. p. engine well in hand. This
is intended to weigh less than 200 pounds. The
piston rods are of tubular steel, the wrist pins,
connecting rods and heads being bored wherever
possible to reduce weight. The controversy be-
tween Hamilton and Glenn H. Curtiss is still in
flight.

Lewis Strang, the famous driver of automobiles,
has bought the imitation Curtiss biplane built by
red Shneider for G. E. De Long, of the Elbridge
Engine Co. This is fitted with an Elbridge 4-40-60
2-cycle motor, Bosch magneto, Schebler carburetor.

The public interest in aeronautics has been
turned to good account by L. E. Dare of 216 West
104th St., New York, who recently returned from
a tour of the country, showing principally in large
department stores. He gathered together large-size
working models of all the well-known flyers, with
pictures, ete., to decorate the exhibit. A lec-
turer demonstrated the models at certain hours
every day and explained to all inquirers the busi-
ness of every part of the machines. The stores
featured the exhibition, which covered about 400
sq. ft., in their advertising, and great crowds
were daily visitors. In some cities the public
schools attended in classes.

Ward and Brodie are trying out the Prof. J. J.
Montgomery monoplane in Chicago and are mak.
ing daily flights in James E. Plew’'s Curtiss ma-
chine.

Comparing the Gnome and the Adams _ reyolvy-
ing motors, Eric Walford gives credit for the
early conception and practical work of the Adams-
Farwell construction and finds them similar in
principle. While the greater lightness belongs to
the Gnome, the Adams has important constructive
advantages. The power of the engine is econ-
trolled by varying the compression. A lever per-
mits the adjustment of the inlet cam with rela-
tion to the revolving engine. For full power the
cam operates as usual, but otherwise the inlet
valve remains open during part of the compression
stroke, so that part of the gas is blown back in
the inlet pipe and less is compressed. This has
the advantage that, when the engine is throttled
down considerably, the pressure within the cyl-
inders does not fall very low on the suction
strokes, as in ordinary engines, and the lubricating
oil will not be liable to be drawn past the piston
rings into the combustion chamber. By this pro-
vision one of the great difficulties of revolving
motors seems to be obviated in the Adams _ type.
It has no exhaust pipe or muffler, but auxiliary
exhaust ports at the bottom of the stroke break
up the exhaust into two portions and reduce the
noise. The gas is not fed into the crank chamber,
as in the Gnome, but into an induction chamber,
and thence through five radial inlet pipes to the
tops of the cylinders. so that this engine does not
resemble the radial-flow turbine as much as the
Gnome, in which the gas travels radially outward
through valves in the piston head, and then ex-
pands inward, passing outward through the eyl-
inder heads again on the exhaust stroke.—The
Autocar, June 4.

AERONAUTICS September, 1910

Glenn Curtiss Flies from Albany ==

In a Bi-plane Equipped with to New York City |
PALMER AEROPLANE TIRES |

Hammondsport, N. Y., June 4, 1910
THE Bor. GOODRICH COMPANY
Akron, Ohio

GENTLEMEN:—I have your letter of June Ist and thank you for your complimentary
expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of satis-
faction for the purpose. The light weight does not greatly impede the lifting power{
of the machine and the great resiliency enables me to land without shock on the
hardest ground} and to pick up speed quickly in starting*. 1am glad to credit a part
of the success of my aeroplane to the Palmer tire.

Yours very truly, (Signed) G. H. Curtiss.

* ‘“Curtiss*jerked a lever. The machine glided t “Calm and cool, as unruffled as if stepping
along the ground for perhaps fifty yards, and out of a street car. Curtiss, as he landed, called
then rose steadily, gracefully in the air."’—The out, ‘where’s that oil and gasoline?’’’—The Out-
Outlook, June 25. look, June 25,

{ “‘There was a sudden whir of the engine, a
dash, across the field, and then like a huge bird
Curtiss, in his aeroplane, rose gracefully in the
air, circling about so as to come within the limits
of Albany.’’—The Outlook, June 25.

The Palmer Aeroplane Tire

IL The B. F. Goodrich Conpany. pe tea Akron, Ohio |

greets ua +. Ieee ore

"EQUIP YOUR AEROPLANE | |) ===
WITH

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3 Aeroplane Tires
Bumpers

P Clincher type only, which is the lightest

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In answering advertisements please mention this magazine.

MERONAUTICS

September, roro

AEROPLANES AND BALLOONS IN MEXICO

By E. L. Ramsey.

The Buen Tono Bleriot Monoplane Totally
Wrecked.

HERE was great enthusiasm displayed on the
24th of July to attend the trials of the
Bleriot monoplane, made by Sr. Manuel Le-
brija, the Mexican aviator, on the lands of

the Rancho de Valbuena, and 8 a. m., at which

hour the trials were scheduled to commence, the
field was filled with an immense crowd, that
anxiously and impatiently awaited the promised
flights.

After several snecessful trials. which earned the
daring aviator tremendous applause, and when the
crowd had gone, quite a serious accident occurred,
which, had it not been for the agility of Sr.
Lebrija, might have resulted fatally.

This accident took place when the aviator was
returning to the hangar after having made an
excellent flight, which easily surpassed all others
made thus far, making ali the turns with ease and
having maintained a good height from the time he
started until the accident tcok place. As he was
coming along, and on descending, he struck a place
where the mud was extremely soft and_ sticky,
causing the machiae to skid along for quite a dis-
tance and to turn over on its right side, and as
the wheels sank into the mud and resisted the for-
ward movement, the frame of the machine broke
in two from the force of the impact. the part con-
taining the motor and propeller sticking in the
mud. Minor injuries were received by the aviator.

The Captive Balloon “Ciudad de Mexico.”

The captive balloon which has been on exhibi-
tion in the City of Mexico closed its season the
other day and will certainly be missed as an at-
traction. The ascensions were discontinued on
account of the rainy season.

Great crowds would throng the streets to watch

the numerous daily ascensions, and many of the
most prominent people of the metropolis. including
Vice-President Ramon Corral and Governor Guil-
lermo de Landa y Fscandon, had the pleasure of
making the trip and enjovinge the beautiful pano-
rama presented by the Valley of Mexico when
looked at from a great height. The weather was
generally superb and the atmosphere so clear that
the innumerable villages which surround the capital
jand the cultivated fields and orchards which dot
the valley looked like a gigantic checker board.
On the last ascension the pilot, Sr. Manuel Le-
sbrija. who has also made several short flights in
‘the Bleriot monoplane, took up a party of his
friends, on which occasion the balloon was freed.
‘The party descended near a railway station, where
fa lunch which was carried in the basket of the
balloon was served.

Mexican Aviator Makes His First Flight.

On July 8. in Guadalainra, on the large and level

lands known as “Las Ajuntas.” to the right of
the private road of the Guadalajara Automobile

purpose. though a tree here and there makes it
‘dangerous for the aviator and machine should the
latter not be provided with guiding gear. the pre-
liminary public trials of the aeroplane ‘‘Jalisco.”
invented by Sr. Lopez Mejia. a Mexican youth,
rere held.

The machine was run along the
‘times at a pretty ood clip in order to test the
Pugine. which was imported from Europe. then
tthe aviator raised his elevating planes slightly
and the machine rose about 5 ft. and skimmed
along. Finallv. after several attempts, an eleva-
ion of about 6% ft. was attained. but on attempt-
ing to make a turn one of the main planes struck
tree and broke. which brought the trials to an
nd until such tive as repairs can be made, when
another demonstration will be given.

The trial was a success, and showed

course several

that the

iClub, where plenty of space is to he had for the.

machine would fly. The large crowd in attendance
expressed its appreciation by hearty cheers and
prolonged applause, and the young inventor was
warmly congratulated.

New Aviator Will Fly from San Antonio to
Mexico City.

Henry Alfred Schwob, a young French marquis

who has come into prominerce here through an
inheritance of $200,000 gold, is the latest aspirant
for aeronautical honors in Mexico.
q Mr. Schwob states that a biplane is being built
for him at San Antonie, Tex., which will have
radical features of his own design which are not
used on any of the other aeroplanes, and will be
equipped with a 140 h. p. motor, to allow 40 per
cent for the loss in power on account of the high
altitude.

He also claims to have partially built a biplane
with his own hands in Europe and has also made
several successful flights in France. He was con-
templating flying from San Antonio, Tex., here in
his machine. but as he is afraid that there might
be long stretches where water and gasoline could
not be obtained, and as his machine is a light ex-
perimental one and not equipped for carrying sup-
plies, he has given up the idea and will have it sent
by express. He anticipates no difficulty in flying
with his machine at this altitude. He expects to
be ready to make his first flight in about a month
or two.

The Monoplane as a Freight Carrier.

Perhaps the first practical adaptation of the
aeroplane for freight-carrying purposes in the world
is shortly to be made by A. A. Williams. an aviator
of Douglas, Ariz., he having contracted with Dr.
J. J. P. Armstrong, who owns a placer mine in
the Chihuahua Mountains. in the Sierra Madre
range, near the city of Chihuahua, Mexico, for the
transportation of placer mining machinery from
Douglas to his property, a distance of about 300
miles. The machinery in question consists of
pieces which can be made up into 100-pound lots.
The machine which Williams will use is a mono-
plane.

When the above notice was brought to the at-
tention of officials of the Mexican government,
immediate instructions were given to Sr. de la
Barra, Mexican ambassador at Washington, to
hurry the signature of the treaty for aerial navi-
gation, which is at present being considered be-
tween the United States and Mexico. The Mex-
ican government, when proposing such a treaty to
Uncle Sam, not thinking. perhaps, that such legis-
Intion would be required so soon for the purpose
of regulating aerial freight traffic.

Aeronautical Society Lectures Printed.

The Aeronautical Society (New York) has issued
the first of its series of bulletins containing all

the discussions and lectures held at the special
twice a month meetings. Since last fall steno-
graphic notes have been taken at each of these

meetings with this end in view. The first bulletin
contains the talk of James H. Searr, head of the
Weather Bureau in New York City.

An abstracted achonantiogt dictionary has also
been prepared for distribution and copies will be
sent to the various newspapers of the country for

their use. It is hoped that this missionary work
will result in the doing away with such absurd

headings as:—

Airship Wrecked at Mineola.

Monoplane.

Dr. Walden Injured in

New York
Philadelphia
Art,

in several of the
recently. Even in
Editor is up on the new

which appeared
afternoon papers
the Aeronautical

AERONAUTICS

September, ioral

4
5
.

FLYING OUT ON THE PACIFIC COAST

THE WISEMAN-PETERS BIPLANE
By Cleve T. Shaffer.

XCEPTING power plant, this machine would
appear at first glance to be an exact dupli-
cate of the Farman machine in which

Paulhan made his height record at Los
Angeles, but on closer inspection a number of
modifications and some improvements may be
observed. For instanee, the diagonal cross strut,
or stay, on each skid, Curtiss lateral control by
shoulder brace, and elevator and rudder control
by wheel: skids on ends of plane; skids on rear

cell, which on striking the ground allow the rear
edge of the lower plane to swing up and thus
avoid injury in landing. One noticeable defect,
to the writer’s mind, is the flatness of the planes,
the camber being only 1 in 36, which. no doubt,
accounts for the large horse power and high inei-
dent angle. It is claimed that this machine has
flown with a 30-35 horse power motor, but evi-
dently results were not satisfactory as a 60
horse power is now installed.

The machine is of very neat construction and

workmanship, though the sockets appear cumber-
some and have altogether too much head _ resist-
ance. Except on rudder, elevator and aileron
controls, where Roebling ‘aviator cord” is used,
oil-tempered steel wire is used throughout, No.
12 guying the planes, No. 9 attached to skids
and No. 6 between skids. Ferrules are used in
fastening. Efficient turnbuckles of their own

design are used, a small one testing 1,149 pounds,
a medium and a large testing (stated) 4 tons.
They consist of a MeAdamite body of suitable
shane into which screws the eyes by right and
left-hand threads, a lock nut on one of the
eyebolts is serewed against casting or body end

and locks.

The skids extend out in front quite a bit fur-
ther than in the Farman, ferruled end being
guved to frame in usual manner.

on

Spread is 52 ft., length 42 ft., surface 372 ft.,
weight 850 pounds without operator.

Planes.—82 x 6. lower eut out to beam for
propeller, are double covered, ribs and beams
enclosed with Naiad No. G; beams are laminated.

front 13%: x 2%4;,-rear 1% x
up. nailed and glued to beams, camber 2 in., 3
in. back from front edge: struts, oval, 1% x 1
in. center cross section: 1% x %-in. ends. Inci-
dent angle very hieh for biplane nractice, though
measured, is not to be made publie as yet.
Chassis —Reeular Farman type—Two skids and
four wheels, with the addition of a diagonal cross
strut from underside of lower rear beam to skids
in front of wheels. Chassis struts are 1% x 2Y
in.. cross section oval. McAdamite sockets of
suitable angle. Holes drilled into casting are used
for guy-wire fastening; this is not very good
practice unless some sort of a bushing is used,
as the vibration of the wires wears the metal ap-
preciably. Am indebted to Mr. Peters for this
information, which I believe is not generally
known. Skids are of hickory 1% in. wide, 2%
high. Wheels are 28 in. with a 2%%-in. tire,
steel rims, narrow hubs and babbitt friction bear-
ings, are 35 in. apart on a 214-in. axle. held in
place on inside by stay collar and outside by a
cotter pin. An eyebolt set in the skid takes
the ends of the two %-in. 18-gauge stays, other
ends fastening to collars on axle. The method of
hanging skid is ingenious: the skid passes through
two rectangular links of 1%4-in. iron. which engage
grooves on bottom of skid. Heavy leather straps,

2%; ribs are built

adjustable by a buckle, fasten the links to two
other links of 1%4-in. square-moulded rubber:
these latter pass over axle and are held in place
by. wooden shoulders bolted to axle. Tight skids
are pivoted from rear beam at each end: wires
with a rubber elastic medium. to take up shock,
run from middle of skid to front beam.

Controls.—The elevator axis is at a point 12

ft. out in front, a MeAdamite casting connecting
the two spars and serving as a bearing for the
shaft. This is placed a little forward of center

of the double-eovered plane, which is flat on the

bottom, size 3 x 8 ft., and works in conjunction

with a flap hinged on the upper rear surface.
Three posts are placed on the front and two on
rear. Tail planes are 8 x 6 xX 6 ft. apart, sup-
ported by two skids (see general description).
The front edge is 14 ft. 8 in. from rear edge
of main planes. Outrigger spars are two-ply
laminated, 1 1/16 in. square section, struts saine
size as in main planes, 48 in. apart.

The rudder is 4 x 6 ft., placed between planes
on front middle strut. A cord prevents more than
18-in. movement to each side. :

Ailerons, 1% x 6 ft., hinged to rear beam by
three hinges.

Steering wheel, bored out

automobile, spider

to lighten, post pivoted at center (see photo)
between seat and engine base frame, to which
are mortised and bolted the V’s which hold the
stationary foot rests. Aluminum treads are
placed on these, giving the machine a finished
appearance.

The shoulder brace is laminated and the seat
of wickerwork.

Power plant.—A 60: horse power Hall-Scott

S8-cylinder engine drives direct a 7 ft. 8 in. Hall-

Scott propeller of about 414-ft. pitch—not uni-
form; blade 12% in. wide with %-in. camber at
this width. Thrust at 1,400 1. p.m. (stated),
280 pounds. Shaft approximately horizontal in
flight. Motor is equipped with a Bosch magneto.
Gear water and oil pumps. Oil tank fixed to
base of motor. tadiator placed over and in

back of operator. Gasoline tank, three-gallon, sup-
ported by wires. Engine and seat base clamped to
beams by %-in. U bolts.

On July 24 three flights of about a mile each
were made without accident, including turns. The
machine handled excellently with J. W. Peters pilot.

AERONAUTICS is greatly indebted to the courtesy
of the owners for allowing its representative to
go over the machine so thoroughly and secure the
above valuable data for publication. Mr. Don C.
Prentiss and Mr. J. W. Peters. were especially

kind.
O’Brien Flies Farman Type.
Clifton O’Brien, of the Pacific Aero Club, has
a Farman-type machine. He reports having made
several flights, longest being about a quarter
mile. In bis last flight he rose from the ground
in a run of 75 ft. and while flying along at a

height of 20 ft. was caught in a downward eddy
that swirled around the grandstand and tipped
him over to the left at an angle of nearly 45
deg., despite his manipulation of the ailerons.
He finally recovered his lateral control, but in
the meantime lost in the fore and aft direction
and the machine. which was probably too lightly

built. struck the ground violently and was
wrecked. Mr. O’Brien escaped injury.
The machine is 31 ft. spread by 42 ft. fore

9

and aft. Planes 3 by 6. ft., curvature 1 in 323
Weight of frame without power plant, 376 pounds.
Weight complete, 820 pounds.

The power plant consists of a Hall-Seott 8
eyvlinder 60 horse power engine, driving direct a
Vall-Seott 7 ft. 6 in. by 4-ft. pitch propeller.
The thrust claimed is 285 pounds. <A ‘Sunset’
radiator of but 15 nounds weight does the cooling.

The biplane is almost a duplicate of the Wise-
man-Peters completely described in this issue, hav-

ing the same sockets, ribs, struts. control and
gencral dimensions and power plant. As pointed

out by the writer in the deseription of the latter
machine, the small camber of the surface neeessi-
tates a greater angle of incidence and a corre
spondingly greater horse power.

Leyland Bryant and Louis Fortney, of San
Francisco, who reeently completed a large An’
toinette type monovlane, wrecked the machine on

each of its two trials and are now at work dis”
sembling the remains, having given up active

participation in the conquest of the air.
will sell the 60 horse power auto engine
which the machine was equipped.

with

|

ABRONAGTICS September, 1910

Detroit Aeronautic
Construction Co.

BUILDERS OF

Complete Light-Weight
Aeronautic Power Plants

4 cyl. 30 to 40 H. P. AM" y 43 4in
4 cyl. 40 to 50 H. P. 5" x 5"
6 cyl. 50 to 60 H. P. 5" x 5"

For prices and descriptive circulars, just

write to

Detroit Aeronautic Construction Go, 22 HOLCOMB AVENUE

Fa om ELEEEEPEEE ESET TEESE

M. Paridon
In Machine
July 2nd

THE PARIDON MACHINE

Do You Want a Reliable Machine?
Do You Want a Handsome Machine?
Do You Want a Durable Machine?
Do You Want a Powerful Machine?

If you do, we have it. Write or call on the

| + BARBERTON AVIATION CO., :: Barberton, 0.

| aba Pee eee eactssestesiatereteet Reiser ees emertes

ke
+
%
+
*%
*k
%
%
%
%
%
%
+
+
+
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+
+
+
zt

reversal eee te ceeiatiasoas cecaeeees nasa

In answering advertisements please mention this magazine

AERONAUTICS September, 1910

AEROPLANES

Aeronautical Supplies

GET OUR LARGE
Catalogue of Aero Supplies

— 37 Models of Aero Motors, 7 makes of Propellers. ——
Complete line of Aerial Building Material and Accessories.

ENCLOSE STAMP
R. O. RUBEL, JR., & CO.

The Aero Supply House of America

132 N. 4th St., LOUISVILLE, KY.,U.S.A.

PRICE 10 CENTS

R. O. RUBEL, JR., & COMPANY

=== MANUFACTURERS AND SELLING AGENTS

A SCREW BLADE

Laminated Wood Propeller
on lines giving
PERFECT PARALLEL THRUST

THE HIGHEST EFFICIENCY
ATTAINABLE

ABS LY NO LOST ENERGY

and we will ship C. O. D. for

balance

ALONZO COFFIN

Sole Manufacturer
67 Main Street

San Francisco :: California

@or¢ © O©©0°Ho® Go® ©o°O@
/ ‘ Positive CARBURETTOR (Automatic ©
=———} G.SGA.

a J. MYERS, I 244 West 49th St.,. NEW YORK
nc. Sole Owners U. S. Patent Rights BS ©
More Power—Less Gasoline —No Adjusting——No Priming—-No Float Leveling—No Springs .
AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE
SPRAY NOZZLE: Automatically atomizing the proportions of gasoline for high and low speeds.
BALL CAGE: Automatically controlling the openings of auxiliary air for high and low speeds.
Write for Booklet on Carburetion
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air.

@ oe 2G09 G0 2Ge? Be 9O

fawn Mot Ow
25-30 h. p. cAnzani ¢: NEW YORK ;

7Viotor
now on cchipitons at Sole Agent PARIS
UNITED STATES, CANADA D MEXICO
735-7th «Avenue, New York. Yveside Villers@ an : PHILADELPHIA ;
We guarantee delivery of any one of our motors between 19-18 dave after receint of the arder. For failure of delivery 2

AERONAUTICS

September, TOTO

3

THE WISEMAN-PELERS ABROPLANE. t--Skid and wheels. 5—Control detail, saowing
1—Shows flatness of angle and plane skids. shoulder brace and wheel; also type of sockets.

2—Running gear; note diagonal struts to skid. 6—A close view of the rubber shock absorber.
3—Machine in flight, July 24, at Petaluma, Calif. 7—The Hall-Seott power plant.

85

AERONAUTICS

Ta as

BTEVENS

September, 1910

MON OP L. Asn ee

By Chas. E. Schmerber.

HH Stevens monoplane, built by Wm. Stevens,
of Los Angeles, Cal., which lacks but the
motor to go on its trials, embodies some

new ideas in monoplane construction.

Frames. The framework consists entirely of
steel tubing, except the ribs and lateral beams of
Wings. These are hollow wood, wrapped with
muslin tape and glue, then wound diagonally with
piano wire. All joints are brazed. The body is
of hexagonal design properly braced by steel wires
equipped with turn buckles.

Planes. The width of the 32

is

main planes 32
ft. over all with a depth of 10 ft. tapering to
3 ft. at the tips. Width of rear plane is 9 ft.

6 in., and depth 10 ft.
machine is 24 ft.

Running gear consists of three caster wheels
26 x 2%, spread of the front pair being 7 ft.
6 in., all wheels being pivoted with spring suspen-
sion.

Propulsion. The diameter of the propeller is 8
ft. with 10 degrees pitch. The motor has been built
by Buel H. Green, of Los Angeles. The engine is
an eight-cylinder set at 90 degrees, “‘V” type, 50
h. p.; the bore is 100m/m, the stroke is 130m/m.
The cylinders are made of high carbon steel, turned
from the solid billet, the pistons are low carbon
steel with cast-iron rings; the cylinder jackets are
of spun copper, and the cylinder heads are water
jacketed cast iron; the valves are placed at an
angle in the cylinder head, and are operated by a
cross beam from the cam-shaft, which has four
double throw cams, each cam operates the valves

The total length of the

for two cylinders. Connecting rods and crank
shafts are made of Vanadium steel, the crank
is aluminum, carrying at each end large

case

annular ball-bearings which support the crank-
shaft, F. & S. ball-bearings also are used to carry
the cam-shaft as well as for rollers in the valve
plungers. Mr. Stevens is also using a special turn-
buckle which Green is making for the aeronautic
trade.

Both inlet and exhaust valves are of generous
proportions, being 50m/m diameter, so as _ to
offer as little resistance to the passage of the
giases as possible.

Control. The control of this monoplane em-
bodies some new ideas, the lateral stability being
maintained by the main supporting planes in this
way: The planes are pivoted in their center of
pressure and independently of each other, and
can therefore be offset, viz.: one plane can be
given a greater angle than the other. The scope
of angles is from 3 degrees negative to 18 degrees.
Both the elevating and offsetting of these planes
is ingeniously effected by the movement of one
handlebar in front of the aviator in such manner
that swinging this handlebar upwards in a verti-
cal plane gives a larger angle to the plane on that
side, thereby righting the machine. By pulling
the handlebar on. the left towards you, gives the
planes an angle of 8 degrees negative and the
opposite movement gives 18 degrees positive. As
can be seen by the photograph, the aviator sits
over the rear plane, back of the rear wheel and
just in front of the direction rudder.

The weight of the machine when fully equipped
and including aviator will be 1,000: pounds.

The double surface direction rudder is operated
by the feet on a cross lever connected up by wires
through pulleys.

ss The Stevens Monoplane

86

AERONAUTICS September, 910
EEEEEL EEE ELE PE EEE feed i Sele cote ofenfenfe nie cfuedo cla nfe fo nfe ate ofa oho ofe ole fe ofe ofa afe oko ofa ofa ofe of ofa ofeofe ho nfs

ooo A ON a ee

This style of propeller yields over 450 Ibs. thrust at 1100 revolutions per minute.

The following letter should interest those who have inquired about the standing thrust produced by our
propellers:
THE EMERSON ENGINE COMPANY, INC
ALEXANDRIA, VIRGINIA, U.S. A.
AMERICAN PROPELLER COMPANY, August 10, 1910.
Washington, D. C.

f
z Diam. 8 ft. Pitch 44% to5 ft. variable. Weight 1034 Ibs.
%
-
k
f
e
<a
’
Ka
% Gentlemen: We have the pleasure of reporting to you that on July 26, 1910, we tested one of our 6-cylinder
aeronautic engines, furnished for Dr. W. W. Cnristmis’ biplane, using one of your PARAGON propellers of
* 8-foot diameter by 4M to 5 ft. variable pitch. The propeller gave a thrust of 456 pounds at 1100 rev. per min.
~% Ve also examined the propeller for accuracy of balance and correctness of form and pitch on the
* opposing blades and found them very perfect The materi 1, workmanship aud finish and your mode of
fastening the laminations together are to be highly commended. Although the weight of the propeller was
but 1034 pounds there was no apparent deflection under the extraordinary strain.
Very truly yours,

Turk EMERsoN ENGINE Company,

|
Victor Lee Emerson, President.

iy

%

%

&

tb

¥

: We guarantee our propellers to be superior to others by every test rnd in every particular.
¥ It is ‘‘up to you,’’ Mr. Flying Man, to have your propellers scientifically designed for

‘up to } © your proj fically

t your machine or to take your chances of success with the common kind. ‘The cost is no more.
i Let us send you a printed form for information upon which we can make preliminary caleu-
iP lations and give you an estimate.

t AMERICAN PROPELLER COMPANY, :: 616 G Street, N.W., Washington, D. C.
iy
+
or

Makers of the ‘‘Paragon’’ kind
ofp Goof ofe ofe oe ofe of ofe ofe nfo ofe of of sf aciocfe ofe of ofa ole ofeoge ele ofe ogo ofe fe ofs 220 ofecfo eke efae Jacko efoc$a chook oXy oacju eke ole ozs ofa ofe ofe ole nfo ofe ole ofa ote ofeofe ote ofoots

PROPELLERS

LAMINATED WOOD :
True Screw : Any Pitch ¢

Le Aaa EEU Re eE ee Iteet tee eeteeieiaeeen

SOCSSSSSSPSPSOVPOSPSPOSSLQ

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

$OOOOGOOOG

E22 SSIs
UR6-ft. Propeller delivers 200 Ibs. ® O $
thrust at 1200 R. P. M. @Do $ ®
you want to get the best results? If S :=—— $
‘ ee 66 2? © ©
so get a ‘‘Brauner Propeller. . WHY PAY MORE? $
@_Our Propeller has proven more than cS g
satisfactory to those using it g a 2
pore tGe Ihe 40.00 2 Aluminum Castings, Turnbuckles,

8 +5 OF Sa uf . : .

@ ©
ieee = = 50.00 ° Aeroplane Cloth, Wire, Bamboo $
ieee —=- =: 60:00 S Write For Particulars About g

P. BRAUNER & CO.

°* De Chene Motors :

g 3G Heine). $650. &

ODOSOOPSOOSOSOOSOSSS OOOO DSSPSSOOd~*

335-339 EAST 102nd STREET ; HOLBROOK AERO SUPPLY 00. ;
Phone, 2189 Lenox ::: NEW YORK $ JOPLIN e é MO. 8
©

SCESOSSSISOCSSSCSOS SSCS 304000000000006 6 OO9OHO9HOHHOHOHHHOHD

In answering advertisements please mention this magazine.

AB RONAGTLICS September,

SOeSCOe

Soees

| PSPSPS OSOSOSOOOSOOOOOOOSSOGSOVOGSGOOSOO GOGO GOSOGSOOSOSFSOSOOSSSSSSSSSS

PROPELLERS

IN STOCK FOR IMMEDIATE SHIPMENT

@Ys true pitch, laminated ash and mahogany
propellers combine all the most valued and

proven features of foreign and home practice. :
HEY are built in large quantities on the inter-
changeable plan. : z : :
WE specialize. You get the benefit of our ex-
perience. ‘ : 2 3 :
vee know the value of buying a stock article, one
which is Bea the experimental stage. :

WRITE FOR CATALOG. TERRITORY OPEN FOR AGENTS.

6 ft. dia. for 20-30 H. P. $50.00 at our Works | L
(Thrust 200 Ibs. @ 1,200 R. P. M.) | arger
7 ft. dia. for 25-40 H. P. $60.00 at our Works SIZES
(Thrust 250 Ibs. @ 1,200 R. P. M.) = see
8 ft. dia. for 30-60 H. P. $70.00 at our Works | d
(Thrust 300 Ibs. @ 1,200 R. P. M.) | order
TESTIMONIAL
New York, July 9th, 1910.
THE REQUA-GIBSON COMPANY, No. 225 West 49th St., New York. j
Gentlemen:—lIt gives me pleasure to be able to tell you that your propeller has given
me entire satisfaction. I think the silk reinforcement on the tipsis a great improvement,
as I have had broken wires, etc., get caught in the propeller without doing serious damage
to same.
Whenever I can say a word for the REQUA-GIBSON propeller you may rest assured
that I will do so. Very truly yours,

(Signed), THOMAS S. BALDWIN.

Small propellers for Models 10-16" dia., $5.00
Mail or telegraph 10% of amount and we will
ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of
propeller when you stand facing the breeze made by
the propeller, clockwise or anticlockwise ?

If uncertain as to the size you require, state the
horsepower of your engine and its speed.

THE REQUA-GIBSON Co.
225 West 49th Street, - New York, N. Y.

Phone 7200 Col. 650th Street Subway Sta.

eee rr eee ee SPOSOCODOSOCOSIOOSOS

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1010

PSOSOSSSCOOSOOSCOCOSCOCSOSOCSCOSOSSS << $0900O8SOS9

PPPS PPPSOPHS PSPSPS OSHS OP OWVS SE ESOS Ft SOSCPSOCSCSCSOOCVCSCSOSCOSOSOS

|

BeRONAUTICS

September, 1910

Pal THE LOS ANGELES AERODROME

By Prof, H.

Three machines now at the Los Angeles Aero-
drome are endeavoring to fly. J. J. Slavin, with
his biplane, has made a flight of 50 ft. The

aerodrome is one mile in circumference, thus mak-
ing it 1,700 ft. in diameter. Part of this distance
is taken up by the motordrome track and the
inner field fence. This leayes-but 1,000 ft. clear
space in length. This is too restricted a space
for amateurs, as it takes a large part of the dis-

tance to clear the ground, and one must alight
within a small distance to avoid running into
the fence.

A track outside of the enclosure has just been
completed. This track is over a mile in length,

The Aero Club of California’s Aerodome

and Mr. Slavin intends to try out his machine on
this track on Aug. 5. Slavin’s biplane differs from
others in the arrangement of the main planes, in
order to secure automatic lateral stability. The
Tesistance under one plane causes that plane to
shift the opposite plane automatically. The same
is true of the fore and aft stability.

The Eaton-Twining machine has

been running

around on the ground endeavoring to fliyzs eons
machine is a monoplane of the Bleriot type. It

differs from that machine in having sliding planes
for securing lateral stability, instead of ailerons
or warping. The machine is making daily jumps
of 10 to 50 ft. On one occasion it rolled over on
its back. Warren S. Eaton was driving the
machine. The main planes had not yet been put
on. In making a turn the machine skidded and
turned over sideways, landing on its back. Warren
escaped unhurt.

On another occasion the axle broke, and as the
machine was traveling some 25 miles an hour, it
pitched over on its nose. Warren Eaton was the
driver and he again escaped unhurt.

Mr. Slavin’s machine is equipped with a Werner
motor, made in Tos Angeles. It is a 30 h. p.
4-cylinder water-cooled motor. The Eaton-Twining
machine is equipped with a Ford automobile en-
gine, ‘“‘T’’ model, 4-cylinder water cooled, 22%
h. p. Total weight of power plant is 200. pounds.
Weight of machine with aviator is 700 pounds.

87

LaV. Twining.

Up to the present time a thrust of 180 pounds has
been obtained at 1,400 revolutions.

_ George Deussler has built a machine of the
Farman type, equipped with a Mitchell automo-

bile engine of 300 pounds weight and 30 h. p.
He has been off the ground with this machine
and in a try out on July 31 the front control
broke. The wind blew it back into his face
and cut the bridge of his nose. He eseaped other
wise unhurt.

The Greer-Robbins

machine is a monoplane of

peculiar construction. This machine is equipped
with an “N” model Ford automobile engine. It

has made a flight of

some 95 ft.

This machine

: —_—

The Eaton-Twining Machine

is probably the second machine belonging to a
member of the Aero Club of California to leave
the ground, the Gill biplane being the first. The Gill
machine isa Farman type so that the Greer-Robbins is the
first monoplane invented by a member of the Aero Club
of California to clear the ground. ‘There are some
ten other machines at the ‘aerage’ in various
stages of construction.

Praise for “Aeronautics.”
Sr:

I have read your editorial
admiration and enthusiasm, and note your splen-
did advertising patronage, and its logical nature,
with real astonishment. Your periodical has been
as complete, world-wide and nearly as wonderful
as the triumph of Wilbur and Orville Wright.

I am only a literary man of 60; I have stuck
to my trade and have beheld the death of nearly
all illusions. Yet the scientific progress since
1876, the phonograph, telephone, the dynamo, spec-
troscope, turbine, X-ray and radio-activity. and
finally the Wrights, have kept me alive to the in-
teresting character of this otherwise unpleasant
world. Wonderful! Wonderful! One may be an
inquiring little child at 60:!

JOHN McGovern,
632 North Centra] Ave., Austin Station.
Chicago, Il].

Drar
note for July with

ABRONAWTICS

September, 1910

MEETINGS COMING, GOING AND GONE

age

Curtiss Flies Over Mars at Omaha.
Windwagon’at Detroit.
Brookins Flying at Detroit.

Asbury Park.

15.—The success of the Wright Meet
which opened at Asbury Park, August 10, un-
der the auspices of the New Jersey Aero and
Motor Club, was marred on the very first day by
the injuring of several spectators when Walter
Brookins smashed his machine at one end of the
grand stand. The machine used was the first
Wright machine to be seen in public with wheels
and the flight was the very first one that had been
made. ‘The wind at the grounds was very strong and
at times the aeroplane almost stood still. Gliding
down from a height with the engine shut off, Brook-
ins was just about to touch the ground, so eye
witnesses state, but right in front of him were
newspaper men and photographers. To avoid
these, Brookins, with the little headway he had,
turned up again to clear them but he did not
have speed enough. Turning the machine quickly
toward the most available spot, it landed on its
nose ‘and was smashed, and Brookins somewhat
hurt. The spectators who were injured, and sevy-
eral quite seriously, were struck by the machine
in making its landing. The highest wind velocity
between 1:00 P. M. and 6:00 P. M. that day, ac-
cording to the nearest weather bureau station, at
Long Branch, was 24 miles an hour. Hoxsey, im-

Aug.

mediately after the accident, went up for five
minutes, and one of the hot air balloons was sent
up.

The Wright aviators at the Meet are: Walter

Brookins, Frank Coffvn, Duval La Chapelle, Arch
-Hoxsey and Ralph Johnstone.

Up to 3:00 P. M. every day there is an exhibi-
tion of kite flying given by A. EF. Wells with his
outfit of all kinds of kites. and by the Signal
Corps of the New Jersey National Guard using

Brookins Just_Before
his Accident at
Asbury Park.

88

ae
|

J

Curzon Flying his Farman at
St. Louis Novice Meet.
The New Wright Chassis.

Eddy kites. Every day that the weather permitted
Fred L. Owens has been going up in his dirigible.
Johnny Mack gives each day an exhibition of single
and double hot air balloon ascents with para-
chute drops. The field is one of four acres enclosed
by a 15-ft. canvas fence.

The aecident seemed to double the sale of seats
the next day when 10,000 persons were present.
Wilbur Wright came on from Dayton to visit
Brookins and saw Johnstone and Hoxsey fly, and
in a contest, alight in a pre-arranged space.

PARACHUTE JUMPER KILLED
The third day saw the death of Benny Prinz

who was killed in making a double parachute
drop, the second parachute failing to work. He

must have fallen from a height of about 1,000: ft.
Two men were in the balloon, Samuel Hartland,
and Prinz. Hartland had already cut loose from
the balloon and reached the ground safely in the
single drop. Governor Fort was present and saw
the flights, leaving just before the fatal accident.
On this same day Hoxsey and Johnstone were

both in the air at the same time making short
turns and dips, and cutting fancy figures. Hox-

sey went up to 1,800 feet, the highest that he has
yet been.

Johnstone made his longest flight Saturday, re-
maining up 35 minutes and attaining an altitude
of 3.900 ft., the end of his descent being at a
sharp angle with the engine cut off. During this
flight the dirigible was sailing around and Hoxsey
did “stunts” many hundred feet below Johnstone.
Coffyn also flew.

Sunday there was no flying and to-day a rain
storm prevented. The meet has six more days to
run.

AERONAUTICS

CHURCH
Aeroplane Co.

BROOKLYN, N. Y.

Working Models
Flying Models
Separate Parts

MODELS BUILT TO ORDER

From Working Drawings, Etc.

SUPPLIES FOR MODEL BUILDERS:
Aruminum, Rarran, Bampoo,
Wurre-Woop, Erc.

Special Notice!

E have received so many

inquiries for agency prop-

ositions and orders are
coming in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up with our correspondence, but
will fill orders and answer all
letters as quickly as possible until
we have increased our facilities
still further.
Price List of Models and Parts
is now ready, but it will be
some little time before our
Supply Catalog for Full Size
Machines is ready for distribu-
tion as there are so many new

things to list. In asking for
catalog, please state which one

=)

you want.

CHURCH AEROPLANE CO.

Main office and factory
123 Smith St.,
BROOKLYN, INGYe

Chicago office, 49 Wabash Ave., H. S. Renton, Manager.

September, 1910

PEELE EEE EERE EEE EEE EEE EEE EEE

OWN AN AEROPLANE

UR large illustrated catalogue list of all
materials for the construction of any type
of aeroplane at moderate cost.

Our skilled workmen can build for you any
special device or part that is not included in our
large stock.

Our woodwork men are at your service for the
construction of ribs and spars in the latest and
most successful manner.

Our facilities are the best because we carry all
materials in stock and are manufacturers as well
as importers and dealers. Oval tubing for
Demoiselles now furnished.

used, are usually on hand, ready for immediate
delivery.

Aviators for exhibitions are available through
our office.

There is no want of an aeronautic nature that
we cannot promptly fill.

Highest references from clients who have bought
from us, located in every state in the Union, and
several foreign countries.

Send 10 cents for new complete
catalogue — No. 3, 50 pages.

THE AERONAUTIC SUPPLY CO.

3930 Olive Street St. Louis, Mo., U. S. A.

,

ee eee ae a a On ne Tn

“*First in all America’

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A few complete aeroplanes and motors, new and :
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FH. -P:>BY REACTION TESE

(Concluded from page 78)

hot, sultry atmosphere to dry, wet or cold, or
the effect of rarified atmosphere at high altitudes:
in fact, the combinations of tests which may be
made are numerous.

Your author has not had the time or means
{to prove out his theories in actual practice, but
cheerfully makes these suggestions of the pos-
sibilities with the simple little devices previously
mentioned. Your author also contends that the
horse power of a large majority of the present
aeronautical engines rarely comes up to the rating
quoted by the builders, and, still worse, cannot
as a rule continue to run for an extended period
of time. Having no convenient means at hand
to test his motor, the purchaser often does not
know the power his motor actually develops,
although the fault may not always lie in the
motor, but possibly due to numerous conditions
and causes hard for the layman to locate.

Your author further contends that the present
type of the four-cycle engine is not ideal for
aeronautics and hopes at a later date to demon
strate this theory by practice. The extreme light
weight is not so essential as the propeller pull
per horse power, as upon this feature in a large
measure depends the ability to fly with the pres
ent type of plane, but do we get the pull on pro-
peller desired at normal speed of engine? J
think not.

In answering advertisements please mention this magazine.

AERONAUTICS

yo TTY

AERONAUTICAL SUPPLIES
AT MONEY SAVING PRICES

Elbridge Special Feather-weight, 2-Cycle Aero Motors
(water cooled) :
3 Cylinder, 30-45 H.P., 1381-2 lbs. . on 00
4 Cylinder, 40-60 H. P., 178 lbs. . . . 1050.00
Cylinders 4 5-8 x 4 1-2, copper Se
aluminum bases, hollow crank shaft.
4 Cylinder, 20-24 H. P., 150 lbs. (air cooled) 610.00
Cylinders 3 1-2 x 3 1] DD. flanges | 5-8 i

leep.
20 x 2 Aeroplane Wheels with tires built with steel

rims and special hub, very strong, price, 9.50
E. J. W. Aeroplane Habs iturned|fromisolid' bar! of
steel, drilled 36 holes, well-nickeled, . 4.00

E. J. W. "Aeroplane Hub Brakes, enables aviator to
stop his plane before or after alighting on ground,
length 8 ins., outside cones 5 3-4 ins., bored

36 holes. 10.50
Requa- sivas Propellers, “laminated wood, perfect
6 ft, 6: i SDH lbs boone iene ste ai ee ies OOOO
TAFES9 bss iste ee pres eS OO 100):
8 ft., 12 lbs. . 70.00
The 6 ft. propeller gives 200 Ibs. thrust at
1200 R. P. M.
Model Propellers, laminated wood, 10 in. to 15 in.
perfect screw, . 5.00
Galvanized Steel Cable for ‘ Guyings ie
1-32 in., 200 breaking strength, price per ft. .03

1-16 ine 500 breaking strength, price per ft. .03%2
3-32 in., 800 breaking strength, price per ft. .04
1-8 in., 2300 breaking strength, price per ft. .06
Rubber Bands for models, 15 ft. lengths, 1-8 in.
square? each.) 5. 5 41: E 1.00
Complete Catalogues of Genokes
motors, gliders, and light metal
castings mailed free, upon request

E. J. WILLIS CO., Dept. “F”
67 Reade St. and 85 Chambers St., New York

LOOOOOOOOOOOOD:
California Aero.

Mfg. & Supply Co.

441-443 Golden Gate Av., San Francisco

September Specials

q “‘Loose’’ Monoplanes, 26 ft. spread, quickly
assembled, guaranteed to fly, $350.00 with-
out power.

q “Unbreakable”? Aero Wheels, our own design,
$6.50 each, 7" hub. Just the thing for ma-
chines without shock absorbers. Sidewise
landings cannot harm.

q ‘‘Greene”’ Biplane, fine flier, $7,800.00

q 60 H. P. “Hall Scott’ motor over 300 Ibs. thrust
guaranteed, in good condition, has flown
970 1b. machine. $1,450.00.

@ 40 H. P. “Curtiss” air cooled, 8 cyl., $650. 00.

q 20 H.P. “Curtiss” air cooled, 4 cyl., —

G Laminated ribs, 4 ply, 42" x 34" x 519! 3Se. each,
6! 45e. each.

Get our prices on Struts, Lam. Beams and

Skids. We Figure and Construct on your

plans. Aero sizes of Spruce in Stock; Turn-

buckles, Sockets, Tanks, Etc.

Knock Down Planes, including Lam. Ribs and

Beams; Struts, Sockets, and Ferrules. Will take

any type of chassis or rudder.

Distributors of the Coffin “Parabolel” propeller

Agents:— Detroit Aeroplane Co. Motors, White-
head Motors, Palmer and Goodyear Tires

““AERONAUTICS ’”’

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September, 191

NON-INFRINGING

EROPLANEs

Guaranteed to Fly

READY FOR EARLY DELIVERY

Easy Terms for Exhibitors

Manufacturer and Dealer in

AERONAUTICAL SUPPLIES

Aviators for | ournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER
1020 E. 178th Street

New York

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Satisfaction guaranteed or money refunded!

Two quarts will complete one Aeroplane.

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Supply CO., 1777 Broadway

New York

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In answering advertisements please mention this magazine.

AERONAUTICS

Omaha, July 23-27.
BY hs i ho enT Hl

The Omaha (Neb.) meeting, on July 23 to 27,
was held under the auspices of the Aero Club
of Nebraska, and was particularly interesting ow-
ing to the fact that every type of craft that
navigates or sails the air participated. There were
two hot-air balloons, a captive, a free balloon,
2 dirigible balloon and three Curtiss aeroplanes
in the air each day.

The chief attractions,

however, were aviators

Glenn H. Curtiss, J. C. Mars, J. A. D. McCurdy
ind Eugene B. Ely.

The weather made it a difficult task for the
iviators to open the first day with their best
vork.

Weather conditions on the second day were
ibout the same as the day before, but in spite
of this handicap all aviators made flights. The
rogram closing with a spectacular race be-
ween Curtiss and Mars. In the evening the

J. S. Dirigible No. 1 left Fort Omaha with Lieut.
faskell in charge and could be plainly seen
rem the aviation field.
U. S. DIRIGIBLE BREAKS CRANKSHAPFY,

About 6:30 P. M., July 24, Dirigible No. 1,
vith Lieutenant W. N. Haskell, Signal Corps, as
ilot, and Sergeant Ward as engineer, started from
‘ort Omaha, Neb., for the Aviation Field. A good
tart was made and the balloon rose about 200 ft.
n the air—everything apparently working in
rst-class condition. A couple of circles over the
‘ort were made and then the balloon was headed
or the Aviation Field about four miles away. The
onditions were very good with only a slight wind
ehind the balloon. Shortly after starting and
till while over the reservation, the engine stopped
ue to a-preak of the crank-shaft. This precluded
ny further attempt with the dirigible until re-
airs could be made.

On July 26, captive balloon, No. 9, was inflated

1 the balloon house at Fort Omaha and towed
bout 2% miles across country to the Aviation
jeld. This was accomplished in 1 hour and 50

mutes. Upon arrival at the Aviation Field the
alloon was put in operation and several ascents
ade between 6 and 7:30 P. M. Mr. Glenn Cur-
ss made several flights in his aeroplane around
1e balloon while it was in the air.

On Monday the wind increased in velocity and
was impossible for the aviators to make any-
ling more than short straightaway flights.

NEW SHORT START RECORD.
balloon was blown
late in the afternoon
the grounds after the

The government
ose from its moorings
and Janded a mile from
p cord had been pulled automatically when it
rked loose from the winch wagon on_ the
‘ounds. Many thousands of spectators stuck
itil the last announcement was made that ‘wind
tecks’”’ would be honored the following day at
e gate. It was in the face of this wind that
ars rose into the air in his four-cylinder Curtiss
-30 horse power machine after a run of 53 ft.
in., establishing a new U. S. record for short
art and earning thereby a silver trophy offered
a local paper.

Tuesday and Wednesday, the fourth and fifth
ys, the weather conditions were more suitable
t good flying, the wind velocity having dropped
wn in the late afternoon on each of these days.
irtiss, Mars and Ely drove their machines at
ll] and each day Curtiss and Mars raced around
e field at a height varying from 100 to 300 ft.

captive

le attendance on each of the last two days
us more than 10.000. On Tuesday evening

@ captive balloon was refilled and made an ascent
th Mrs. Mars, wife of the aviator, and W. H.
tton, of the Curtiss company, as passengers.

At the close of the meet Curtiss was awarded
one of the local papers a heavy silver water

) pitcher for making the most daring and
pctacular flight during the meet. This flight
iS made on the first day of the meet when

irtiss flew out of the grounds and out over the
untry, which was covered with fences, gulleys
d trees, in the teeth of almost a gale.

89

September, 1010

Pittsburg (Pa.), Aug. 4-6.

By Hart O. GUNTHER.
The Pittsburg Aero Club held its first meeting
Aug. 4 to 6 at Brunot Island race track. There

were four biplanes present, three Curtiss and the
Baldwin. The aviators were Curtiss, Mars and
Capt. Thos. Baldwin. The official timer and re-
corder was Augustus Post.

The first day of the meet there was
straightaway flight made, by Mars in
wind of 35 miles an hour.

The second day all three aviator
Mr. Curtiss making the first
His first flight, in a wind of 25 miles an hour,
circled the mile track twice, with remarkable
skill at balancing in a gusty wind. His longest
flight for this day was about six miles. He also
made trial for short starting, arising in 81 ft. 2
in., officially measured. The wind was very
gusty not allowing very much flying this day.

only one
a gusty

Ss made flights,
and most spectacular.

ANOTHER NEW SHORT START RECORD FOR U. Ss.

Ets

Mars was able to get off the ground in 35
making another new short start record.

The third day of the meet was windy and
the aviators were hamperea very much by it.
Curtiss again made the most spectacular flights,
flying out over the river. Mars made a series ot
short circular flights around the mile track. Capt.
Baldwin made only straightaway flights. Great
enthusiasm was created by the flights of Curtiss
and Mars, Curtiss flying above Mars and in the
same direction and at the same time.

The last day of the meet broke all records for
crowds at the track and thousands of people were
on the surrounding hills watching the flights.

Decatur (Ills.), July 16-17.

Charles F. Willard (Curtiss) flew before good
crowds in Decatur, Ills., July 16-17. On the first
day he made a cross-country out of the field and
back, estimated by loeal experts as 30 miles, in a
flight lasting 40 minutes.

St. Louis Show Date Changed.

The date of the aero show at St. Louis has
been changed from October to November 17-24 to
avoid conflict with outdoor events on Hempstead
Plains.

Toronto, Canada.

There were nine days of flying, participated in
by Ralph Johnstone (Wright), Count Jacques De
Lesseps (Bleriot), Duval La Chapelle (Wright),
Walter Brookins (Wright) and Frank ‘'T. Coffyn
(Wright), July 8-16, except Sunday. Count De
Lesseps flew from the grounds, which were lo-
cated on the Trethewey Model Farm, about eight
miles from the center of Toronto, over the heart
of Toronto and back, duplicating his Montreal
feat, and once flew to a height of 2,700 ft. Ralph
Johnstone made two remarkable flights and seven
in all, once battling an extremely high wind
at an altitude of 3,400 ft., and on another flight
executing all sorts of maneuvers of which the
Wright aeroplane is capable, aerial “roller coast-
ing,” sharp circles and_ spirals, skimming the
ground, ete. The newspapers divided the honors
between Johnstone and Count de Lesseps. Five
thousand to fifteen thousand daily was the at-
tendance.

BLERIOT LANDS IN TREE.

The Carruthers “Bleriot,” flown by Stratton,
ran into a tree. He lost consciousness during his
jump and when he came to his senses he found
himself in the top of a pine tree 30 ft. from the

ground. He said he did not know how he got
there. ‘It was funny.”

Samuel IF. Perkins, whose specialty is kite and
banner flying, filled in all gaps in the program.
The banners could be seen from incoming trains
and indicated the location of the grounds. Be-
fore and during the flight the kites could be
seen high in the air. These now are one of the
necessities of aviation meetings. Harvard is the
next on the list for the kite exhibition. Here he
will attempt to lift a man up by kites. It is esti-
mated the pull will be about 1,500 pounds, taking
10 or more 15-ft. kites.

AERONAUTICS

St. Louis National Novice Meet.

BY E. PERCY NOEL.

Although eight machines were on the field the
opening day of ‘First National Aviation Meeting
for Novices,” July 11, only two got off the ground
during the week and the prizes were all won by
one Man on account of an accident to Howard W.
Gill, while practicing on July 12. J. W. Curzon

(Farman) won $300 in three prizes by flights
made July 14 and 15. There was no competition
on July 12, 13 and 15. On’ July 11 Gill flew
25 yards and landed in a ditch disabling his

machine for the day. On July 12 while practicing
in the evening, Gill flew half a mile outside the

field. Something went wrong with his elevating
control and in his inexperience he dropped from

40 ft., smashing half of the machine. He picked

himself up but was confined to the hospital for
three days. :
July 14 was a good day for Curzon, flying

92 yards on his first trial and 113 on his second,
winning his debut prize of $100. Later he won

the $100 daily prize for the first flight of 200
yards, traveling 322 yards straightway after 113
yards and then touching. Rain interfered on
July 15.

On July 16 Curzon made a flight of about 500
yards, winning the $100 daily prize. The meet

was continued July 17, but wind prevented flying
until after official timing closed, then Curzon flew

186 yards. Curzon and Gill have both made per-
manent headquarters on the Washington Park
aviation field of the Aero Club of St. Louis.

On August 13, Hillery Beachey, flying one of
Gills’ biplanes without front elevator, made two
circuits of the course without stopping, about
1% miles.

Dr. J. J. De Praslin, of Nicaragua, has ordered

material from the Aeronautic Supply Co. for the
construction of an aeroplane here.

Chas. Kuhno had a monoplane that was equipped
with a Curtiss 8-cylinder 40 h. p. engine that
looked very promising, construction and designing
above the ordinary.

Robinson's monoplane of the Bleriot type,
equipped with a 3-cylinder Elbridge motor, did not
get up enough speed to make a getaway from
terra firma, although the construction was very
good.

Zehler’s monoplane was a machine that differs
from the general run of flyers, and if you are

able to get a photo of it, you could probably under-
stand same better than the maker. Equipped with
a 4-cylinder 4-cyecle marine engine, it was unable
to make a speed of more than five miles per
hour.

Sparling’s Curtiss type bi-plane, equipped with
a 4-cycle Elbridge was very neatly made and
looked promising. It was mounted on Farman
type running gear.

Curzon’s “Farman” biplane seemed as though it
had seen better days, although of the standard
type of a past season was still in the ring. The
big Vivinus motor does not give power enough to
enable the machine to make extended flights.
Those made have been but short ones.

SEVEN AEROPLANES SMASHED BY.WIND.

A few days after the Novice Meet at St. Louis,
a terrific storm blew down the tent Which housed
the aeroplanes. demolishing 7 machines. Nothing
was saved of Curzon’s Farman but the engine and

propeller. Howard W. Gill’s machine was un-
harmed as it was housed in a wooden shed.
Detroit.

At Detroit, La Chapelle, Iloxsey and Brookins
made sensational flights and delighted the manage-
ment and large crowds. The Wright machines
will return to Detroit in September.

Lexington, Ky.

J. A. D. McCurdy filled the Curtiss date at the
Lexington, Ky., State Fair, Aug. 7-13, making
several flights each day of the exhibition.

Grand Rapids.

Mars (Curtiss) was to have flown here July
16-17, but the high wind prevented flights both
days.

90

September, 1010

New York, Aug. 19-21.

Glenn ei Curtiss) Js C.~ Mars maiee Acme) sel laa
Curdy, C. F. Willard and Eugene Ely are sched-
uled to give a 3-day exhibition at the Sheepshead
Bay racetrack, New York, Aug. 19-21.

Eugene B. Ely, a Curtiss aviator, began prac-
ticing at Sheepshead Bay racetrack in preparation
for the exhibition on the 19th, using for the first
time the 8 cylinder Curtiss engine which is slowly
being installed in all the exhibition machines.

J. A. Douglas McCurdy, former member of the
Aerial Experiment Association, who with F. W.
Baldwin, another member, formed the Canadian
Aerodrome Co. at Baddeck, Nova Scotia, has signed
a contract with Glenn Curtiss to fly a Curtiss

machine. His first appearance was at Omaha,
July 28-28. From there he went to Lexington,
Ky., Aug. 7-13. Eugene Ely of Portland, Ore.,

who has been flying a Curtiss machine for BE.
Henry ‘Wemme, Curtiss agent of that city, is an-
other addition to the Curtiss troupe of aviators.

Augustus Post, former secretary of the Aero
Club of America, has bought a Curtiss machine

under a special arrangement, and will fill exhibi-
tion contracts wherever they do not conflict with
Curtiss’ interests, or will fill engagements obtained
by Curtiss. He will begin practicing under the
able tutorship of Charles F. Willard, using a
machine which Willard has been putting in shape
in the Aeronautical Society’s shed at Mineola.

Clifford B. Harmon has ordered a fast machine
from Glenn Curtiss, in which it is expected he will
install his Gnome engine for trial.

Harvard Aeronautical Society to Hold Avia-
tion Meet Sept. 3 to 13.

The Harvard Aeronautical Society, of Cam-
bridge. Mass., will hold an aviation meet at Atlan-
tic, Mass., from Sept. 3 to 13th, inclusive, with
the exception of the two Sundays intervening
The programme of events and prizes already sched
uled are as follows:

Speed: 1st, $3.000; 2nd, $2,000; 3rd, $1.000
Altitude: Ist, $3,000); 2nd, $2,000; 3rd, $1,000
Duration, $2,000 and $1,000. Distance, $2.000 ané
$1,000; Slowest Lap, $1,000 and $500. Getaway
$100 and $50. Accuracy, $500 and $250.

$10,000 PRIZE.

To which must be added the premier event oi
the meet, for which the Boston Globe offers a cask
prize of $10,000: the condition of this contest
being a flight from Atlantic to Boston Light ané
return against time. For novices there will be
additional events and prizes.

A large number of entries from the ranks of the
leading aviators of America, England and France
have already been received by the Society, assur
ing the success of the meet, which is not only the
first to be held in New England, but by far the
most important attempted in America up to the
present time. Additional entries will be receivec
and full detailed information furnished prospective
entrants at the temporary headquarters of the
Society, No. 164 Washington St., Boston, Mass.

The grounds cover 500 acres, on Dorcheste1
Bay, and are surrounded on three sides by water.

SPECIAL $5,000 PRIZE.

The announcement of a $5,000 prize and the
Ifarvard Cup is offered the aviator who, during
the meet, makes the best record in dropping bombs
on a battleship model, which is to be set up on
the field, marks that eyent not only as one of the
most interesting of the meet, but one which the
Society deems most important from the stand-
point of scientific investigation.

Bennett Race Changed to Belmont Track.

There are 10 entries in the Gordon Bennett
aviation race to be held at Belmont racetrack.
near Jamaica, L. I., during the week of Oct-
15-23. As follows: France, 3; Italy, 1; England)
3; and America has the naming of 3. France is
the only country which has named her represent-
atives, as follows: Alfred Leblane (Bleriot), who
was a contestant in the 1907-Gordon Bennett bal-
loon race from St. Louis; Hubert Latham (Antoi-
nette) ; Rene Labouchere (Antoinette).

Plans for the meet, and the events which are

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AERONAUTICS

promised to be held in addition during the week,
have apparently not developed very far as yet.
Not a single announcement of prizes has been
made, and it is now very late for foreigners to
figure ahead. Unless announcement is made very
shortly, aviators of other countries will have made
their arrangements for that period at various Eu-
_ropean meets.

Following on the heels of a disagreement with
Gage FE. Tarbell, who was the Aero Club’s general
manager for the meet, Belmont racetrack was
made the place for the Gordon Bennett aviation
race and other events, instead of Hempstead Plains
as at first planned. L. L. Gillespie stated to-day,
Aug. 15, that the amount figured to be necessary,
$110,000, had all been raised. ‘‘This will be the
biggest meet of the year,’ Gillespie said, “$50,000
being offered by the committee in prizes’; and
that the magnitude of the affair will be such that
no aviator, American or foreign, whether for finan-
cial reasons or for the sake of glory, can afford
not to take part. Referring to the rumors that
Curtiss might not be on hand to defend the cup
by reason of the fact that arrangements are al-
leged to have been made that the Wright company
shares in the gate receipts, Mr. Gillespie said that
Curtiss would, of course, be asked to take part,
but that the acceptance of the invitation was up
to Curtiss and he could do as he liked.

The meet will be financed by the Aero Corpora-
tion, Limited. August Belmont has been chosen
president of the meet. The executive committee
is composed of the chairmen of the various com-
mittees, as follows: L. L. Gillespie (Finance
Committee), Allan A. Ryan (Arrangements Com-
mittee), J. C. McCoy (Aviation Committee), and
Andrew Freedman, chairman.

Five Wright aviators will fly, and it is expected
eight or ten foreigners will appear.

At the Aero Club of America no information
could be had as to the foreign contestants.

FAST WRIGHT MACHINE.

The Wright company is building a special racing
machine which may be entered to defend the cup.
At the same time, Curtiss is also working on a
machine designed to be capable of beating the
speed expected to be made by others in the Gordon
Bennett. It is very likely that to defend the cup
successfully a machine will have to go 70 miles
an hour. The 100 h. p. Bleriot made 66 m. p. h.
at Rheims in July. Clifford B. Harmon has or-
dered a Bleriot, in addition to his Curtiss.

Clifford B. Harmon Adds $1,000 to Times
Race.

Clifford B. Harmon, chairman of the national
eouncil of the Aero Club of America, has offered
$1,000 in cash or plate to the contestant in the
Chicago-New York race who first covers 500) miles
in the first 50 consecutive hours.

Gordon Bennett Balloon Race.

Six countries have entered 14 balloons in the
Gordon Bennett race on October 17. as follows:
France 3, Germany 3, Italy 2, Switzerland 2, Den-

mark 1 and U. S. 3. Only the German entrants
have been named to date. They are: Hauptmann
Von Abereron, who was in the 1907 Gordon Ben-
nett at St. Louis, Lieut. Vogt, Ing. Hans Gericke.

In the elimination race to pick the American
team, Sept. 17, Alan R. Hawley and Post will have
one balloon, C. B. Harmon and Capt. Baldwin a
second and possibly A. H. Forbes will be sufficient-

ly improved in health to take part. <A, T. Ather-
holt from Philadelphia will be another. St. Louis
is likely to have more than half a dozen en-
trants. A. B. Lambert is sure to go in, G. L. Bum-

baugh, St. L. Von Phul, H. E. Honeywell and W.
F. Assman are strong probabilities.

September, 1910

Aero Calendar for the United States.

Aug. 10-20—Asbury Park, N. J., Wright avi-
ators, Owens dirigible, etc.
Aug. 17—Warehouse Pt., Ct., Chas. F. Willard.

Aug. 19-21—-Sheepshead Bay, N. Y., Curtiss ex-
hibition, with G. H. Curtiss, Willard, Mars, Ely,
McCurdy, Post and Baldwin.

Aug. 20:-—Quincy, IIl., flights by Lincoln Beachey.

Aug. 23—Bradford, Pa., C. F. Willard at Elks’
Carnival.

Aug. 26—Curtiss to fly from Cleveland to Cedar

Point and return, over Lake Erie, about 60 miles
each way.
Sept. 3-13—Boston aviation meet of Harvard

Aeronautical Society. Curtiss,
Wright machines and others.
Sept. 5-9—Hartford, Ct., Wright aviators.
Sept. 5-10-—Minneapolis, Minn., Wright aviators.
Sept. 5-10—Hamline, Minn, at State Fair.
Wright aviators and J. C. Mars (Curtiss).
Sept. 5-10—Linecoln, Neb., Wright aviators.

Willard (Curtiss),

Sept. 6-10—-Parkersburg, W. Va., Wright avia-
tors.
Sept. 12—Syracuse, N. Y., State Fair. J. A. D.

McCurdy (Curtiss).

Sept. 12-16—Milwaukee, Wis., one Wright ma-
chine.
Sept. —- —Flights at Mexico City.

Sept. 12-17—Rock Island, Ill., State Fair.
Mars (Curtiss).

Sept. 17—Indianapolis, Ind., elimination race to
select representatives in Gordon Bennett balloon
race.

Sept. 19-24—Detroit, Mich., Wright aviators.

Sept. 21—Olean, N. Y., State Fair, flights by
McCurdy (Curtiss).

Sept. 22-28—Knoxville, Tenn., Wright aviators.

Sept. 26-30—Trenton, N. J., Wright aviators.

Sept. 27-80—Rochester, N. Y., Wright aviators,

Sept. 26-Oct. i—Helena Mont., State Fair, J. C. Mars.

Oct. 1-8—Springfield, Ill., Wright aviators.

Oct. 1-7—Sedalia, Mo., Wright aviators.

Oct. 3-8—Spokane, Wash., State Fair, J. C. Mars.

Oct. 15-23—Belmont Park, L. I., aviation meet of
A. C. A., including Gordon Bennett aviation race,
latter on Oct. 23.

JieyC:

Oct 7, St. Louis, Mo., Gordon Bennett balloon
race.

Oct. ———St. Louis, Mo., aviation meet.

Oct. 22-Nov. 5—-Philadelphia, Pa., aero show of
Penne AraC:

Nov. 17-24—St. Louis, Mo., aero show, Coliseum.
Dec. 1-8—-Aero show of A. C. of Illinois.

‘Simple Conditions for N. Y.-St. Louis Prize.

91

Official announcement of the stringless prize of
the New York World and the St. Louis Post-Dis-
patch has been made, and follows:

The New York World and the St. Louis Post-
Dispatch will give $30,000 to the first aviator who,
between Aug. 15, 1910, and Jan. 1, 1911, flies from
New York to St. Louis or from St. Louis to New
York within 100 consecutive hours, using the same
aeroplane from start to finish.

The only condition attached to this offer is that
at least three days’ notice of intention to start
for this prize must be given to either the New
York World or the St. Louis Post-Dispatch, in
order that announcement may be made of the
actual starting and finishing points, the approxi
mate route and other details as agreed upon.

Book Note.

Aerial Locomotion, by F. H. Wenham, and
Aerial Navigation, by Sir George Cayley, are
the first two of the “Aeronautical Classics”
which have been gotten out by the British
Aeronautical Society under the editorship of
Messrs. T. O’B. Hubbard and J. H. Ledeboer.
The other four of the set will be published
during the year. These cost but a shilling
each, and may be had from King, Sell &

Olding, 27 Chancery Lane, W. C., London,

AERONAUTICS

AT “THE .- MINEOLA

NEW CURTISS AEROPLANE

Willard Carries Three Passengers

THE NEW BALDWIN
Walden Accident

to
the

r SHE new especially
specifications
assembling of
_ Aeronautical
I., the 11th of August,
Curtiss machine only in size

Curtiss biplane, built
of Charles F. Willard,
which was completed at the
Society’s shed at Mineola, L.
differs from the standard
and minor details of

construction. The accompanying drawing gives
complete measurements :

Main Planes.—These are 32 ft. spread by 5 ft.
fore and aft, spaced 5 ft. apart. The other Cur-
tiss machines spread 26 ft. 3 in. by 4% ft. the

The main cell is divided into five sec-
shipping purposes. ‘These sections of
beams join as shown in the following
sketch: The curve of the ribs is 1 in 20, the deep-
est point 3 in., coming 18 in. back from the front
edge. The Baldwin rubberized linen covering.
placed on top of the ribs. is made in panels 5 ft. by
6 ft. (5 ft. by 8 ft. in the center panel) and
laced to the large ribs (which come at strut points)
through holes therein. The cloth is tacked on top
of the intervening smaller ribs with large-headed
brass tacks through a strip of black tape. The
whole main cell is stayed in the usual manner
with Roebling ‘aviator’ cable. All ribs, even in
the ailerons and rudders, are laminated ash and
spruce. The spruce lateral beams of the main
planes are solid. All ribs and beams of rudders
and ailerons laminated ash and spruce.

Rudders and Other Surfaces.—There is the usual

other way.
tions for
the lateral

double plane horizontal rudder. or “elevator,” in
front, spreading 7 ft. by 27 in. by 27 in. The
surfaces of this are double—-i. e., the cloth is on
both sides of the ribs. The same is true of the
vertical rudder in the rear, 3 ft. high by 30 in.
the other way; and the fixed horizontal] plane in
the rear, measuring 7 ft. by 30 in. The latter has

September, Toro

AVIATION GROUNDS

a slight curve,
point one-third back.
curve running back
cut off at 27 in.

Stability.—This is secured by ample-sized ‘‘aile-
rons,” 10 ft. spread by 2 ft. 9 in. length. Instead
of having the customary two wires (L), top and
bottom, running to one point, joining, and thence
over the pulleys to the shoulder brace, double-
sheave aluminum pulleys are used and both wires
run around the sheaves and then join, giving addi-
tional strength.

The control cables from the ailerons run through
pulleys on top of the lower plane and under the
upper plane to the hinged steel tube back of
shoulder brace. Leaning to the high side of the

the depth of which is % in. at a
The elevator has the same
from the front edge, but is

BOLT HOLE |
ZO STRUT |
aT SOLT |

NO. 18 GUAGE SHEET STQVE
STEEL SLEEVE ei
5" LONG

FROY TOP

Beam Connection
machine when it tilts pulJs the aileron on the
low side down (and on the high side up), increas-
ing the lift on the low and decreasing it on the

high
S ving up or down is by the usual

movable column; pushing forward steers down, and
pulling back steers up. A bamboo rod runs from
the column to a short mast at the front edge of
the elevator for this purpose. The vertical rudder
control cables run over pulleys at the end of the

Photo by Joseph Burt, Mineola, L. J.

Chas. F, Willard in first flight with big Curtiss machine. The inserted picture is aclose view of same,

92

AERONAUTICS

September, 1910

Photo by Joseph Burt, Mineola, L. 1.

Harmon in His Farman.
Russell in a Curtiss with Harriman Engine.
Seymour Flying His Curtiss.

bamboo outriggers and through the lower ones to
pulleys at the bottom end of the aluminum steer-
ing column or pillar, up through the inside of
same, crossing, and twice around a groove in the
wheel. Turning the wheel left or right, as in an
automobile, steers the machine accordingly.

Power Plant.—A Curtiss eight-cylinder, rated
(A. L. A. M.) 51.2 h. p., “V’’ water-cooled engine
drives direct a 7-ft. Curtiss propeller. Heretofore
all of Willard’s flights have been made with the
four-cylinder 25-80 motor. ‘The cylindrical gaso-

line tank is placed in front of the engine on the
same bed, as is the extra large El Arco radiator,
which is just behind the front struts at the back
of the operator. Under the engine is suspended,

by steel tubes from the engine bed, the oil tank.
the oil feeding up by a small pump. A float has

been arranged in both oil and gasoline tanks and
gauges.to show the level of supply are placed
convenient for the aviator’s sight. On the side of
the steering column is a throttle lever connected
by Bowden wire system to the carburetor. At
the left foot is also an accelerator, connected to
the above Bowden wire at a point on the inclined
beam where the steering column hinges. A Bosch
magneto, with set spark, furnishes ignition. The
brake on the front wheel is operated by the right
foot and at the same time short circuits the mag-
neto.

Details of construction are shown clearly in the

drawing and sketches. The weight of the ma-
chine is estimated at 650 pounds. Where sev-
eral cables come to a common point, linen cords

are tied from one to the other (see sketeh) to pre-
vent their catching, say, in the propeller in. ease
of breakage, which generally comes near the

93

Capt. Baldwin in Flight.
Baldwin Close Up.
Curtiss Copy of G. E. DeLong of the Elbridge Co..

sockets. This habit has saved many propellers in
Willard’s experience of a year.

Aug. 12.—The first flight, of 7 minutes, was
successfully made over the Hempstead Plains last
evening.

Willard Carries Three Passengers—United

States Record.

Mineola, Aug. 14.—Charles F. Willard to-day
established an American record for passenger car-
rying at the Mineola field when he took up with
him R. IF. Patterson, Harry Willard and A. Albin.
Starting from the Aeronautical Society’s shed, he
flew at about 15 ft. above the ground as far as the
grandstand, a distance of a quarter mile. The
machine, a Curtiss of larger size than usual (de-
scribed in this issue), had only been assembled
two days before and made its initial flights. The
four men weighed 375 Ibs., the machine is esti-
mated at 650, and with the balance in gas and
oil, made up about 1,200 Ibs. total for 320 sq. ft.
of supporting surface. Other flights were made

by Willard alone. The day. before several flights
were made, one of 12 miles across country, ana
he carried two passengers on one trip, J. C. Mars
and his brother, Harry Willard.
HARMON FLIES OVER HOUR.

Clifford B. Harmon flew for 1 hr. 4 min. on this
day, the longest flight that has been made at the
grounds for the past month. J. J. Prisbie made

his first attempt at flight in his finely built Curtiss

copy, equipped with an Elbridge-40 engine. He

was flying nicely, when he turned the elevator up
(Continued on page 96.)

AERONAUTICS September, 1910

ey 1 aioe
Gs or ‘Bowden wire Mid
Vront lateral Lea” rip steap- tin. jon ;
AILERONS AND @@ & heat oot: U ae 2
FRUDDERS atcorners reinfurced with woad er eS

and tin latter leched

shoulder alleron corral of
twbing ie

ef. a — 1s a uit eee
2
“ROSS SECTION AILERON - i)
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| levator poles ~ SHOTECHICWIE é

foot throttle

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4 x)
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7 + ae —
1 /
a, arg 14° s ae a ee > a He Bz T< a ae — -——-—]

94

AERONAUTICS September, 1910

Ly i Zak lo eat, moved left or
t Ly operator keaning aileron

ly Whe—\\ Posy |
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Guiermas Te

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Mint end Y pigia
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7 Eand “ai ene Puy ane
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Suckel, ends of Tif’ | ST

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¢ elke led)

Lube
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Sides 7 TG Ee CLYLIA

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: SS jing el el 10 EG a sea Cla

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SMALL BIBS 10
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UN 7” a
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9 UGE (ACK Aur Lier?

Sspldes ‘ea

CURTISS AEROPLANE

The contents of this magazine are protected by copyright in the U. S.
95

AERONAUTICS

too quickly and shot up to 50 ft. In landing hard
he broke a rear wheel. By reason of lack of space
the description of his machine is held over for
another month. <A feature of the Frisbie machine
is the two El Arco radiators, placed on either side
of the operator. This is the first time that two
radiators have been used.

Philip W. Wilcox also made his debut in his
Farman-type biplane with a Rinek 50 h. p. engine.
He circled the field at a- height of 25 to 100 ft.,
and the machine appeared the most stable of any
on the grounds. ‘The machine was tried out twice

before, by Lewis Strang and by Hamilton, but
each time the running gear gave way. Full de-

tails will appear later. G. E. De Long, treasurer
of the Elbridge company, had a slight accident,
breaking a wheel, in his first trials on this day.
W. L. Fairchild has received an Emerson engine
and will shortly begin trials with his monoplane.

The Capt. Baldwin Biplane.

Captain Thomas S. Baldwin has made some changes
In his biplane which he has been flying at Mineola for some
time. The Curtiss 4-cyliider engine has been replaced by
one of 8 cylinders with an A. L. A. M. rating of 51.2
h. p:, though 61 p. has been claimed for a
similar engine. The Curtiss propeller has been
replaced by a Requa-Gibson ariven direct. The
engine, of course, has been placed higher up in-
stead of being situated as formerly on the lower
plane and driving by chain. Formerly the pro-
peller was ahead of the main planes and the avia-
tor sat on a level with and just back of the lower

plane, as illustrated in the May number. The
vertical stability surface above the upper plane

has been left otf temporarily, Capt. Baldwin still
believing in its possibilities.

Though larger in spread
the Curtiss machines, the ribs
tiss. The surfaces are single Baldwin rubberized
silk, laced to the main ribs, and tacked to the
front lateral beam. A wire runs through a pocket
in the cloth to form the rear edge. ‘The spruce
lateral beams are 1% by 1%, fiat with half-
round edges, which makes the cross section nearly
elliptical. The struts are 24 in. by 1 in. fish-
shaped of spruce. These narrow down to 1 in.
round where they fit sockets. Roebling

than the planes of
are standard Cur-

in the
wire cable 1/16th diam. is used to stay the main
cell, as well the forward and rear construction.
In place of the two rear center stru:s stecl tubing
is used and to these the horizontal beams torming

September, Toro

the engine bed are bolted. Diagonal steel tubing
braces are also used at this point. The two front
center uprights are 31% in. by 1 in.

The front horizontal rudder, single surface, with
a curvature of 1 in. in 32, is stayed by wire
cable from 18-in. masts, one on each side. ‘The
frame of the rudder is covered both sides with
cloth, tacked to the ribs. The ribs in the rear
cell, or tail are covered both sides with cloth.

The rear three feet of the tail cell is so ar-
ranged that the angle of incidence may be changed
by tightening one set of guy wires and loosening

the others. This part is hinged on the front
eighteen inches which remain stationary. The

control of the ailerons is by a shoulder brace, and
the rudder by turning a wheel, similar to the
system employed by Curtiss. All wires running to
the rudder and controls instead of passing over
pulleys are run through copper tubes, bent to the
required curvature, as described some time ago in
ABRONAUTICS. The weight is around 670 lbs.

The equipment includes Palmer tires,
magneto, and Il Areo radiator.

Bosch
Dr. H. W. Walden’s Monoplane.
Dr. H. W. Walden gave -his monoplane—the

third machine he has built—-its first trial on
Aug. 3-7, with disastrous results. In just one short

initial try three ribs and one collar-bone were
broken. And then, to make matters worse, a
none-too-kind female nurse at the local hospital

insisted on plucking from his lips with unneedful
foree, a consoling cigar which had been given him
at his request just after the aecident. Then he
lapsed into unconsciousness, which may or may not
have been a direct result. ‘Then, again, it was
found the hospital was shy of bandages, all hay-
ing been used up on the previous aviator.

In this first attempt the machine got off the
ground all right and the new stability device
seemed to work pertectly. The lateral beam of
tubular steel on which rotate the two elevators
was too weak and bent up, shooting the nose of
the aeroplane quickly down, so that the aeroplane
struck on its front wheel, with the tail vertically

in the air, the front lateral beam pinning Dr.
Walden to the ground.
DESCRIPTION OF THE MACHINE.

The main supporting plane spreads 26 ft. by 7
ft. in depth, and contains, allowing for the portion
eut away for the propeller, 165 sq. ft. The lateral
beams, of spruce, are in five sections, joined

(Continued on page 98.)

Dr. Walden and His

96

Monoplane

September, 1910

AERONAUTICS

“Bona
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Capt. Baldwin’s Machine

97

AERONAUTICS

together by sleeves of steel tubes. The ribs are
of “I’’ cross section, the horizontal strips % in,
wide, the whole rib tapering front and rear from
3 in. at greatest height. The vertical part of the
rib is bored full of holes throughout its length.
The strips on top and bottom are screwed and
glued on. The ribs follow a parabolic curve from
the front beam to the rear edge. For 9 in. for-
ward from the front lateral beam the surface nar-
rows to a point. The greatest depth of the curve is
4% in. at a point one-third back from front edge.
_ Tail Plane and Elevator.—At the rear is a fixed
surface of 15 sq. ft., with a movable section at
either lateral extremity, both totaling another 15

sq. ft. These are curved in the same ratio as the
main plane. These latter pivot about a lateral
steel tube one-third back from forward edge. From

a short mast running through each of these wires
run along the ‘fuselage’? and over the pulleys
over the front wheel and fasten to the steering
column. Pushing forward on the steering column
steers down, and vice versa. All surfaces are
covered both sides with Naiad linen.

Rudder.—The vertical rudder has a surface of
7% sq. ft.. and is operated by turning the steer-
ing whee] left or right. :

Stability—A new scheme for automatic lateral
stability has been devised and patented. This
consists of small planes inclined at an angle of
about 45 degrees, placed on a rectangular frame
on top at the extremities of the main surface.
Each small plane is hinged near (H) its rear and
near the forward end is a spring (S). If the
machine starts to slide to one side or the other,
the inereased pressure is designed to cause the
front end of the little plane to raise up against
the spring’s pull and present a greater angle to
the wind. The spring holds the plane normally
egde into the wind. This is illustrated herewith.

Power Plant.—An Anzani_ three-cylinder air-
cooled motor of 25-30 French h. p., mounted or
hung in a frame of tubing, placed below the rear
lateral beam, drives direct a 6-ft. propeller. One
of those used was a Regua-Gibson of 4-ft. pitch,
and the other a Brauner of 4-ft. 3-in. pitch.
There is no throttle to regulate the G. & A. car-
buretor, but a lever on the engine is utilized to
lift the valves, permitting, when occasion demands,
the propeller to turn perfectly free, with no ex-
plosion taking place. The moment the lever is let
down again, the motor starts its usual work. This
compression release is operated by the left foot.
On the steering wheel is a spark cutout. The
spark advance is on a right-foot pedal. Coil and
battery ignition. -

Chassis.—The running gear has for diagonal
struts steel tubing pinned and brazed in sockets.
The horizontal members connecting the hubs of
the three wheels are of spruce. The axle of the
two rear wheels is of angle steel.

The wheels are of Weaver make, 20 in. rear
and 16 in. front, fitted with Hartford aviator tires

September, 1910

The fuselage is made up of spruce, with steel
sockets, stayed with piano wire. In the next ma-
chine, which is to be finished by Sept. 1, this will
be built of ash and stayed with Roebling aviator
Cone: The aviators seat is suspended by piano
wire.

The Month Past at Mineola.

Nearly every day during the past month flights
have been made by Harmon, Baldwin, Russell and
Joe Seymour. J. J. Frisbie on two Sundays made
hot air balloon ascents and parachute drops.

MANY MACHINES ON THE GROUND.

Dr. William Greene will soon have one of his
biplanes down at the Aeronautical Society’s shed

for flights. ‘
The machines in the Aero Club sheds are:
Clifford B. Harmon (Farman), Capt. T. S. Bald-

win (Baldwin), W. L. Fairchild (own monoplane,
building), H. S. Harkness (Antoinette), and Philip
W. Wilcox (Farman-type). At the Aeronautical
Society sheds are: Miss E. L. Todd (biplane, not
yet tried), W. Diefenbach (making). Frank Van
Anden’s light Farman-type with Harriman engine,
Geo. Godley (imitation Curtiss, making), Dr. H. W.
Walden (monoplane with Anzani motor, recently
damaged at trial), M. P. Talmage (making Cur-

- tiss-type), G. E. De Long (Shneider make of Cur
_tiss type, with Elbridge engine), Jas. Murgatroyd

(biplane own design. with two Adams-Farwell
motors operating individual propellers, not yet
tried), George Russell (one Curtiss with Harriman
engine and one copy, former making almost daily
flights), Elmer Burlingame (own design monoplane,
Harriman engine, not yet tried), Louis Rosenbaum
(monoplane, owner's design, not yet finished),
Edwards & Edick (small copy of Curtiss, well built;
own make of engine), Paul Kilducheyvsky (mono-
plane, owner’s design, making).

The Society has added an extension 30 by 138
ft. to its already large shed to accommodate some
of the machines which have been housed under
tents.

AVIATORS SHARE PROFITS IN GATE RECEIPTS.

“Some time ago the owners, a real estate con-
cern, of the lands over which the flights are
made, built a fence on three sides and began
charging the public admission to a grandstand and
the field. On Aug. 13 there was established a
system of “points,” each machine making an ap-
pearance on the field earning 1 point, a_ short
jump a certain number, length of flight is re-
warded, ete. The aviators share in profits ac-
cording to the points earned. The two aeronaut-
ical organizations have nothing to do with the
financial end of the enterprise, merely leasing shed
ground and privilege of flight over the other lands.
Each Saturday and Sunday large crowds view the
flights of Harmon, Baldwin, Russell, Seymour,
ete. Mr. Harmon objects to accepting money prizes
and takes a cup or trophy instead.

PATENT 2b 05:5

Theodore Kornbrodt, Chicago, Ill., 962,964, June
28, 1910, filed Oct. 28, 1909. AIRSHIP. A dirigi-
ble balloon having an elongated air bag semi-cireu-
lar in form which is inflated with heated air from
the exhaust pipes of several engines. A plurality
of propellers provide the motive force while the
steering is performed by a “resident element” acted
upon by an air blast from a tube at each end of
which propellers are arranged.

August Richard Rieger, Chicago, I1]., 962,977,
June 28, 1910, filed Sept. 9, 1909. AIRSHIP. A
chassis of tubular form on wheels. provided with
a motor operating a propeller at the front which
is adjustab’e as to the plane of rotation. Recipro-
eating wings extend at each side and in addition
gas containing cylinders are provided at each side
to sustain-a portion of the weight. The cylinders
are movable back and forth to maintain equilib-
rium.

Thomas Mortimer Crepar, Fargo, N. D., 963,522
] sg ’

July 5,.1910, filed June 2, 1908. FLYING MA-
CHINE, the main characteristics of which are a
plane of corrugated form, instead of the usual

flat surface, pointed at the front and diversing out-
wardly and down at the sides. <A series of vanes
are disposed on the plane adapted to be moved
simultaneously at various angles and a spiral pro-
peller supplies the motive force.

Harold M. Chase, and Minor F. H. Gouverneur,

Wilmington, N. C., 963,516, July 5, 1910, filed
Mareh 17, 1910. STABILIZING MEANS FOR
AEROPLANES. A biplane provided with vertical-

ly arranged partitions located between the planes
extending longitudinally of the machine. The rear
portions of said partitions are movable manu-
ally.

Gerald Geraldson, Newcastle, Cal., 963,548, July
5, 1910, filed May 14, 1909. AMROPLANE formed
by stretching material over a continuous rim which
may be elliptical in shape. A transverse rod pass-
ing substantially through the center of the ellipse
secured at each end to the rim, serve as the sup-
porting means by pivotal connections to standards
rising from the car. Means are provided for
changing the angle of the plane and also the
standards relatively to the car.

HERONAUTICS — September, Toro

eee

WE MANUFACTURE THE

LIGHTEST WEIGHT AND CRAFTSMAN

HIGHEST QUALITY EN-

— Perfect Propellers

IMPROVED

el Santos Dumont Type
SET E AEROPLANES cniticteh $1,000 §

All working parts of Krupp
and other German Steels of

Send for Specifications

All Kinds of Wood and Metal Work #
Made to Order. Gliders, Special Parts, #3

BPPPP

highest tensile ee oP ; Spars, Struts, Ribs, Skids, Wheels, Etc. 4
tainable. : -

ADDRESS

THE EMERSON ENGINE CO. || M, STUPAR Mate

lesandsia cae Virginia Successor to J. STUPAR, Pattern and Model Shop #

R. I. V. RADIAL BALL BEARINGS

Used by Leading Aviators.

~~ e Light in weight
SF N Strong and
Durable.

Variety of types and sizes
in stock.

Absolutely Guaranteed.
Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

R. I. V. CO. 1771 Broadway, New York
AEROPLANE RADIATORS

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO. *PANew von

In answering advertisements please mention this magazine.

AERONAUTICS

Curzon-Aviation Co., Inc.

AND FIRST

American Aviation Training School
REMOVED TO

WASHINGTON PARK AVIATION FIELD
EAST ST. LOUIS, ILL.

Curzon No. 1 Biplane, Speed Machine, - $3,500
Curzon No, 2 Farman Type Aeroplane, $3,500
Curzon Monoplane, - = $4,000

All equipped with the Elbridge Featherweight Engines

The French Gnome Engine will be furnished for
the additional sum of $2,600 on machines
only at this combined figure

You can witness demonstration flights of your
machine of at least 5 miles before accepting same.

Free tuition to purchasers,

Only a limited number of machines to be sold
at the above figures, prices will advance shortly.

America’s First Aviation Training School
Open to the Public

Actual practice in the Art of Flying.
Aviators’ diplomas issued on qualifying.
Technical training; how to build, lectures,
etc., by Prof. Harrison, motor expert,
master of mechanics and profound student
of aviation for the past three years,

Address all communications to

J.W. CURZON, ast st. Louis

TO THE PROMOTERS OF THE
Coming Aeroplane Meets

OU want exhibitions of Man-Lifting
Aeroplane Kite Flying to interest the

crowds while the aviators are not flying.
@ High or even moderate winds will in-
variably keep the aeroplanists from flying
until late each afternoon. Before then we
will fill the air with hundreds of 9- and 12-
foot Aeroplane Kites of every known kind.
By flying these, dozens in tandem,
enormous American flags, streamers and
announcement banners about the meet can
be lifted a half mile in the air.

@ These scientific kites will fly

all day and the displays will be

a great attraction in themselves

and will keep the crowds quiet

and contented, when for any

reason the aeroplanes cannot fly.
@ At the Meet of the West Hudson Aero
Club at Arlington, N.J., June, 1909, New
York papers said, **The hundreds of kites
in the air were a decided feature. ”’

SAMUEL F. PERKINS
110 Tremont St. :: Boston, Mass.

) ce a a a a AA AA A TD RRA

September, 1910

FREESE EEE EEE EE EEE EEE EET ES

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All Communications

Intended For

Glenn H.

Curtiss

Should Be Addressed
to

Aviation HEADOUARTERS
1737 Broadway
New York

JEROME S. FANCIULLI

BUSINESS REPRESENTATIVE

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hb

In answering advertisements please mention this magazine,

AERONAUTICS

September, 1010

prrelip PROGRESS OVER THE COUNTRY

Flights With Burgess Aeroplane.

William Hilliard has been making a constant
succession of flights with one of the Burgess Co.
& Curtiss machines at Plum Island, Mass., having
flown on one day alone 25 times without breaking
even a rib or skid. The company’s energies are
being devoted to the Model C ‘Flying Fish’’ which

is to have wheels as well as skids and to be
driven by a Clement-Bayard 30 h. p. motor. The

company has hitherto employed two different types
of propellers designed by A. M. Herring, two de-
signed by Mr. Pfiitzner and two Chauviere. A new
propeller is being developed to have the good
points of these without the defects. This will be
of the 2-bladed type with uniform pitch and as
symmetrical as the highest efficiency will permit.
The general design will be adapted to different
diameters, the standard diameter for light ma-

Harvard Biplane Flies.

The Harvard Aeronautical Society, numbering
400 members, lays claim to having the lightest
biplane in the world, its weight being but 165

pounds, including wheels, but without engine.

The riding surface is 200 sa. ft. and the con-
trol surface 35 sq. ft. Equipped with disappear-
ing wheels and offset surfaces, it is constructed of
hollowed and laminated air-dried spruce without
bolts, serews or nails. The after cross-piece is on
top of ribs, while the fabric is underneath the
ribs.

The machine, which was built by S. L. Saunders
and certain Harvard students, has made several
125-yard flights within Soldiers’ Field, fitted with
a regular Cameron 4-cylinder, air-cooled automo-
bile engine, at a height of 8 or 10 ft. However,
the engine was not developing more than two-thirds

chines being 6% ft. The Pfitzner monoplane, now
the property of the company, is at Garden City for
sale at $4,000, with a Curtiss 4-cylinder engine.

The control device is novel in the ‘‘Harvard I.”
There are two elevators in front, each operated
by separate levers at the right and left hand of
the aviator. In ascending or descending, both are
moved to the same extent, but one or the other
is moved individually to maintain lateral equilib-
rium. The levers lock automatically on being
released. The vertical rudder is regulated by the
operator's foot. The motor and direct-connected
propeller is swung in a revolving cradle, with the
axis of support passing through both the center
of gravity and the line of thrust of the motor.
By a simple movement of either hand or foot the
operator can adjust the thrust angle at will. The
device is self-locking and free from vibration. The
norm of the line of thrust passes through the aero-
plane’s center of pressure. Detachable wheels
equipped with spring shock absorbers are attached
to the skids.

The “Harvard I” was designed, patented and
flown by James V. Martin, manager of the society.

‘

Navigates Over New York.

Thousands of residents of the village of Man-
hattan were startled on the evening of July 19
when Frank Goodale operated his dirigible balloon
from Palisade Park across the Hudson to Broad-
way and then down around the Vimes building
and return. The distance is about 10 miles.

|

99

of its horsepower and weighed with equipment
250 pounds. The engine itself weighed 196 pounds.
The propeller was a Herring four-bladed, giving
200 pounds thrust at 1,200 r. p. m.

Trans-Atlantic Airship Ready Soon.

The Wellman polar airship, ‘‘America,”’ is being
assembled at Atlantic City, N. J., and before long
trial ascents will be made. Previous to the cross-
ocean attempt the ship will be navigated to Phila-
delphia and New York, it is promised.

Flight up York State.

Bath, N. Y., Aug. 16.—Fred Fells, who has been
making several short flights in the Kirkham-Eells
biplane here for the last week, this morning made
a flight of one and one-half miles at a height of
75 ft., making a complete circle and returning to
starting point. The machine is a biplane with a
new system of control and is equipped with a
25-30 horse-power 4-eylinder Kirkham aero motor.
A complete description will appear next month.

The Nashville Aero Club seems to be another
“fly-by-night” club. as letters addressed to it as
well as individual officers are returned by the
post office. A chance for the national council of
the Aero Club of America to do some work. An
exhibition was recently held in Nashville.

AERONAUTICS

NS Ieee. Sabie PALL

TO OUR FRIENDS —We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad. in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves.

Detroit Aero. Construction Co. Motor.

The Detroit Aeronautic Construction Co. of De-

troit, Mich., realizing some time ago that the
present type of automobile or marine motor was

entirely too large, heavy and cumbersome for ayia-

tion work, set about to build the smallest, light-
est and most effective power plant which could
possibly be constructed. Its 30-40 h. p. motor
weighs well inside of 175 pounds, including a

double ignition system, carburetor and propeller.

In. order to secure efficient service, ball bearings
are used wherever the same are at all practicable
or applicable.

With the exception of the cylinders, pistons and
erank shafts, the entire motor is built of aluminum,
including the Schebler carburetor, which is being
made especially for this motor, thus reducing the
motor to the very minimum of weight without
sacrificing strength in any way.

The company has no hesitancy in saying that,
in so far as size is concerned, it is building the
most compact motor, for the power developed, in
the world, the 30-40 h. p. motor occupying but
about 18 by 19 in. of space over all.

The cylinders on all motors are cast en bloc.
The crank shafts are cut out ot solid blocks of
chrome nickel steel, and are carried on two large

Hess-Bright ball bearings. All rotary parts are
thoroughly balanced and in every way made as

light as possible. without sacrificing strength for

lightness. The intake, as well as the exhaust
valves. are made especially large, to insure perfect

intake of fuel, as well as absolute scavenging of
cylinders. In the construction of the intake valves
and manifold, the company has gotten away from
the adopted form, and has adopted a system of its

own, which is unique in so far as compactness
and simplicity are concerned. ‘The exhaust is
effected by a peculiar cam operation, giving an
easy rotary movement, combined with quick ac-
tion, and is ‘‘fool-proof.”

The company has also gotten away from the

ordinary in its oiling system, which consists of a
very small rotary gear pump built in the crank
case, so as to be easily accessible in case a repair
should be necessary. This forces the oil to all

eylinder and connecting-rod bearings. The oil
being pumped from a sub-base to the cylinders

and to the crank case makes a splash system, a
lever overflow pipe to the sub-base taking care of
all excess oil.

Years of experience in building motors for rac-
ing boats has taught the company that in order

to secure absolute ignition its motor must be
equipped with a double ignition system. This
system consists of a Bosch magneto and of a

primary and secondary distributer with a single
eoil, and it is the claim of the company that it
has the only perfect ignition system in present use.

The company states: “That the motors built
by this company are a success is proven by the
many orders which it has received from persons
who have spent much time and money in experi-
menting with other motors, and who have dis-
carded the same for the Detroit motor, and have
found perfect success with it. References as to
suecessful users of this motor will be gladly fur-
nished by the company on application.”

The company is now making arrangements for
the building of a larger factory, in order to
enable it to take care of its rapidly increasing
business. Orders for more of the latest- improved
machines have already been placed, and negotia-
tions for the building are now in progress. The

September, 1910

MARKET PEA Giz

Detroit Aero
Construction
Co. Motor

always glad to see prospective cus-
tomers and have them examine the plant and
the motor. All motors are furnished with either
aluminum flywheels or laminated wood propellers.

company is

Hall-Scott Aeronautical Motor.

Two types of aerial motors of light weight are
offered by the Hall-Scott Motor Car Co. of San
Francisco, Cal., this concern having already deliv-
ered a number of them to western aviators.

One of the interesting facts about the success-
ful flight of the Wiseman-Peters aeroplane at
Petaluma was the use of a Hall-Scott eight-
cylinder, 60 h. p. motor. Al Hall, the designer,
is best known as an automobile man, being well
known locally as the builder of the Comet auto-
mobile, which made all kinds of records on local
California tracks for two seasons.

These engines are both of the four-cycle type,

water-cooled; a four-cylinder, 30 h. p. and an
eight-cylinder 60 h. p., both having cylinders

measuring 4 in. bore and 4 in. stroke, and with
the exception of the crank shaft and crank cases
all the parts on both types of motors being inter-
changeable.

The cylinder walls. pistons and heads are made
of a special cast iron. The valves, of nickel steel,
are seated directly in the removable heads and
operated by push rods and rocker arms. The water

jackets are of spun copper, a by-pass between
the jacket and cylinder head being used as a

preventative of any leakage into the cylinders.

The cam shafts are located in the crank cases,
which are of the strongest known aluminum al-
loy. The crank shafts and connecting rods are
machined from hand forgings of a low carbon
machine steel, which it is claimed is best adapted
to use where a propeller is employed, bored and
milled and ground accurately to size. Main and
connecting rod bearings are of larger size than
ordinarily used, being 1%4 in. in diameter.

The crank cases are split, the bottom oil cases
having an oil reservoir cast integral, from which

100

+444444

AERONAUTICS

$350

THE LOOSE
MONOPLANE

IN A DISTINCT CLASS BY ITSELF

Original in every respect but embodying

the best principles now used on all suc-
cessful monoplanes.

The Improved ‘‘Demoiselle”’

A larger machine

150 Pounds for 150 square feet

a 26-foot span

Designed for 5 pounds per squ re foot
No infringements—Ready for Power Plant
SPECIFICATIONS
4 ply laminated ribs Roebling steel cable
20" steel wheels Palmer tires
2" steel axels Hartford varnish

Only a Limited Number at this Price

Send for circular

The G. H. Loose Monoplane Co.
SAN FRANCISCO, CAL., U.S. A.

AEREAL CLOTH
The Cloth of the Hour

+

@. Guaranteed proofed against sun,
rain, and wind, weighs 6% oz. to

the yd.,

@ The strongest,
practical silk cloth in the

36 in. wide.

lightest and most
market.

Especially adapted for Aeroplanes
and Balloons.

Prices and samples on application.
Address: THE H. M. H. MILLS
Dept. A, - Room 608

1 Union Sq., West, New York City

MOFFAT BUILDING
Room 508

Detroit, << se

Western Office:

Michigan

PAA 44444444-444444444444444444

September,

IQIO

+
+
+
Cd

FOR SALE fences Devey

One 4-cyl. 40-60 H. P. Elbridge aero-

plane motor complete, new - - - $900.
One 7-cyl. 30-40 H. P. revolving motor

completesnews ee e e 750.
One 8-cyl. 30-35 H. P. V type motor

completesnew ieee 750
One Biplane complete, less motor - - - 500.
One Monoplane, complete, less motor - - 500.

PROPELLERS AND AEROPLANE Parts

On account of the pressure of other business we
have discontinued the manufacture of aeroplanes.
The above prices are way below cost to close out
If interested, write at once.

Indianapolis, Ind,

quickly.

THE FISHER as C0.,

WOOD ;

Long Lengths of Selected Straight Grain

For Aeroplanes

Spruce --Pines --Bass--Whitewood--
White Cedar, Etc.
FULLY EQUIPPED MILL—LOW PRICES
Manufacturers Supplied
WM. P. YOUNGS & BROS.
First Ave. and 35th Street - New York

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Meo GoGo ofofo Go Googe fo che ofoefo ogo fo ofe ofe cho oke ofe oho Goofs elo foakonge

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+
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Aeronautical Cloth

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Manufactured Especially for Aeroplanes
Light, Strong
Air-Tight and
Moisture Proof

Samples, Data and Prices on Request

The C. E. Conover Co.

101 Franklin St., New York

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In answering advertisements please mention this magasine.

AERONAUTICS September, 1910

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and _ confidential
reports.

JOSEPH TRACY

Consulting Engineer

116 West 39th St. con == New York

STELL TUBING

All diameters and
gauges carried in stock

Also Nickel Steel Tubing
for Propeller Shafts

Importers of Piano
Wire, specially up-set
for use in Aeroplanes

PETER A. FRASSE & COMPANY,

NEW YORK PHILADELPHIA BUFFALO
130-132 Mor Ecce 408 ie oemarce cee Boi 52 ee Street

Builder of the Balloon ‘* Chicago’’ the
largest in the world; the ‘‘ Indiana,’’
which holds the endurance record of

G. i BUMBAUGH
1029 N, Illinois St. 33 3: {ndianapolis, Ind.
Designer, Contractor, Operator | the U.S.

Kor Sale-—Four new spherical balloons,
Constructor four new dirigible balloons, just finished.

AIRSHIPS AND BALLOONS | Will sell at reasonable prices.

—) EDWIN. Jee EGR
MOTORLESS Aeronautical

A N D M A RINE

—— FLIGHT eee Photographers

Telephone 108 FULTON STREET Cable
100 John NEW YORK Photonews, N.Y.

Photographs of Practically every Aeroplane and Airship in the World
Lantern Slides and Enlargements our Specialty

HE next greatachievement in avia-
tion may be Morortess Firenr,

Many eminent engineers and
Write for Catalogue Agents Throughout Europe

NO GYROPLANE FOR HIM

physicists believe it to be attainable

by man. We know that it is per-
formed by the birds. Read the
article entitled ““Soarina Fricut,”’

“Stop Thief!! and Nature gave a yell

As Willie dove to Death and Hell--
Thou hast my choicest model ta’en—

How shall I see to make a Fool zea

OF THE AERONAUTICAL ANNUAL. This

TOE

EprroME contains also articles by
Cay.tey, WENHAM, LILIENTHAL, Maxim,
Lanetry and others who laid the

foundations of the science of aviation.
224 pages, 18 ees Price $1.00;
postage 12 cents. Be CLARKE
CO., 26 Tremont on Beran.

See the Hump! It’s a non-upsetable Helicopter,
Parachute, Gyroscope, Fly-wheel Monoplane.

JOS. E. BISSELL, Box 795, Pittsburg, Pa.

by Octave CHanute, in the Eprrome :

In answering advertisements please mention this magazine.

AERONAUTICS

a gear pump draws and keeps the oil in continuous
circulation, constant level splash system of lubvri-
eation being used.

A ball-bearing thrust collar, integral with crank
ease end, is arranged to take a thrust in either
direction, so that a push or pull propeller may
be used.

Ignition is by Bosch high-tension magneto, and
a special aluminum Stromberg carburetor is regu-
lar equipment.

This company claims simplicity of construction
and design, with as much lightness for the power
developed as any other water-cooled motor that
will stand up under the hard usage that an aero-
nautical motor has to contend with.

In addition to these motors. this concern
laminated elm and mahogany propellers, which
they believe have orizinal lines. and which they
claim give more thrust tar the horsepower ex-
pended than propellers of other manufacture.
Using a 6-ft. blade on their 30 h. p. motov. they
claim a thrust of 220 pounds at 1,100 revolutions,
and with an 8-ft. blade and their 60 h. p. motor
a thrust of from 330 to 390 pounds at 1,200
revolutions.

They are also prepared to furnish radiators of
light weight, but with liberal cooling surface, in
two types. a 30 h. p. weighing 14 pounds and a
60 h. p. weighing 30 pounds.

offers

The Detroit Rotary Motcr.

The Michigan Airship Co. has been formed in
Detroit, Mich.. to make and distribute a new ro-
tary engine, called the “‘Rotaero.”” It is claimed
by the makers that in this motor many of the aims
of the engine designer, great power with little
weight, long life, simplicity, accessibility, freedom
from repairs, ete., have been accomplished.

DESCRIPTION BY FREDERICK WEINBURG.

The engine is a 1-cylinder in principle, which

September, 1910

has been divided into two perfectly balanced units,
and the different working phases of the cycle, as
charging, compressing, explosion and expansion,
occur in both units exactly at the same time but
in opposite directions. This relieves the center of
the engine from any bending strain under normal
conditions.

Adverse criticisms have been made against the
multiple type of rotary engine for the simple
reason that it requires a man of thorough technical
knowledge to locate ignition troubles. In the
revolving 1-cylinder type the difficulty of locating
the ignition troubles of the multiple cylinder ro-
tary type is being eliminated, as both sparks must
occur simultaneously in the same place, which is
not the case in a multiple cylinder type of engine.

This engine has been designed in accordance
with the 2-cycle principle. because a 2-cyele en-
gine gives more power for a given weight than
the 4-cycle, and eliminates in the present design
the intake valves entirely, and simplifies the elec-
trical or mechanical timing arrangement to a great
extent. ;

In the present design the .so-ealled, ‘‘straight-
line” clearance has been introduced which is even
of a greater volumetric efficiency than the 4-cycle
principle, inasmuch as there is no non-scavenging
space above the piston in which the burnt gases
can possibly remain, which is often the case in
the imperfectly designed valveless 2-cycle engines.
The new charge, by aid of the crank case com-
pression, fills the cylinder through the by-pass on
the very lowest point and leaves through the
head valves after the expansion stroke. and inas-
much as carburetor intake and exhaust ports are

located in a radial direction to each other. the
centrifugal force plays a very prominent role in

the process of charginy and discharging. helping
to throw the charge into the crank case. transfer-
ring the same from there into the eylinder and
after the expansion stroke into the air.

The engine may be mounted hanging from one
bearing like the French Gnome motor, or it can

€ of Proce /e-

1

|
|
|
|

|
F !
| . | ; |
Fee ae 7g—
Single support for tube frome construchian

Single bearing suppor?

€ of Mrope//e-

S.7gl/e beering Supeort

|

|

p}-— 6 +

ngle_ support tor tube Frame construc:

Single bearing support

Detroit ‘“Rotaero’’ Motor

101

AERONAUTICS

preferably be located between two bearings while

the propeller swings outside the front bearing.
The pistons describe a_ true circle around the

wrist pins and form, during a half revolution of
the engine, a vacuum in the crank case, drawing
the gas and oil mixture through the hollow erank
shaft and a mechanically operated poppet valve
into the crank case where it is compressed during
the next half revolution, then entering the cylin-
ders by means of the by-pass, filling same. A
short time before the head of the piston clears
the by-pass, the exhaust valve is opened mechani-
cally and the burned gas rushes out, driven by
its own pressure, mostly before the piston head
reaches the by-pass opening and as the exhaust
valve is still open at this moment, the new charge
entering the piston gets a chance to assist in
driving the remainder of the burnt gas out.
Touching on the constructional side of this
new aeronautical power plant, the different parts
of the engine are machined to fit within one-
thousandth of an inch, and are made on the in-
terchangeable plan through the use of precision
instruments and fixtures. The crank case is made
of aluminum, and is cast in one piece. Cylinders
are made from cast iron machined all over. The
pistons from the same grade of cast iron and
contains three rings. of which two are above
and one below the wristpin. The erank shaft is
double throw, and bored out to reduce weight and
to admit the gases. The exhaust valve is located

September, 1910

aid of all scientific means, and the results of
these tests will be published in a_ subsequent
issue.

Church Aeroplane Co. Busy.

The Chureh Aeroplane Co. has completed a
Bleriot, cross-channel type, for Cohan & Harris,
theatrical managers, to be used this fall in the
new play, called the ‘‘Aviator.”

A biplane is also building for Kramer, the

former bicyele champion.

The World has bought an exact model of the
Curtiss Albany-New York flyer, built to scale 2 in.
to the foot, and all details are carried out very
minutely. Seven of the principal type models have
been shipped to Revere Beach. These were built
to order for the Suffolk Amusement Co., and are
on exhibition in connection with a daily balloon
ascension.

The Chureh company recently moved to new
quarters, 128 Smith St., Brooklyn, where there is
room enough to build four machines at once.

Rinek Engines Two a Month.
The Rinek Aero Manufacturing Company
now secured the services of a first-class
ical engineer, Mr. William Francis, and
in a position to turn out two engines a
Mr. Francis succeeds J. EE. Smith,

have
mechan-
are now
month.
who is no

longer in their employ.

2 |
iH

in the head of the cylinder and is made from
the same grade of cast iron as the latter and is
of sufficient area to empty the cylinder in mini-
mum time. The magneto is driven positively at
crank shaft speed which insures an easy starting
of the engine direct, without the aid of battery
ignition. The engine is held together by means
of two tension bars terminating at each end in a

valve cage retainer in which the valve is seated
and held to the cylinder and with the same is
held to the crank case. It is natural that the

cylinder valves, ete., exert
through the action of the centrifugal force, and
keep the valves seated tight. Consequently in this
way the eylinder is in compression instead of in-
tention and as the tension bars are of sufficient
size to take care of the pressure at a high speed
with an ample factor of safety, there is no danger

an enormous pressure

whatever for the parts to become loose or to be
thrown off. American-made annular ball bearings
have been used as main bearings. The connecting
rod bearings are made from best white brass.
The lubrication system employed is the spraying
system by which the oil is drawn into the crank
case in form of a fine spray, oiling in this way
all internal working parts. The testing experi-

ments of this engine have not
the time of going to press.
ments have been made with
universities to have this

been completed, at
However, arrange-
one of the foremost
engine tested with the

i l]
| I
il |

Detroit Rotary Motor

New Books.

Modeles d’Aeroplanes is the title of a recent
book on model building. It is well illus-
trated, with drawings of models, power plants,
etc., and there are listed small propellers of
various sizes, gasoline motors and rubber-band
plants.

Price, 2 francs, from Librairie de l’Avia
tion Illustrée, 5, due Coétlogon, Paris (VIe),
France.

Encyclopedic Aeronautique, by L. Ventou-
Duclaux. (Published by F. Louis Vivien, 20
rue Saulnier, Paris. Price, t franc 75.) An
8vo brochure containing 300 aeronautical items
and terms with definitions and comments. The
various machines are concisely described and
illustrated and the book is practically an ex-
tension of the author’s popular “l’Aviation
Expliquee.”

102

AERONAUTICS September, 1910

BALDWIN’S

Vulcanized Proof Material

= WINS

LAHM BALLOON CUP—697 Miles
Forbes and Fleischman, Balloon “New York”

BEST DURATION INDIANAPOLIS BALLOON RACE—
35 Hrs., 12 Mins. Forbes and Harmon, Balloon “New York”

U. S. BALLOON DURATION RECORD—48 Hrs., 26 Mins.
Harmon and Post, Balloon “New York,” St. Louis Centennial!
U. S. BALLOON ALTITUDE RECORD—24,200 Ft.
Harmon and Post, Balloon “New York,” St. Louis Centennial
GORDON BENNETT AVIATION PRIZE
30-KILOM. AEROPLANE SPEED PRIZE
GRAND PRIZE OF BRESCIA FOR AEROPLANES
QUICK STARTING EVENT AT BRESCIA
2nd, 10-KILOM. AEROPLANE SPEED PRIZE
2nd, BRESCIA HEIGHT PRIZE—Glenn H. Curtiss

BALDWIN’S VULCANIZED PROOF MATERIAL

Used in the U. S. Gov. Dirigible and Spherical Balloons
W ILL last from five to six times as long as a varnished balloon. The weight

is always the same, as it does not require further treatment. Heat and cold

have no effect on it, and ascensions can be made as well at zero weather as in
the summer time. ‘The chemical action of oxygen has not the same detrimental
effect on it as it has on a varnished material. Silk double-walled VULCANIZED
PROOF MATERIAL has ten times the strength of varnished material. A man
ean take care of his PROOF balloon, as it requires little or no care, and is NOT subject
to spontaneous combustion. Breaking strain 100 lbs. per inch width. Very elastic.
Any weight, width, or color. Will not crack. Waterproof. No taleum powder. No
revarnishing. ‘The coming balloon material, and which through its superior qualities,
and being an absolute gas holder is bound to take the place of varnished material.
The man that wants to have the up-to-date balloon, must use VULCANIZED PROOF
MATERIAL. Specified by the U. S. SIGNAL CORPS.

AEROPLANE MATERIAL A SPECIALTY

Prices and samples on application

Captain Thomas §S. Baldwin

Box 78, Madison Square
NEW YORK

In answering advertisements please mention this magazine

AERONAUTICS September, 1910

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of America

CONTINENTAL RUBBER COMPANY
of HANOVER, GERMANY

Representing

the
MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD
Passenger
Rubber
Acroplanes
Fabrics and
Flying
for Models
Balloons, Rae

W. Morrell Sage

Aeroplanes

ENGINEER
and ae
Airshi

Soe Models Developed
One to Fifty Passengers
Contractor to the United States Government
AND
Ninety-five per cent. of the Clubs in this country
Also Representing the Santos Dumont Aeroplane
American Representative The Wilcox Propeller
Carton & Lachambre ae
Address: Box 181
Balloon and Airship Builders Madison Square

of Paris, France N. Y

In answering advertisements please mention this magazine.

AERONAUTICS

Trade Opportunities in Mexico.

AERONAUTICS’ representative in Mexico, Mr.
Edward L. Ramsey, Box No. 133, Veracruz, V. C.,
Mexico, advises that he receives inquiries almost
daily from parties in different parts of the Re-
public, tor information as to where aeronautical
supplies of all kinds can be obtained, and_ states
that if the manufacturers and dealers will send
him catalogues and _ descriptive matter of en-
gines or samples, of supplies, etc., he will be
pleased to forward same to parties making in-
uiry.
& Independent aviators or exhibition companies
would do well to address Sr. Don Guillermo de
Landa y Escandon, Governor of the Federal Dis-
trict, at Mexico, D. F., Mexico, who is also the
President of the National Centennial Committee,
with the idea of securing engagements for the
Aviation. Meet which is being contemplated and
which will be held in conjunction with the Cen-
tennial Celebration in the City of Mexico during
the month of September.

Barberton Aviation Co.

The Barberton Aviation Co., Barberton, O., is
yffering a modified Curtiss type machine for general
sale, equipped with an Elbridge engine, 40-60 h. p.
[he spread is 37 ft., by 6%4 ft. fore and aft the
nain planes. The weight complete is about 800
younds. The equipment includes Bosch magneto
ind El Arco radiator.

Rubel Company Aero Catalogue.

A most pretentious catalogue having a full line
of aero motors and supplies, aeroplanes, etec., is
hat just gotten out by R. O. Rubel, Jr. & Co.,
yf Louisville. Ky. Nearly everything in the aero-
jautical line is listed.

Many Engines Sold.

Many sales have been made the past month

%y engine makers all over the country. The
dall-Scott motor, a new one on the Coast, has
ready done a promising business. And in this
ssue will be found some other new motors on
he market. The Rinek Aero Manutacturing Co.,
n Easton, the Harriman and other companies

eport demands up to the limit of output. Among
yurchasers of Elbridge engines are John EE. Clark
f San Francisco, who is building two biplanes ;
Samuel Barton, 1008 Herkimer St., Brooklyn, N.
7. a 20 h. p., 2 eylinder, for a monoplane; John
Seyler, Union Hill, N. J., a 40-60; Glenn Ethridge,
Vestbury, L. I., 40-60, for a Curtiss type biplane;
I. C. Cook, 128 West 125th St., New York, who
ias a 40-60 for his Curtiss type; George Schmitt,
tutland, Vt., a 40-60, for a Curtiss type being
vuilt by Wittemann Brothers.

Nicaraguan to Buy Aeroplanes.

Dr. J. J. de Praslin of Nicaragua has been vis-
ting various aeroplane exhibitions in this country
nd is now in St. Louis. He became interested
here in the Curzon machines, and states that he
nay possibly buy 12 and remain long enough to
recome proficient in operation, so as to teach
Viators in his own country.

The Curzon manufacturing plant and training
chool has removed from Chicago to Washington

ark, East St. Louis, Ill., where perfectly level
‘rounds are to be had, two miles long by one
nile wide, with plenty of surrounding country

ree of obstructions. A course five miles in length

an be flown over.

Chas. C. Bradley, of Pacific Aero Club, has
1ad some interesting results with his large pro-

eller. This laminated propeller is 8 ft. in diam-
‘ter, with an 8 ft. 3 in. pitch; blade at widest
art is 24 in. Turned at about 400 r. p. m. by

|. 20 horse power 4-cylinder, water cooled motor,
34 x 3% bore and stroke, the propellor going

to 2 of motor, a thrust of 230 pounds was
ecorded on scale. This propeller is of very neat
yorkmanship and was made by Mr. Bradley per-
onally.

Incorporations.

National Manufacturing & Aerial Exhibition Co.:
apital $50,000. Incorporators. Eric R. Mackay, James

10.

September, 1910

L. Davis, both of Chicago; Ill.:; G.
mington, Del.

Detroit Aeroplane Co., Detroit,
Curt Weinburg, Fred Weinburg,
William Anderson, Alfred Brawn.
, The Latendorf Aerial Navigation Co., 34 East
28th St., Bayonne. The authorized capital is $50,-
000, divided into 1,000 saoares of $50 each. The
incorporators are Lowell &. M. Hoig, of Orange ;
G. Edward Menzel, of Maplewood, and Howard
W. Forsyth, of Mount Veraon, N. Y

Chicago Aeronautical Exhibition Co.,
exhibiting airships, aeroplanes, balloons,
Charles E. Bartley, Robert TT. Laughlin,
E. Gilles.

The Aeronautical Society, New York; promote
aeronautics; capital, $LO,000. Incorporators
Thomas A. Hill, Lee DeForest, Hugo C. Gibson
all of New York City.

Stella Aeroplane Co., New York City; manu-
facture and construct airships heavier than air;
capital $50,000. Incorporators, Paul de Kildu-
cheysky, 316 East 16th St.; David Edelstein, 1605
Prospect Ave.; Isidor Woltberg, 841 Kox St., all
of New York City.

American Aeronautical Association, membership
corporation, June 22, 1910. ‘Lo form organiza-
tion of representatives of lawfully organized aero
bodies, organize other bodies, issue pilot licenses
and generally supervise and regulate aeronautic
endeavor, hold meets and contests, maintain club
house, develop science of aeronautics, establish
aviation schools, encourage helpful legislation, co-
operate with manufacturers of aerial products on

W. Dorsey, Jr., Wil-

Mich., $20,000.
Ray Wilcox,

2,500 ;
ete.
James

the continents of North and South America and
adjacent islands. Wirectors named to serve until
first annual meeting: Joseph T. Adams (New

York), Martin Bloomer (Westtield, N. J.), William
Borchers (Brooklyn), A. Franklin Callahan (Chi-

cago), James K. Duffy (New York), Mayer C.
Goldman (New York), Clifford B. Harmon (New

york), Joseph D. Havens (Kansas City), George
Michael Haas (New York), James A. Hughes
(Baltimore), Jerome H. Joyce (Baltimore), James
B. Mee (New York), George A. Morrison (Cran-
ford, N. J.), George M. Myers (Kansas City),
Frank J. Palmer (Fanwood, N. J.), James Jl.
Plew (Chicago), Augustus Post (New York), Jo-
seph Snyder (New York), William B. Strang
(sansas City), Albert F. Zahm (Washington).

Pelletier Aeroplane Co., $25,000, New York City.
Manufacture of aeroplanes, motors, engines, etc.
Incorporators are H. E. Pelletier, E. J. Pierce and
N. R. Green, New York City.

Burgess Company & Curtis, Marblehead, Mass.
For the manufacture and sale of aeroplanes; capi-
tal of $80,000. Incorporators : President, W.
Starling Burgess, Marblehead; treasurer, Greely S.
Curtis, Rye, N. Y.; clerk, John Noble.

The Gallaudet Engineering Co., Norwich, Conn. ;
$100,000. Incorporators: HE. F. Gallaudet, Denison
Gallaudet and Grosvenor Ely, all of Norwich.

The Walden Manufacturing Co., New York City.
To manufacture and deal in aeronautic devices.
$10,000. Incorporators: Henry W. Walden, 37
St. Mark’s Place; Abraham Levin, 1020 Simpson
St.; Jacob Glass, 67 Second Ave., all of New York
City.

America Exhibition Co., Atlantic City. For the
holding of meets and the exhibition and flying of

all types of air craft; $10,000. Incorporators:
Charles B. White, A. T. Bell, J. Haines Lippin-
cott, Harry B. Cook, D. S. White and Jacob
Weikel, all of Atlantie City.

Aero & Motor Club of Asbury Park, $25,000;
incorporators, Geo. W. Pittinger, A. R. Parsons,
J. G. Warner, J. M. Ralston, H. E. Denegar, H. G.
Rockefeller, C. A. Atkins, Milan Ross, J. L. Kin-

mouth, W. A. Berry, J. M. Ralston, C. R. Zacharias,
Margaret H. Frost.

The William T. Thomas biplane has been mak-
ing many good short flights at Hornell, N. Y. A
full description of this machine appeared in a
recent issue of AERONAUTICS.

By

ALRONAGTICS

September, ror

SUBSCRIBERS EXCHANGE AND FORU®

THE MOLL “ROTAPLANE.”

To the EKditor of AERONAUTICS :

The accompanying illustration is an awplifica-
tion of the air runner or Rotaplane set forth by
the writer in the Scientific Aimericun Supplement

of Oct. 25, 1902. In that article will be found,
I think for the first time in print, the recentl)
much-used word aviator, to designate the oper-
ator of a heavier-than-air flying machine. The
general subject of orthogonal] flight was_ illus-
trated and discussed by the writer in the above
publications of Aug. 11, 18943. Jan. 30, 1904, and
the Blectrical World of June 20, 1896.

As a replica or close copy of the device here-
with illustrated is now under construction, it is

thought a brief statement of the characteristics
we will doubtless establish may be of interest to
readers of the fast developing aerial art, and they
are certainly more numerous than when the ar-
ticles referred to were published. This device is
especially designed for warships and kindred pur-

poses. Hor the army, for explorations or for pre-
liminary surveys, ete., it may be dismantled for
compact transport. ‘The design for’ general com-

mercial usage weighs less and appears somewhat
different in aspect, as the aviators are seated and
other expedients availed of for maneuvering, which
will be described later. It may be flown from any
place without a runway or other starting arrange-

ments, and will alight at any unobstructed point
where there is space for it to stand upon. It is
intended for use as a ship’s adjunct and fiown
from its deck. It may be flown from land; it
may be flown from water. It will rest upon a
sea of considerable roughness, when properly
equipped theretor, and will rise therefrom with

greater efficiency (less power) than from the land,
because of lessened weight, due to partial sub-
mergence, and greater facility, because of the ab-
sence of drag due to vertical tilt as distinguished
from forced translation through water and the
conseguent skin frictional resistance of any such
attempts with monoplanes, biplanes or triplanes.
The modus operandi of the translation and di-
rection of this machine is, curiously enough, the

same physical principle that lends itself to the
locomotion of land animals in- walking or run-
ning-—-viz., the center of gravity displacement.

That is to say, when in suspension the center of
gravity of the machine is determined by the posi-
tion of the load relative to the axis. and the load
is the operators, who are free to move together or
separately about and around the axis or support-
ing pedestal of the machine. Obviously, then, the
machine is careened and the cant or tilt of the
axis to the points of the compass determines the
direction of translation through the air, and it
takes tittle cant to make high speed. It is easily
shown that gyroscopic action will not interfere

appreciably in the operation of nandling this
machine. The action of the gyroscope is oniy

apparent when it is subjected to quick movements,
or sudden precession, from its plane of revolution.
The heavy wheels of a vehicle rounding a _ street
corner, or tne driving wheels of a _ loeomotive
rounding a curye, have a decided gyroscopic terd-
euey : but we know it is negligible Gu2 priucipaly
to comparative moderate rotative speed and the
gradual changing of their planes of revolution.
Instead of so-called automatic stability, it is
apparent that this machine has inherent stability
like a boat; and this can be made adjustable by
telescopic arrangement. Quite the same as a boat

can be made variably stable by the weight and
position of the load relative to the water line

or plane of buoyancy. Hence the long training to

acquire specialized skill is not necessary. ‘The
mental and ordinary requirements of a competent
auto driver would be all-suflicient Wind resist-

ance is minimized by compactness, which, combined
with weight, insures precision of movement when
in the air. With proper equipment its shop cost
would be moderate.

I have shown how the machine
the center of gravity displacement. Other maneuyv-
ers, such as «jockeying to attain altitude, are
effected the same as we meet the up and down
grades with our automobiles and other vehicles by

is directed by

increasing or decreasing the motive power. B
utilizing the two expedients described, every me)
tionable evolution can be made in the air, fro
a_stand-still or stationary suspension—even spi
ning around like a top in either direction in su
pension—to a straight, curved or spiral path 1

horizon—or ye
tail, win
mechanism, or tl

angle to the

or Gown at any
tically—without the impedimenta of
rudder, aileron or complicated
addition of a pound weight.

“The real future of flying, or rather the pra

tical solution of the problem of the air,’ M_
Chanute thinks, “will come with the explosic |
motor turned into a ‘sustention’ engine,’ folloy

foresee muc
along the presel

ing a statement that he does not
utility for aviation carricd on
lines. Doubtless the heart and key to all typc
of flying apparatus lie in the motive power, an
all types of engine will needs be adapted to tl
different types of machines, of which at the pre
ent time there are only two in evidenee of fl
heavier-than-air sort. Doubtless also the greate.
field for broadening and perfecting the aerial a
is for the theorists to get busy and evolve a r
liable fundamental power principle, or constructio)
involving no reciprocating parts like the electr
motor, for instance, which, unfortunately, is not
prime mover. Then we will begin to see dayligh
{ know of at least two of some promise. Barrin
this desideratum, we must do the best we ean wit
existing systems.

The original arrangement of the two-cycle er
gine shown in the publication first referred to, ¢
radially arranged revolving cylinders incorporate
at the hub, has been introduced substantially 0
the same lines by the American Adams-Farwe
and the French Gnome companies for aeronauticé
work. These rotatory engines have features C€
air-cooling and lightness which are very stron
factors and are likely to be controlling for som
types of flying machines. In the illustration hert
with I have eight two-cycle cylinders groupe
around and parallel to the axis. ‘The eight cy
inders act as a unit, of course, through the trans
mission. This makes a good arrangement in som
respects, but, for certain mechanical reasons, th
prime mover of the machine mder construction i
arranged as three twin-cylinders acting as a unl
through a reverse motion differential speed trams
mission of nickel-steel spur and internal gears
The maximum power developed is 90 horse; th
normal power is 75 horse for the three engines—
i. e., six cylinders of 12% horsepower each. Th
engine has special features for clearing the ey!
inder and purifying the mixture for perfect com
bustion. It weighs about 202 pounds, or 2.
pounds to the horsepower. I have aimed. in th
present construction to make a full-sized machine
which can be considerably modified without recon
struction for experimental data of which there 1
practically none extant. With that end in yvieW

104

RONAUTICS

EROPLANE WHEELS

1] Sizes built to order on extremely short

notice. @We do experimental
*k of all kinds. @{We are specialists in Hehe
ular, frame construction work of

i TIGER CYCLE WORKS CO.

Eighth Avenue - Phone, Bryant, 1268 - New York

SROPLANE WIRE WHEELS

20" x 2" Curtiss Type in Stock—WEIGHT 7 LBS.
Monoplane Tail Wheel, 16" x 142"—Weight 3 lbs.

For 20" Wheel
rman Type Axles With Shaceneotes

4" Wire-Spoked Steering Wheels - - Turn-Buckles

A. WEAVER, Jr., 956 8th Ave., N. Y.
B. REPAIR CO., Inc.

EXPERTS ON GASOLINE MOTORS
REMODELING and OVERHAULING
MOTORS, MAKING SPECIAL PARTS
FOR EXPERIMENTAL WORK ON
R, LAND AND WATER VEHICLES

9 W. 57th St., N.Y. Tel. 6549 Col.

GH-CLASS MACHINE WORK
R AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
sen Lubricators have proven to be the most reliable

PEDERSEN MANUFACTURING COMPANY

(ESTABLISHED 1884. INCORPORATED 1906)

-644 FIRST AVENUE NEW YORK

eaver-Ebling Automobile
—— Company
“WECO” OILS AND GREASES

All Aeronautic Supplies

0 Broadway at 79thSt.,- - - New York

to & Aeronautic Supply Co,

@ Aeronautic Supplies of Every
Description in Stock
@, Wood Cut as per Specifications

00 BROADWAY (73rd St.) NEW YORK

"PHONE, 6948 COLUMBUS

JERSEY
SKEETER

Skeeter has a new propeller; You ought to see it
t goes like a streak. The Jersey Skeeter Aeroplane
ins. long, weighs 1-6 ounce, flies 30 feet. Sent
aid 25 cents.

ain Square Novelty Works, 1939 Broadway, N. Y.

.. M. MAGEE & SON EESZ8 Soot
wl “URS TENTS, FLACS, AWNINGS |

Lif fs 1AT FULTON ST., N. Y. Ton

September,

TOTO

5635 Cort.

AEROPLANE MATERIALS

Spruce Lumber — Aeronautical Cloth—
Turnbuckles—Piano Wire, Etc.
CATALOGUE FREE

J. W. Roshon Harrisburg, Pa.

Fowl j.

- New York
Chocolates

Health Food Chocolate

Most Suitable for Aeronauts or those
requiring a Non-Bulky Sustaining Food
Office, 150-154 CHAMBERS STREET, NEW YORK

Roebling Aviator Cord

Made of the highest strength

wire drawn from special steel

The strongest and lightest cord procurable
JOHN A. ROEBLING’S SONS CO., Trenton, N. J.

FOR ANYTHING IN AERONAUTICS

which you may desire from France, write to
Ladis Lewkowicz, Ervauville, Loiret, France
and prompt attention will be given your inquiry.

Specialty of securing reliable and successful motors. Any styles of
aeroplanes. Quickest delivery and lowest figures. Manufacturers’
guarantee. Full information can be obtained from my lawyer and
resident representative, Eugene I. Gottlieb, Esq., 140 Nassau
Street, New York City.

PROPELLERS

SPECIALLY MADE
For Model and Full Sized
Aeroplanes.

¢. Prices on enliomies

L. G. DUQUET 1°7,W. 36th st.

New York

Specially Selected for Aeroplanes
ALL SIZES IN STOCK
J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

White Aeroplane Co.

15 Myrtle Ave., Brooklyn, N. Y.——

FLYING MODELS, EXHIBITION MODELS,
MINIATURE AEROPLANE WHEELS,

ENGINES, PROPELLERS AND SUPPLIES.

Excellent facilities for experimental and model work

CATALOGUE FOR STAMP

TENTS ———— OF EVERY DESCRIPTION MADE ON SHORT NOTICE
ARTHUR F.SMITH, 93 JOHN ST., NEW YORK CITY

AERONAUTICS

20 Years Experience

Mp obe oo oho ofa ole ofa ofe ofe ole ole ofe ofe ofe ofe ofe ofe ofengo

PATENTS

Competent Patent Work Pays in the End.
You get it here at Minimum Cost.
Also Working Drawings and Reliable Data
for Flying Machines.

AUG. P. JURGENSEN, M. E.

170 BROADWAY, NEW YORK CITY

Mailed Without Charge

Estab. 1869.

F. O. ANDREAE

REGISTERED
SOLICITOR OF PATENTS

Aeronautic Inventions Pasadena,
a specialty
at home and abroad Calif.

First Complete
Aero Book

JUST
O U T Catalogue

Aeronautics, 250 West 54th Street, New York

Patents control the Automobile.

of successful patents, mailed free.

OB FoF ofe ofe fe fe ole ofe nfo ofe fo cto joods [2 A I FE N F SS Pb eb heh epeleierheohe feof

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK,

913 F STREET, WASHINGTON, D.C.
| HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

popes coo ofocZe ofa efaofe ofa ooo So fe cZorZe fo aie oho ofe ufo ofooge ofa cho ofe ofa oho ofe ofa of ofe ofeofeLe nse che nfo fe ofo nfo fe oho obo ofa oho ofe ofe ofa ofe ofa oe oho ofe ate oho ofa ofa of ofe ele:

AERONAUTICS A SPECIALTY

Improvements in Aerostructures should be protected without delay.

experimenting, and your discoveries may be made and patented by others.
unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selde’
Do not give your ideas away ; protect them with solid patent:

September, ror

SPECIAL ATTENTION TO AERIAL
NAVIGATION

PATENT ATTORNEY

256 BROADWAY, NEW YORK CITY

PAT E N ae S rete Eranineh U.S. Patent Tia

ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

American and foreign patents secured promptly an
with special regard to the legal protection of the 11 |
vention. Handbook for inventors sent upon reque:

30 MCGILL BUILDING WASHINGTON, D. C
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Send sketch for free search of Patent Office Recorc
How to Obtain a Patent, and What to Invent, with Li
of inventions Wanted and Prizes offered for Inventior
sent free. Patents advertised free.

We are experts in AIRSHIPS and all patents ar |
technical matters relating to AERIAL NAVIGATIO)] ©

VICTOR J. EVANS & CO., Washington, D.( |

HAVE YOU AN IDEA’

IF SO, WRITE FOR OUR BOOKS#
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ee Se ee ee ee eee

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This book for inventors sent free, $35.00 required
to file patent application. Total cost $65.00
TRADE UMAR KS RE iGirs iE Rane
BEELER & ROBB,

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AERONAUTICS

the diameter over all may be varied from 12 to 17
ft. It is believed, however, that with high power
and efficient screw action diameters of around 12
ft. will be sufficient for the practical working of
Rotaplanes of medium-load capacity.

The illustration shows superimposed screw
blades supported by a tubular double-rim tangent
Wire-spoke wheel. This (rotary) biplane arrange-
ment has not been tested out by the writer, but
the machine under construction will determine the
advantage or otherwise of this feature. The gaso-
line and lubricant are contained in the 1/32-in.
sheet-steel nedestal. The carburetor has been
changed from near the base to near the engine.
so it will not be interfered with when alighting
on the water. The total weight of the machine for
two persons is about 400 pounds.

The word aeroplane, or monoplane, or biplane,
or triplane, applied to the respective examples of
present-day flyers, is a misnomer, because the sup-
porting surfaces of all machines up to the present
time have been aerocurves exclusively—something
quite different. In view, however, of the hold
these words seem to have on the popular imagina-
tion, I will venture to name the type of the
machine illustrated herewith a rotary aeroplane or
Rotaplane.

S. Ds: Mort:
Passaic, N. J., July 30, 1910.
HAS ’PLANE—WANTS MOTOR.
W. J. Diefenbach has finished a 45-ft. Curtiss

type biplane and needs a motor. He is willing to
part with an interest in his machine and requests
aid to this extent. Letters will reach him eare of
the Aeronautical Society, Mineola, N. Y.

J. C: PRESS HAS FLEXIBLE AILERON.

John C. Press, 100 Burritt Ave., South Nor-
walk, Conn., suggests a device for the maintaining
of lateral equilibrium by means of flexible ailerons
as shown in the sketch. These are fixed at an
upward angle. To get increased lift on one side
cf the machine, the designer curves the aileron

DOLE SURFACE
AILERON

OPERATING
ABLE

Front View

down en that side and curves it up on the other.
IIe claims that no turning movement will be
caused by this device.

A LETTER FROM SOUTH AFRICA.

Joe W. Naude, Graaff Reinet, Cape Colony, is
industriously working out some novel features in
flying machines, not to mention an aeroplane that
uses a small motor for starting only and a_ heli-
copter combined with a biplane glider. The noy-
elties cover lateral automatic stability, aero brake,
means for changing angle of incidence main planes
during flight, shock-absorbing device and mono-
wheel and skid combination, reversible propeller,
vertical and horizontal rudders both fore and aft,

cooling device for air-cooled motors in tropical
climates, universal control, emergency second con-
trol, warmer for gas and oil in cold climates

and at high elevations, fluting of under planes to
prevent skidding.
WRIGHT CONTROL,

AND CURTISS EQUILIBRIUM

‘Dear Sirs :—

| I would like to give my idea of the difference
between the Wright and the Curtiss equlibrium
| control.

| When the Wright machine tips to one side, the
low side is warped so as to increase its angle of
incidence. In other words, the lift of the low
side is increased and that of the high side de-

September, 1910

decreased. The low side, having the greater angle
of incidence, has more drift; this would make the
machine travel in a circle with the low side to-
ward the center, this tendency is overcome by
manipulating the rudders.

The ailerons in the Curtiss machine are an-
alogous to elevator rudders. Then when this ma-
chine tips to one side, the low side is steered up
and the high side is steered down by manipulating
the ailerons or wing tips. In a Curtiss machine
flying there is no very noticeable movement in
these ailerons, which goes to show that they move
through very small angles. Sinee these surfaces
are flat their drift et small angles is verv slight,
so that any differance of resistance (if there is
any) at the wing tips is so slight as to be imma-
terial, therefore the machine does not deviate from
its course.

E. S. Lockr,

1519 Oxford St., Berkeley, Cal.

HAS NEW STABILITY DEVICE.
To the Editor :—
There has been so much talk of late re-
garding the Wright patent and the danger of
their monopolizing and hindering the advance-

ment of the art that I take this opportunity of
showing a few different improvements designed
to be used on any make or style of aeroplane and
render flying safer and soaring more possible.

My objective point has always been an_ in-
stantaneous control under all circumstances and
conditions, all possible accidents considered and
provided for, in my improved auxiliary plane
system, I think I have accomplished all this and
more.

Fig. I is a plan view of a machine with im-
proved horizontal or elevating rudders, with which

it is possible to steer up or down and to right
or left and balance the machine simultaneously

with one lever. The dotted line C, on main plane
A, shows end of ribs and beginning of extremely
flexible portion as shown in Fig. VI. A is rib; B is
beam; C, rear end of rib: D. flexible portion of
rib which in itself is an equalizer of pressure
but may be warped down on the low side of ma-
chine either manually or automatically.

Fig. V shows two vertically disposed screens
operating transversely of the machine, designed
as an emergency or auxiliary lateral steering gear

with which vertical cells or partitions must be
used to prevent side drift as in Voisin type or
may be used to stop machine when both are
pulled out simultaneously. In construction they
are simple and are practically the same as the
ordinary roller curtain or window shade without
rachets. The drawing represents a front view of

both ends of machine: A. main planes; B, adjust-
able screens; C, cords; I). wire in front of which
the screens operate, thereby allowing the action of
the springs on screen, which would be prevented
by the pressure otherwise: the idea being to
present a desired amount of surface on the side
corresvonding to the direction (i. e. right or left)
in whieh the machine is to be steered, retarding
one side of machine and permitting the other side

The longitudinal action front and rear is simul-
taneous. There is no transverse action of rear

rudders except for emergencies. The advantages

to revolve around to any position desired, might
also be used to restore eauilibrium to a certain
extent by presenting surface on the high side of
machine.

Fie. Il is a sectional view of improved hovi-
voutal or elevating rudder, dotted lines showin?
their longitudinal action by means of which the
ecuilibrium is maintained or instantly restored by

tilting all auxiliary planes opposite the inelination
of main planes: i. e., if the right side of main
planes are low, tilt the auviliary planes opposite so
that the right sides of all auxiliary planes front
and rear are high (Wig. IT). BE are adjustable
balls between which auxiliary planes operate:
I is a guide passing through central support and
preventing planes from getting out of their proper

positions. is hinged on both sides of planes to
allow transverse action: I, hinges.

Fig. IV is a side sectional view of rudder
showing the transverse action common to. all
elevating rudders now in use.

0

AERONAUAUIGES

Fig. III shows a rear view of front rudders
when operator is steering up and to the left,
shows result of combining the longitudinal action
Wig. II, B, and the transverse action Fig. IV, B.
of this steering system are many, some of which
are that it automatically banks machine and pre-

vents side drift, the principle is identical to a
bird’s; it is safer and more practical; is more
convenient, gives greater pressure ‘and lifting
power both on auxiliary planes and on main
planes;; makes soaring more safe and depend-
able; does not require any vertical surface or
rear vertical rudder: it is a one lever control,

gives instantaneous balance, is not liable to break
or get out of order, is simple and cheap and. is
not an infringement on any body.

The extremely flexible portion on rear of all
planes is designed to copy as close as is possible

The monoplane of P. F. Gillette is nearing
completion. This machine is, in the main, a
“Bleriot” type, but is considerably larger and has
a number of modifications. The spread is 34 by 29
ft. fore and aft, wings are detachable with ‘‘Far-
man” type ailerons on ends. <A triangular body
supports at the rear ‘Antoinette’ type rudders,
and carries also horizontal and vertical fins; two
masts in center will support planes, which are
6 ft. 6 in. in depth. The ribs are of built-up
construction and have the usual monoplane high
camber; they will be double covered by Naiad

cloth. Wheels 26 x 24. Total surface, 208
sq. ft. Weight of machine without motor, 275
pounds; weight of entire machine without oper-

ator, 600 pounds. . This allows 325 pounds for

September, 1910

JW Fuhrmann

Invemlor
RdvTerits Pending

2221UayTon ST
Bye Icaga

the feather, which has a rigid stem with very
flexible edges which bend up under pressure as
in Fig. VI D, dotted lines showing various possi-
ble results of pressure. A slight propelling force
would be derived from position F.

Fig. I: G vertical rudder post, if one is used.
I’ is the various parts of framework which must
necessarily be altered to suit different types of ma-
chines; D, propellers: I, main lateral beam; H,
central support on which rudders operate.

I will
those interested.
tions and supply all
command.

appreciate all eriticism and opinion of
I will gladly answer any ques-
further information at my

J. W. FUHRMANN,
Dayton St., Chicago, I].

zi

plant. A 50 horse power
Body will be all covered.

the complete
motor will be

power
used.

Tod (‘Slim’) Shriver, for many years Captain
Baldwin’s right hand man, and selected by Curtiss
when he was abroad last year, with TH. J. Dietz,
the lamp manufacturer, has organized the Hemp-
stead Aeroplane Co., of Mill Road, Hempstead,
L. I. Machines will be built for general sale as
well as for exhibitions. The Kirkham 6-cylinder
engine will be used.

The Hendee Mfg. Co., Springfield, Mass., makers
of Indian motoreyeles, are working on aeroplane
engines of a very light weight, waterproof tight,
of 4 and 8 cylinder, 25 and 50 h. p., respectively.
The 8-eylinder type is of the ‘*V” shape.

106

ERONAUTICS September, 1910

pofoofp efecto coco ofo GoGo ofa ofa ofa ofa ofvofnofe ole ofe oho eGo nfo ole efor oforSe oZofeofeofe of ofe fees nfo nfe ele ete efeofeefecfeofeese ke fecha ke ofeofeofeofeofeofe obs abe oho ofe fe

AMERICA’S GREATEST AERO SHOW

“The Three-States Aero Show”

Philadelphia, October 22—November 5, 1910, inclusive
Held by the Aero Club of Pennsylvania

mie SHOW THAT. WIEL
SELLE VOUR GOODS.

We have here a big, wealthy, new territory that is booming big in
q aeronautics and aviation. There are six balloons here, many aeroplanes
and numerous gliders. Our hangars have been rented for the winter for many
more. We will start next summer with enough machines to be well ahead of
any other club.

LET US INTRODUCE YOU TO MEN
WHO WILL TAKE YOUR AGENCY.

Leofeofeofoofoofe fo ofoafoafonge afooge oho oho fo ofe foofe ofoofe foohonge

For floor space, terms and all information repardiiny the show address the Manager
HENRY M. NEELY i: Chairman Exhibition Committee

Aero Club of Peniisylvanii Betz Building, Philadelphia

pop ob ofe odo rfosfoofooge fools ofoofeo fe ofecfoofeofecfoofecfeotecfecfoofocfeofoofe ofookeofeese Jools forfecfe cho cfec Goof aeGe Be che ohe Gong ohe oho eho edo ofe oho ho ohe cheep elock:

Hoofoofeofe ooforhe fo cfooke ojo oho of fe fe ofe ose fe oforfoojooiorye

a a a

Aero Show 274 |
MAMMOTH COLISEUM BLDG., ST. LOUIS, MO.

Complete Exhibition of Aeroplanes, Dirigibles, Balloons, — 7
Accessories and All Articles of a Kindred Nature 3

HE BUILDING contains over 38,000 sq. feet of floor space, this has been
laid out to give the public 1-3 and the exhibitors 2-3. More than half the

exhibition space has already been taken, but we wish to show our visitors the best

variety possible—so we would appreciate and do solicit communications from all interested.

ST. LOUIS NATIONAL AERO SHOW

Coliseum Building 2: 2: 2: St. Louis, Mo.

ee ee —_
Se

In answering advertisements please mention this magazine.

1ERONAUTICS Septem!

The First Complete Book On Flying Mac

The Art of Aviati

By Robert W. A. Brewer

266 pages, 6x9, many illustrations and working drawings, $3.50 net, ]

It gives dimen- it #
sioned drawings, ;
: : buil

details of parts,
and

materials, ete.

Mr. Brewer on a Blériot XI. Monoplane fitted with an Anzani Engine.

OBERT W. A. BREWER has been an important figure in the development of the aeroplat

R He is manager for Grahame-White, the British aviator. He is besides an engineer of wide e
perience, who has specialized in the aeroplane. The work deals with the practical aspects

flying machines, rather than with the theoretical side. It is essentially valuable because of t
working drawings and the practical guides for those who would build or study the construction
aeroplanes. Machines of various types are described in detail. Engines are also carefully considere
with details of propellers.
It covers also the art of flying, including gliding experiments, steering, balancing and control.
will interest the general as well as the scientific public.

The Main Chapter Headings Are:

hhapter I. A Comparison Between Monoplanes and Biplanes. Chapter IX. Materials of Construction for Aeropla
a Il. The Form of an Aerofoil. Py X. Details of Manufacture.
ae Ill. Early Models. Ss XI. Successful Monoplanes.
os IV. Engine Problems and Principles of Design. s XII. Biplanes.
se V. Description of Engines. sf XIII. Biplanes, continued.
te VI. Engines, continued. ie XIV. Progressive Monoplane Records,
as VII. Propellers. ss XV. The Art of Flying.
S VIII. Efficiency of Propellers. st XVI. Future Developments.

Chapter XVIT. Glossary of Terms.

cAERONAUTICS

250 West 54th Street * Be New

Send for our New Catalog of Aero Books

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AERONAUTICS

September, 1010

fie PGGEot MONTH OF SPORT ABROAD

WONDERFUL ADVANCE IN
FLYING—LE BLANC WINS 485-
MILE RACE—45 NEW WORLD'S
RECORDS IN MANY CONTESTS
—SENSATIONAL FLIGHTS
ACROSS PARIS—NEW HEIGHT
RECORDS MADE AND BROKEN
—CURTISS BEATEN.

Le Blanc Wins $20,000 Prize.
COVERS 485-MILE COURSE.
17.— Alfred Le

in
the suburbs of Paris, at 6:45 o'clock this morning
and is the winner of the cross-country flight which

Aug. Blane arrived at

Issy,

started from there on August T.

For the Matin’s $20,000 contest over the ‘East-
ern Circuit,” a distance of 782 kil. (485.91 miles),
35 machines entered. The prize was offered to the
first aviator who, leaving Paris on the 7th of
August returned by the 17th, after touching at the
various points on the course. The various cities
and individuals raised prize funds, in all totaling
$52,500 and contests for height, starting. ete., were
held at the various controls. Those who dropped
out stayed to compete in the local events.

The race was divided into the following stages:

Paris to Troyes, 135 kil.

Troyes to Nancy, 160. kil.

Nancy to Charleville to Mezieres, 160 kil.

Mezieres to Charleville to Douai, 139 kil.

Douai to Amiens, 78 kil.

Amiens to Paris, 110 kil.

On August 7 eight actually started and six got
to Troyes—Alfred Le Blane (Bleriot) 1st, Emile
Aubrun (Bleriot), Mamet (Bleriot), Lindpaintner
(Sommer), Weymann (H. Farman), and Legagneux
(Sommer). Le Blanc’s time was 1 :33 :20.

Second stage, Aug. 8.—Le Blane. Aubrun and
Legagneux arrived. Le Blane was fastest in

4 71/4 359.
Third stage, Aug. 11.—Le Blane and Aubrun ar-

rived. Le Blane best in 2:04 :00.

Fourth stage, Aug. 14.—Aubrun and Le Blanc
reached Douai. Aubrun best in 2:40:00. Le
Blane took 3:00:00.

Fifth stage, Aug. 15.—Le Blane. Aubrun and
Legagneux flew from Douai to Amiens. Le Blane
best in 1:14 :29.

Sixth stage, Aug. 17.—Le Blane. Aubrun and
Legagneux arrived. Le Blanc’s time, 1:42. Total

time of Le Blane for 485 kil. cabled as 11:58:49.
French military oticers flew part of the way with
the contestants.

Le Blane has been named for France in the

Gordon Bennett balloon race, October 17.
NEW SHORT START RECORD.

Aug. 15.—Claude Graham-White made a new
world’s short start record of £0 ft. 9 in. with his
Farman.

Aug. 14.—FEither Louis Vaulhan or Grahame-
White will be awarded the Paily Mail’s $5,000
prize for the greatest total of cross-country flying
in France or Great Britain in the year ending
August 14. Paulhan claims 7S0 miles and White
842. __ ali’

Flights Day by Day

LATHAM WINS $2,000 FOR FLIGITL ACROSS PARIS.

Aug. 12.—Hubert Latham, coming from Bouy,
flew over Paris at a high altitude and landed at
Issy les Moulineaux.

By flying across Paris, Latham won the Falco
Prize of $2,000. Latham’s time was 2 hours 18
minutes 56 seconds.

NEW WORLD ALTITUDE RECORD,

Aug. 11.—J. A. Drexel (Bleriot) made a new

world’s height record of 6,750 ft. at the Lanark,

10

~

Scotland, meet. This was recorded on
graph which will be tested for accuracy.
secured the view of the ground and he
miles away. He was up over 2 hours.
closed August 13; $38.450 were divided
among 7 competitors.

462

his baro

Kog ob-
landed 15
The meet
in prizes

FLIES WITH POUNDS EXTRA WEIGHT.

Aug. 11.—-At the aviation meet at Johannisthal,
Germany, Thelen, in a Wright machine, made a
flight in which he carried 462 pounds extra weight.

PAULHAN FLIES 200 MILES.

Aug. 11.—Louis Paulhan to-day made two
round trips by aeroplane between srou. and
Chartres, with stops. He covered in all a distance
of about 200 miles.

FLIES IRISH SBA.

Aug. 10.—Robert Loraine (H. Farman, new type)
flew from Blackpool meet across Irish Sea_ to
Llandudno in Wales. Fog prevented returning all
the way and a landing was made on Anglesey
island. On August 1 he flew to Liverpool and
back.

James Radley (Bleriot) who is coming to Amer-
ica to compete in the Vimes race and possibly the

Gordon Bennett, made 58.32 miles per hour. Cat-
taneo flew 3 hours and 41 minutes. At a speed of
44.16 miles per hour. This was at the Lanark,
Scotland, meet, August 6-13.

Aug. 10.—One of the propellers of a Wright
machine broke at the Johannisthal meet and the
aviator, Heim, was seriously injured.

LATHAM FLIES OVER PARIS.
Aug. 6.—Hubert Latham (Antoinette) flew from

Chalons-sur-Marne to Paris, a distance of S87 miles,
making two stops on the trip.
He passed over the city at
1,850 ft., circling twice around
before landing.
The enthusiasm
scarcely waned before

altitude of
Eiffel Tower

an
the

caused by Latham’s flight
the whirr of another pro-
peller attracted attention. It was Weymann
(H. Farman), who left Chalons shortly after
Latham. Both landed at Issy les Moulineaux.

had

6000 FEET HIGH

Aug.
land, went

®.—Geo. Chavez at Blackpool meet, Eng-
up to 5,756 ft. in his Bleriot. On the
same day, at Mourmelon, France, Weymann (UH.
Farman) tried to beat Brookin’s record but came
down atter getting up to 4,100 ft.

FATALITY IN EXHIBITION BY WOMAN.

Aug. 1.—‘“Mme. Francke,’ while flying an H.
Farman at Boldon, England, hit a flag pole with
one of the wings of the aeroplane, turning the
machine over. A boy was struck by the engine
and killed. Mme. Franck sultfered a fractured leg

and some cuts.

WORLD RECORDS FOR 4-MAN FLIGHT.

Aug. 1.—Henry Farman carried three passengers
at Mourmelon tor 1 hour 4 minutes, the totat
weight carried including gas, oil and passengers
was 627 pounds.

On the same day, at Douai, De
three passengers on a Bregi biplane.
carried was 708 pounds.

saeder carried
Total weight

GERMAN AIRSHIP IN LONG TRIP.

July 27.—German airship “Gross III” makes
trip of 170 miles in night ascent lasting 7 hours
50 minutes, Berlin over various cities to Gotha.
Return was made on the 80th, trip lasting 614
hours.

FLIGHT TO ALTITUDE 8,475 FEET.

July 27.—Reports from Italy State that two
Swiss aviators flew up a mountain which is said
to be 8475 ft. above sea level, circling above the

peak and returning safely.
July 9.—Maurice Tabuteau (Maurice
flew hours 35 minutes at Bue.

Farman )

”
»

AERONAUTICS

OVER PARIS IN AEROPLANES.

July 13.—Champel (Voisin) flew from Juvisy to
Paris to Sartroville, 50 kil., in 45 minutes.

July 14.—G. Busson (Bleriot) Juvisy-Paris-Baga-
telle and return without stop.

Postscript, Aug. 17.

September, 1910

The Aero Club of France has issued to date 150
aviation pilot certificates.

Germany is organizing a city-to-city race, Frank-
fort—Wiesbaden—Mayence—Maunheim, with prizes
of 41,000 marks.

c : .—John B. Moissant, of Chicago flying a Bleriot Monoplane and carrying a mechanic with him
flew from Paris to Amiens and thence across to England in an attempt to fly to London.

He landed near Dover.

BIG FOREIGN MEETINGS

Brussels.

N. KINET KILLED.

Next the last day of the Brussels meet, July 25-
August 4, was marred by the fatal accident to
Nicholas Kinet when, on August 3, he was caught
in a squall in his H. Farman biplane and dashed
to the ground. Kinet and Olieslagers were tied
for the totalization prize with 16 hours 1 minute.
The longest single flight was made by Jean Olies-
lagers on Aug. 3, 219.8 kil. Prize money totaled
$27,600, cash and trophies.
HEIGHT RECORD.

BROKE FRENCH

On July 30: Olieslagers broke the French height

record, being credited with 1,460 m. (4,788 ft.).
The barograph showed 5,084 ft. Om August 1,

Jules Tyvek (ff. Farman) went up to 4,834, official-
ly, though he claimed 6,641 ft.

Caen Meeting.

With prizes totaling $9,700, Caen meeting, July
27 to August 2, Bleriot machines won $5,200: and
Hanriot $2,600, balance divided between six others.
Longest single flight was on July 30. by Paillette
(Sommer) 3:15:56. On August 2, Morane (Bler-
iot) won height prize with 4,100 ft. Hanriot
(Ilanriot) won total distance prize with 9:57 :56.

Bournemouth (Eng.) Meet.

July 16.—Fifteen fliers at Bournemouth meet,
July 11-16; $40,000 in prizes. Among other con-
tests, L. F Morane (Bleriot) won the fastest lap
prize at a speed of 56.64 miles per hour, while his
time for 5 laps was 55.9 miles per hour. Hon. C.
S. Rolls (Wright) won the slow speed test at
25.383 miles per hour. Morane also won altitude
prize, going up to 4,107 ft. The longest single
flight was 90 miles by Grahame White (Farman) at
a speed of 35.2 miles per hour. In the weight
earrying contest White was best with 425 pounds,
including pilot. In alighting White was first, stop-
ping within 7 ft. of the mark. The Bleriot ma-
chines had two sets of wings, one for lifting and

one for speed J. A. Drexel and W. E. McArdle,
who have a flying school at Beaulieu, flew their
Bleriots to the meet and back again at its con-

elusion. On the return Drexel carried a passenger
home with him, the trip lasting 38 minutes.

At the Lanark, Scotland, meet, August 6-13, the
prizes totaled $40,000.

Rheims’ Meet.

MANY WORLD RECORDS ESTABLISHED AND BROKEN.
July 10-
flying. Of
flew a total
distributed in prizes.
The longest distance flown by one make of ma-

chine, 2.601 kil., by the Antoinette.

Rheims meet closed after 7 days of
the 72 entered 46 competitors actually
distanee of 8,500 miles and $38,000

The best total distance by “ae man was 1,695
kil. in 1914 hours, by Oliesl¢z_..s (Blerict).

Longest single flight. 392.75 kil.. 5rs. 38 min.
51/5 sec., by Olieslagers (244.04 miles).

In Gordon Bennett elimination race to select
French contestants. over 100 kil. course. Le Blane
(Bleriot) 1st in 1:19:133/5; 2nd, Latham (An-
toinette) in 1:24:583/5; 3rd, Labouchere (An-
toinette) 1:25:24.

The following new world’s records were estab-
lished :

Distance and
miles) in 5 hr. 3
(Bleriot).

Speed Over Certain Distances—bd kil., Morane
(Bleriot), 3 min. 14 3/5 sec.; 10 kil., Morane, 5
min. 42 2/5 sec.; 20 kil., Morane, 12 min. 45 3/5
sec.; 30 kil., Olieslaegers (Bleriot), 28 min. 31

Duration.—392.75
min. 51/5 sec.,

kil. (244.04
by Olieslagers

sec.; 40: kil., Olieslaegers, 30. min. 11 sec.; 50 kil.,
Leblane (Bleriot), 37 min. 50 3/5 sec.; 60_kil.,

Leblanc, 45 min. 28-3/4 sec.; 70 kil., Leblane, 55
min. 32 4/75 sec-; 80 kil., Leblanc, 1 hr. 2 min.
22 3/5 sec. ; 90 kil., Leblane, 1 hr. 11 min. 15 2/5

sec.; 100 kil., Leblane, 1 hr. 16 min. 11 sec.; 150
kil., Olieslaegers, 2 hr. 3 min 49 1/5 seec.; 200

kil., Latham (Antoinette), 2 hr. 46 min., 2 sec.;
250: kil., Olieslaegers, 3 hr. 384 min. 58 4/5 sec.

Distance for Certain Period.—tIn %4 hr., Leblane
(20 kil.); in % hr., Leblane (40 KY); in 1 hr.,
Leblane (80 kil.); in 2 hrs., Olieslaegers (145, il.)
in 3 hrs., Latham (215 kil.)

Speed With One Passenger.—10 kil.: Ladougne
(Goupy). 8 min. 14 2/5 see.; Aubrun (Bleriot) :
20 kil., 19 min. 39 1/5 sec.; 30) kil., 29 min. 10sec. ;
40 kil., 38 min. 51 sec.; 50 kil., 48 min. 28 sec.;
60 kik, 57 min: 58-275 \sec.; (Oka a hr femin.
31 1/5 sec.; 80 kil., 1 hr. 16 min. 59 2/5 sec.; 90
kil, 1 hr. 26 min. 33 sec.; 100° kil, 1 hr: 36 min:
6 sec.

Distance With One Passenger.—Aubrun, 137.125 kil.

Duration With One Passenger.—Aubrun, 2
9 min. 7 4/5 sec.

Speed With Tico Passengers.—Mamet (Bleriot) :
10 kil.,. 10 min. 18 4/5 sec.; 20 kil., 21 min. 14
sec.; 30 kil., 31 min. 58 1/5 sec.; 40 kil., 42 min.
32 2/5. Sec.; 50: kil., 52 min. 36 1/5 sec.; 60 kil:;
tf hr: 3 min 200375. sec; (0) kil, hrs 4 min:
36 3/5 sec.; 80 kil., 1 hr. 23 min. 33 sec.; 90: kil.,
1 hr. 36 min. 4 sec.

Greatest Distance With
met, 92.75 kil.

Average Speed per Hour.—106.508 kil. (66.18
miles), Morane (Bleriot) with 100 horse-power,
14-cyl. Gnome engine.

The Leblane Bleriot has 100 horse-power Gnome
engine while the Antoinettes are of 50 horse power.
The Olieslagers Bleriot was of 50 horse power
and the Morane Bleriot, 100 horse-power Gnome.

Two Passengers.—Ma-

Anthony Castellane, the ‘“‘loop-the-gap” bicyclist,
has arranged to fly a Farman-type machine for
Fred Shneider, and is now at Seabright, N. J.,
practicing. The Elbridge engine gave 190 Ibs.
thrust at 980 r. p. m.

Some propeller tests at Mineola recently showed
up 360 Ibs. on Harmon’s 50 h. p. Gnome-engined
Farman, and 300 lbs. with the Elbridge-40: on Joe
Seymour's Curtiss. The propellers were Requa-
Gibson.

NEXT MONTH

Notes on Propeller Design and Construction

By Spencer Heath

108

hrscos

AERONAUTICS

AS-C E N-Sel_O NS

NOTE—ASCENTS MARKED (*) ARE OVER 100 MILES
IN LENGTH.

_ Lowell, Mass., July 14.—Chas. J. Glidden, pilot,

Col. W. M. Bunting and Chas. A. West in the

“Massachusetts” to Pelham, N. H. Distance, 8

miles'; duration, 1 hour; altitude, 3,300 ft.
ALL NIGHT TRIP.

*Hamilton, O., July 18.—W. C. Collins and
George Howard in the ‘Drifter’ to Mt. Pleasant,
11 miles south of Anna, Ill., the following day.
It was planned to break the U. S. duration record.
Duration, 1014 hours; distance, 295 miles.

Pittsfield, July 19.—N. H. Arnold, pilot, F. S.
Hoppin and George Von Utassy in the ‘“Spring-

field,” landing: at Lenox. Duration 2 hours and
40 minutes; distance, 6 miles.
DR. ELDRIDGE MAKES RECORD PHILADELPHIA ASCENT.

*Point Breeze, Phila., July 20.—Dr. Thomas E.
Eldridge, pilot, F. S. Underhill and A. B. Under-
hill in the ‘‘Philadelphia II’’ to 2 miles north of
Pascoag, R. I. Distance, 231.125 miles; duration,
12 hours 5 minutes; altitude, 10,550 feet. Of Dr.
Eldridge’s 19 trips, he says, this was the best
of all. The beauties of the scenery were inde-
scribable. For 6% hours during the night of the
20th only 1% bags of ballast were used to keep
the balloon at an average altitude of 1,100 to
1,400 ft. During the trip the states of Pennsyl-
vania, New York, New Jersey, Connecticut, Massa-
chussetts and Rhode Island were sailed over in
this record ascent from Philadelphia.

St. Louis, July 24.—Andrew -Drew,
as pilot in the “Missouri” to Collinsville,
going the 19 miles in 25 minutes.

qualifying
0m

Jackson, Mich., July 29.—N. H. Arnold, pilot,
and L. E. Hayden.
Jackson, Mich.. July 26.—N. H. Arnold, pilot,

H. W. Alden and Burns Henry. Distance, 4 miles;
duration, 3 hours; altitude, 4,000 feet.

Jackson, Mich., July 27.—N. H. Arnold, pilot,
W. W. Clarke and Frederick Lewis in the ‘‘Mich.
No. 1,” the new balloon of the A. C. of Michigan.

*Pittsfield. July 27. 1910.—W. H. Van. Sleet,
pilot, and Alton Farrel, in the ‘Springfield,’ land-
ing at Wickford, R. I. Distance, 107 miles; dura-
tion. 5 hours and 15 minutes

ANOTHER NIGHT ASCENT.

*Hamilton, O., July 28.—W. C. Collins, George
Howard and Jean Arent in the “Drifter” to 4
miles west of Marion, O., on the 29th. Duration,
14 hours 25 minutes; altitude, 8,000 feet; distance.
about 115 miles.

LONG TRIP FROM CANTON.

*Canton, O., July 30.—J. H. Wade, Jr., A. Leo
Stevens and Jack Allen in the new Wade balloon
“Buckeye” to 6 miles west of Denver, W. Va.
Denver not on the atlas. Distance to county seat
of Preston county is 152 miles.

Jackson, Mich., Aug. 1.—Mr. and Mrs.
worth Clarke up in the ‘‘Michigan.”

Pittsfield, Aug. 3.—Wm. Van Sleet, pilot. W. M.
Remington and S. H. Hancock in the ‘'Svringfield.”
to Grafton, N. Y. Distance, about 35 miles; dura-
tion, 2 hours 40 minutes.

ANOTHER NEW PHILADELPHIA RECORD.

*Point Breeze. Aug. 3.—Dr. Thomas FE. Eldridee,
pilot, and Welsh Sirawbridge left at 9:28 P. M..
in the ‘Philadelphia II’? to 2% miles north of
Danbury. N. H.. landing at 8:30 A. M. the follow-
ing morning. After being in the air two minutes
over 11 hours, covering a distance of 303.8 miles.

NIGHT TRIP.

*Lowell, Mass.. Aug. 10.—J. B. Benton and J.

Walter Flagg in the “Boston” to North Haverhill,

Wed-

N. H. Distance, 107 miles: duration, 5 hours
45 minutes.

Pittsfield, May 20.—Wm. Van Sleet, pilot,
Messrs. Hunter and Smith, passengers, in the

“Massachusetts,” to Cheshire, Mass. Distance, 11
miles: duration, 30 minutes.

Pittsfield. June 5.—Wm. Van Sleet, pilot. J. B.
Benton and a Mr. Parker. in the ‘‘Massachusetts,””
to Bennington. Vt. Distance, 31 miles; duration,

6 hours, 538 minutes.

September, 1910

ou BON west

The Pittsburg Aero Club has been formed at

Pittsburg, Pa., with the following officers: W.
L. Smith, president; George H. Flinn, first vice-
president; S. A. Pickering, second vice-presi-
dent; C. A. Painter, third vice-president; J. A.
Glesenkamp, fourth vice-president; H. P. Haas,
secretary, and F. H. Richards, treasurer.
_ The Junior Aero Club of the Omaha Y. M.
C. A. is encouraging model building. Each
member is now building a model for a contest
to be held during the aviation meet at Omaha
July 23-27. <A prize of $25 for first and $15
for second, with Glenn Curtiss as judge, is
offered. The boys are given practical instruc-
tion in the building of models and the general
principles of aviation, together with a detailed
description of the leading models used to-day
for flying. Sergeant C. I. Adams of Fort
Omaha is instructor.

The Aeronautical Society was addressed by M.
E. de Jarny on the subject of ‘‘Aviation Motors”
on July 28. On August 11, the following sub-
ject was discussed by Messrs. J. Bernard Walker,
editor of the Scientific American, Walter L. Fair-
child, Rex. C. Norwood and Wilbur R. Kimball:
“Cautionary Methods in the Trying Out of New
Machines.”

The Aero Club of Blackstone Hill, Oakland,
Cal.. is another boys’ club, though little has been
heard in the East of it. It was formed about two
years ago with W. R. Davis, Jr., of 474 Prospect
St., as president, and W. Moller, as treasurer. It
has devoted its efforts mostly to models and
gliders.

The Aero Club of New England has sold its
56,000 cu. ft. balloon ‘‘Massachusetts,”’ and will
buy a rubber racing balloon of 80,000 cu. ft.
capacity.

The Aero and Motor Club, of Asbury Park,
has been formed to “promote aviation and mo-
toring and to conduct exhibitions in these sports,”
with a capital stock of $25,000,

The National Council of the Aero Club of
America has established its headquarters in the
Engineers’ Building. No. 29 West 39th St., New
York City, and members will always find a wel-
come in room 918 at the above address where
there is an office staff always in attendance dur-
ing regular business hours.

It is proposed to keep on file all publications
of interest to the members of the Council and
Secretaries of the various organizations are re-
quested to send such publications as will be of
interest in this connection.

At a luneheon arranged by Clifford B. Harmon
and Gage FE. Tarbell, before the latter’s falling-out
with the Aero Club, at which affair a number of
members of the Club and the Aeronautical Society
were present. it was decided to ask both organ-
izations to appoint a representative to meet and
endeavor to arrive at an understanding with re-
gard to the friction which the Club insists exists
between it. as parent, and the Society, as offspring.
It was suggested at the luncheon that the repre-
sentatives be Mr. Harmon for the Club and Hudson
Mayrim for the Society. The Club. however. ap-
pointed W. W. Miller, an attorney, and the Society
delegated Thomas <A. Hill. also a lawyer and a
“rank insurgent’ in the Club. Mr. Harmon was
thought by the Club not to be eligible to the honor,
as he is also a member of the Society. though sort
of a non-resident. No conference has been held. no
official communications have passed, and the idea
is thought to have succumbed to dry rot.

What has become of the Aero Club of Phila-
delphia? Letters addressed to them are re-
turned by the post office. The same is true
of the Aero Club of the Northwest, St. Paul.

109

AERONAUTICS

250 West 54th Street U\
J

New York

Cable: Aeronautic, New York
"Phone 4833 Columbus G

PUBLISHED BY

AERONAUTICS PRESS, INc.
A. V. JONES, Pres’t — = E. L. JONES, Treas'r-Sec'y
SUBSCRIPTION RATES
UNITED STATES, $3.00 FOREIGN, $3.50
ADVERTISING REPRESENTATIVES:
E. F. INGRAHAM ADV. CO.
116 NASSAU STREET NEW YORK CITY

No. 38 SEPTEMBER, 1910 Vol. 7, No.3

COPYRIGHT, 1910, AERONAUTICS PRESS, INC.

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.
AERONAUTICS is issued on the 20th of each month
All copy must be received by the10th. Acvertis-
ing pages close on the 15th. es z ps Be a i
Make all checks or money orders free of exchange

and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 2p ais

New Advertisers.

Each month marks the entrance into the aero
field of well-known concerns who are taking up
the new industry, or entirely new houses who see
opportunities in various branches of aeronautics.
Among these new advertisers this month may be
noted:

Tiger Cycle Works.

Hall-Scott Motor Car Co.

A. Ji. Myers:

Lincoln Square Novelty Works.

White Aeroplane Co.

G. TH. Loose.

Barberton Aviation Co.

Michigan Airship Co.

ee Mia Malis:

Hopkins & De Wilducheysky.

International Aeroplane Supply Co.

(OG ANS (Okovantar
A. F. Smith.
W. P. Youngs & Bro.

M. Magee & Son.

ReaO up eleurditsettc: CO:
G. H. Curtiss.
Corrected Figures New York-Philadelphia
Flight.

Unfortunately for the standing of one of the
first great cross-country flights in the States, that
of Charles IK. Hamilton from Governor's Island

to Philadelphia and return, it seems evident that
the official timers employed by the New York
Times haye made an error on the return portion
from South Amboy to Governor's Island. The
distances which were given out by that paper
were far from correct, as we mentioned at the
time.

Using the flying time of the Times, Hamilton
made *57.66 miles per hour from South Amboy

to Governor's Island, doing the distance of 22.105
miles in 23 minutes. No doubt this time should
have been 33 minutes, a speed of 40.19 m. p. h.
In view of the speed made going to Philadelphia.
without stop, when everything was working well,
43.29 m. p. h., it does not seem probable that the
great increase was made on the second half of the
return journey, when the engine was even miss-
ing fire.

It is not intended to detract one iota from the
achievement. but merely to follow out our inten-
tion of having nothing in the magazine but that
which is accurate, when accuracy is possible to be

attained.

September, 1910

Following are the eract distances, computed by
Mr. Williams Welch, chief draftsman. office of the
chief signal officer, U. S. A., and the newspaper
figures on the time. No accurate time was officially
taken by any aero organization :

Governor’s Island to Philadelphia, 74.514 miles.
108 minutes.

Philadelphia to South Amboy,
minutes.

South Amboy to Governor's Island, 22.105 miles,
25 minutes.

Average speed to Philadelphia, 45.29 m. p. h.

Average speed to South Amboy. 39.35 m. p. h.

Average speed to Governor's Island, *57.66 m.
Daweh

Total distance flown,

53.125 miles; 81

149.544 miles.

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EHXCITANGE—What have you to exchange for
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POR SALE—At a sacrifice. Bleriot Monoplane,
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TYPEWRITERS.—Al] makes. Caligraphs $6.00;
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110

ERONAUTICS September, 1910

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AERONAUTICS September, 19

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6th. A Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and
cylinder heads permits of a remarkably strong construction with minimum weight ; while our Vana-
dium Grey Iron Cylinder and cylinder head linings, piston heads, valve cages, valve seats, ete., is the
only dependable material for these parts.

Tth. A Superbly Beautiful Engine. The entire design is thoroughly artistic; while all ex-
posed parts not constructed of Magnalium—a shining non-coriodible metal—are nickel plated, the
whole surface being polished to a mirror finish.

8th. A Phenomenally Powerful Engine. This result is secured by the use of a comparatively
small number of cylinders of generous proportions, as distinguished from a multiplicity of cylinders
with their numerous parts and bearings, and consequent friction, and liability to derangement.

9th. An Hvceptionally Economical Engine. Itis a matter of common notoriety among gas
engineers that economy of fuel, as compired with power developed, is secured by large cylinders,
few in number, rather than by a multiplicity of small cylinders—a consideration of paramount im-
portance in aviation.

loth. 4 Moderate Priced Engine. While the material and workmanship of this engine is even
superior to the very expe nsive foreign makes, and not to be classed with the cheap engines flooding
the market, yet our aim has been to furnish aviitors with a moderate priced engine, cheaper than
could be produced by themselves, except in large numbers, and with an expensive shop and foundry
equipment,

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all.
MODEL E-1: Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $1,700

Prices include complete equipment, NO EXTRAS
Delivery 30 da:s: Terms, 35% Cash, with order; Balance sight draft against Bill of Lading
WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER
Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize

fo ofe ofe ofe ofe ofe ofe ofe nfs ofe eZee ofa ofa ofa fooze ke ate ofa fe of ofa ofa ole fe ofehe ofa ofe ake of ofe ef of ofeate ofe oho ofeige ofe ofo ooo so ofe ofe nfo of ofe ofe ofe ofo ofo fe ofo ofe fe ofeofe ofeofe ole efe

ce the heat of your engine for the comfort of your passengers. Weight, | 5lbs. per gallon of jacket water.

“ SEND FOR CATALOGUE C-2

*% THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

FE seogecdecpnteotesfstesteofeofosfntosfeolesfetoofeofoofodosteofeofedoeloofeofsfeofesfoofeofesfoafoefooBonsshonfoobecbfoefoafeoboofoofoobooefoefecfeosfe closeted

In answering advertisements please mention this magazine.

ERONAUTICS . September, Toro
Pod ob ode ode fe fo ofe of ofe ofe fe ofa nfo ofa ofe oho ofe ofe ofa ofa oe of ofe ofe fe fo ofe of ofe ofe ofe ofe oe of of ofe fe ofe ofa oe of oe ofeofo ofe fo of oe ofe of ofe ofe ofa oof foconge ficge

AEROPLANE ENGINES

ADAPTABLE ALSO FOR USE IN THE DRIVING OF

Dirigible Balloons and High Speed Motor Boats
EXPERIMENT with no EXPERIMENTS

EQUIP YOUR AEROPLANE with
an ENGINE of PROVEN MERIT

and thereby avoid the unnecessary expenses, accidents and barriers to success

that naturally follow in the wake in the purchasing of an untried product.

IT IS THE ENGINE THAT COUNTS MOST

More and more we realize this as brilliant success, and brilliant failure
too, are recorded. It is to the engine we must pin our faith to bridge
that distance between us and a complete mastery of the air. To all who
are putting forward a strenuous effort to achieve this end, a RINEK motor
will prove of invaluable assistance. They are the lightest, practicable,

water-cooled aviation engines yet produced, and run with faultless precision.

TYPE B-8

60 H.P., Kight
Cylinders,
mounted ‘*V’’
shape with a
90° relation to
each other.

Weight, 278

TYPE B-4

30 H.P., Four
Cylinders,
mounted ver-
tically on a
common crank
case.

Weight, 130

lbs. complete. Ibs. complete.

Favored exclusively by the experimenter in the science
of flight, as they insure to him the maximum of safety

American Builders of the STANDARD VOISIN TYPE AEROPLANE
“THE ARISTOCRAT OF FLYING MACHINES”

THE RINEK AERO MANUFACTURING CO.

EASTON, PENNA.

i

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EPPPEEEE EEE EEE Pb bob bb bole le fede feof ede sde ole cde ole oof ofe oho nfo fe ofe ote ofe ofe fooke oho ofe oe fone oho ofe hoffe ofa ofe fo ofe ofa oho ofe ofoofo oe ofe ofa ofe ofa ofe ofa ofe ofa of ofe of ofe fe ofe ofa ofe ofa of ofa ofe ofe ae ofe afe

In answering advertisements please mention this magazine.

AERONAUTICS September, 191
EE

tie TIMES, THURSDAY. JUNE 16, 1919.

|

>x- jthem had worn almost through. Had it
vorn all yay git would have released
te ene ave m r’s flexible seat,
lft re impossible ever
2d to eee rel ce a sidewise wind
2 INHAMILTON'SELIGHT 3:°°¥ Phu
so Slant.
ild The answer CugfMss Aina again when he

landed at.Goverttors Island was that his

ee rubbed against a brace on ac-
ne’s vibration, and had
ts side, thus dropping his
’ when he still hada

Curtiss Finds the Quality of Oil ™@
Supplied in Philadelphia Forced
the Flier to Descend.

Pe se engine®
ome ernors Island, d Wri
the dviation fiela ‘full
\@M@kes. Only the night before
wire on. one. of .thesei stakes,
king another chance . of. spinning’ safe-,
through them ne morning he met a,

So
U oO
2
NS

SOME PROBLEMS SOLVED

ere,

As to his second accident on son) long

A flight, Hamilton’s mechanic had seen thef
can of light oil that a Philadelphia con-{
cern had supplied instead of the brandy
ordered, and had refused to accept it. Ad
TIMES representative promptly dispatchéd {
a fast automobile for a'can of the proper
brand. Tem minutes before the. auto-
mobile was due to return light. rain he-
bfirun to fall and storm clouds uppeared #
in the west. Hamilton louked them over;§
he had set his heart on winning the

B jround trip flight from New York and¥
et back, and realized that every minute §
eounted. He wasn't willing to await fair

Moot Points In Aviation Cleared
and Aerial Travel Thus Made
Less Hazardous.

Glenn H. Curtiss, who was a make

bicycle engines before ho wads "
‘Red over Charlég K. Hag 2

-sterday and found

ought the flying mag
nile winging §

New York

nl

Bie and exactly the right oil, so he ‘
e -eized the can himself, filled his tank.g
Gee !and in a nuiaute or two more was ug
cs é air and off.

Mobiloil

A Grape For E.acu Type or Motor

Are You Using the Right
Oil on Your Car?

The most important thing left en-
tirely to the judgment of the owner in
the operation of his automobile oraero-
plane is the selection of a lubricant.

The discriminating carowner selects
the grade of Mobiloil specially suited
to his type of motor. Is it not signif-
icant that aviators generally, in this
country and Kurope, use Mobiloil
exclusively ?

To prevent substitutions see that cans are sealed.

VACUUM OIL COMPANY
Rochester, U.S.A.

ee
Motel Astor
ew Pork

Vacuum Oil Company,
29 Broadway,
New York City.

Dear Sirs:

I am pleased to report the success we

have met with in the use of "Mobiloil" in

lubricating the engines in our seroplanes,

and to say that it maintained its reputa-

tion in my Albany-New York flight..

Very truly yours,

June 6, 1910.

a

Vol. VIL. OCTOBER, 1910 > No. 4

WQws :

, qe

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Dot

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THE AMERICAN MAGAZINE \
—y OF AERIAL LOC oM OTION WY
f) PRICE 25 CENTSA 22 ya» * >. 39th ISSUE (A
ANS GES THR | 2 Soot eros, Metrppetee einem,
MILES IN BPLANE’ DASHES PLANE INTO LAKE TO Zen cheitsh
——_ | AVOID HITTINGSPECTATORS) = Zour, “7%
ey aie Thinty- | (Aviator John J. Frisbie Compelled to Cut Short ee Tonia
ease! | Successful Flight in Rochester Because | ~ “4 Fern» ° Une

of Crowds at Landing Place.

| AcumM= ~ >ECREN RY HEAVY WAV) "

Set lm
‘BOLD R STUNTS Walsh itiakes first

Ain or : Coast Flight With /"? Autoise Fie,

achester Aviator Winning Ne Special Acro Engin, “orga ane ating I
Lautels at garen ON: cen rsepower Eld ad ; 90 ite Joy fn
nt ; I eee

5-orse ator
———_F te a : =
es THIS 7 VOrkS Pert ty Blan Llbridge Engine Company
At Beach Camp. SECO a
; aT? :
" Ne S New A CULVER Koay Rocuester NY

— See I), Gl a
Ehiter Romulo
, otis t wrtt ade. Wyse

clifpuonge om gel Ucty ht.

made og 9.) Psi, geo Ral
ced

STATIONARY AND MARINE ENGINES

a
‘ie
©

4 le
ff E the
|
aX! Sgents f
have h
aa

for!
nds

Cece Sas
“4 B+ Reh r4, dn dese;
VAN, 8 GA Tg Ae
Ym. Paudm, Dr. 4 nomic. Cara. Burmbaus I
ERS Kimey, and cturein
fom a feur Experte Ak Abin Hag hile
RoE Aare Ken MK

Woh Clinidge ' Peat lwrwerg? 2

YU
ny

ALNNNOH CUBS |
REGATTA FINISHEL

i =
Eldridge V, Won the Distan
Speedboat Race When Con

petitors Broke Down... *

2) a Nes : oe: os s

CE i |

AERONAUTICS October, 101

Hp ofeoposfeoferfeofe ogo ofeoGoofeofoofe nfo fo cfoofe nfo nfo oho ofe nfo nfo ofe ofe nfo fe ole ofe nfo ofa ofecfooge ofa ohe oferta hecho cfocfe ofa age eke fe hs oho fe obs oho eho ofa ofe oho che obo ofe eke

Pe R OV E. It is easy to fly with the
right power, because

novices have flown successfully with

Harriman Engines 3;<; cttenst:

Pobeod feof of ofe fo cho oooh ofoode che ohooh

30 H.P. Harriman Engine in Action at Mineola

If you are out to fly, equip your aeroplane with an
HF Flying Power Plant and suecess' is’ assured

30), ESP. 50. Hae:
Complete Power Plant of Complete Power Plant
Price, $1250.00 Price, $1675.00

1911 Models Now Ready For Delivery

NOTE:—Mr. Geo. Russell in his endeavors to fly at the Richmond County Fair, Staten Island, did not use a Harriman engine

Harriman Motor Works, So. Glastonbury, Conn.

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SPE EEE EEE EEE EEE EEE LETT EEL
"So Se oBe a8e Se cle ole cSe ce ce Se ce cle cece oe che che Se Se che Be Be 28, 2 Be

eke

In answering advertisements please mention this magazine.

~ ‘
Oe it

a é
‘ aoe t
S. Te = 5

THOROUGHFARE BUILDING
1777 Broadway, at 57th Street
NEW YORK

ONE Se a me eR eS

Subscription, beginning with... II pending Wilh. 8 es OLD number
Advertising
Books

Single Copies

U Ma2 pa

Bekes Yr prp QD

b, hh = ~ PR . oe ngAl Cases
Terme KO . (4 Ye bpm | 1
La PAX rt CG He lk

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busyaapy

daguinu Gil ae ae ee ya Buypua <- BL 973% Bujuujzbag ‘uojdzsosgne

SS SS SSS

WYOA MAAN
PANS YIZG 1 ‘Aempeorg ///|
ONIGTING AYVIHDNOYOHL

1?

SNENNTOS €€8h ANOHd

Cheapest Speed Indicator

is relative. First cost means little. It’s the years of satisfactory service that deter-
value. Here the Warner Auto-Meter stands supreme—without a rival. It is so
construction that it remains absolutely accurate, dependable and reliable for years
ditions which would ruin a $250 chronometer in -

-as when new. We never yet have seen a
t*? Auto-Meter. Other speed indicators become
in a short time, and must be replaced every
months, yet they cost almost as much at first as

- Auto-Meter

as so much to do with satisfaction and the pleasure that
*t that even the owner of a moderate priced car should
arner Auto-Meter. It’s good business judgment to

r Instrument Company, 1°70. Wheeler Ave.

BRANCHES:

=Jgewood Ave. Denver, 1718 Broadway Philadelphia, 302 N. Broad St,
3oylston St. Detroit, 870 Woodward Ave. Pittsburg, 5940 Kirkwood St.
Main St. Indianapolis, 330-1 N. Illinois St. pontane: Ore., 14 N. 7th St.

0 Michigan Ay. Kansas City, 1613 Grand Ave. San Francisco, 36-38 Van Ness
)7 Main St. Los Angeles, 748 S. Olive St. Seattle, 611 E. Pike St. [Ave. ;

62 Euclid Ave. New York, 1902 Broadway St. Louis. 3923 Olive St. Other Models up to $145

DOGDOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOD

e Three-States Aero Show

N account of the postponement of the International
Meet and the subsequent conflict of dates, the
2EE-STATES AERO SHOW, announced to be
in Philadelphia, October 22nd-November 5th, will
eld November 2nd-12th, inclusive.

As this is only ten days instead of two weeks,
2s of floor space have been reduced 25%. Attractive
livisions can now be made and arrangements closed
showing small exhibits at low prices.

For all information, address the Manager
HENRY M. NEELY

Club of Pennsylvania, Betz Building, Philadelphia, Penn.

In answering advertisements

Auto-Meters over 8 years old are as accurate- eee a Model

PIGS: October, I9Q1o

AERONAUTICS

THE LOOSE
MONOPLANE

IN A DISTINCT CLASS BY ITSELF

Original in every respect but embodying

the best principles now used on all suc-
cessful monoplanes.

The Improved ‘‘Demoiselle”’
A larger machine
150 Pounds for 150 square feet
—————_ a 26-foot span —————————
Designed for 5 pounds per square foot
No infringements—Ready for Power Plant
SPECIFICATIONS

4 ply laminated ribs — Roebling steel cable
20" steel wheels Palmer tires

=" steel axles Hartford—varnish

Only a Limited Number at this Price

Send for circular

The G. H. Loose Moncplane Co.

SAN FRANCISCO, CAL., U.S. A.

SH F44444444444444444444444444 4

AEREAL CLOTH

The Cloth of the Hour -

+

ae

@. Guaranteed proofed against sun,
rain, and wind) weighs 6% oz. to
the yd., 36 in. wide.

@ The strongest, lightest and most

practical silk cloth in\ the market.

Especially adapted for Aeroplanes
and Balloons.

Prices and samples on application.
Address:/ THE H. M. H. MILLS
Dept. A, - Room 608

1 Union Sq., West, New York City

Western Office: MOFFAT BUILDING

Room 508

Detroit, ss Ss Michigan

PHA H 44444444444444444444444

WOOD

October, 1910

One 4-cyl. 40-60 H.
plane motor co

One 7-cyl. 30-40 H.

: Elbridge aero-
plete, new - - - $900.
revolving motor

complete, new a A sit Kenta = eee 750.
One 8-cyl. 30-35 H. VAype motor

complete, new fai) arias i=\ niin, a i 750.
One Biplane complete, less motor - - - 500.
One Monoplane, complete, less motor - - 500.

PROPELLERS/AND AEROPLANE Parts

On account of the pressure of other business we
hive discontinuéd thamanufacture of aeroplanes.
The above prjées are Way below cost to close out
quickly. IfAnterested, write at once.

THE FISHER AUTOMOB\LE CO., Indianapolis, Ind.

For Aeroplanes

Long Lengths of Selected Straight Grain

Spruce --Pines --Bass -- Whitewood--
White Cedar, Etc.
FULLY EQUIPPED MILL—LOW PRICES
Manufacturers Supplied
WM. P. YOUNGS & BROS.
First Ave. and 35th Street - New York

Sedo rheofocfooGooforgo oto fe fenteo fe we cfochoeLs hack ofeofachoefechockong,

of Ho oFo ete fe ofo foal nfo oho fo che feof:

FOR SALE famediate Dae

Kobe oho sho cfo fe cho nfs ofeofoeZoge oho ofe ofooks

Fe ofecfoofe:

Ee eGo oho ofo ofe ofoofe oe fe fe ofe of ole ofa eke

Be Teed focfoofo efecto cho ofo ote ofa ofeofe ote cfe ode ofocfo ode cto che oho nfonfe oferfoohor feos

bbb bp

NAIAD

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Aeronautical Cloth

He Bederhe Behe fede coche oho fo fe oe oooh of ofe ofe ofa ofa of ofe ofe ofe ofa of ofe ofe ofe ofe oe

EREEEL EEE EE EEE EEE EEE EL

Manufactured Especially for
Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Samples¢—Data-and--Prices—-on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin St., New York

In answering advertisements please mention this magazine.

aa

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ERONAUTICS October, 1910

£3555OO55OO$OO$O55$OO5O65$555555555555555555555h55h54545)

Curzon-AviationCo.ls:. | | CRAFTSMAN

American Aviation Training School
REMOVED TO
WASHINGTON PARK AVIATION FIELD

ae EAST ST. LOUIS, ILL. ————
Curzon No. 1 Biplane, Speed Machine, - $3,500

Curzon No. 2 Farman Type fe FOplaye. $3,500
Curzon Monoplane, - - $4,000
All equipped with the Elbridge Featherweight Engines IMPROVED

The Freneh Gnome Engine will be furnished for
the additional sum of $2,600 om machines

only at this combined figure Santos Dumont Type
You can witness demonstration flights of your
machine of at least 5.miles beforé accepting same.

Free tuition to puyghasers. Hons AEROPLANES Hi eee $1,000

Only a limited number of machines to be sold
at the above figures, prices will advance shortly.

America’s First Aviation Training School

Send for Specifications

es Open to Erg atic br All Kinds of Wood and Metal Work
Actual practice in\the Art of Flying. : . c
Aviators’ diplomas issued on qualifying. Made to Order. Gliders, Special Parts,
Technical training; how\to build, lectures, Spars, Struts, Ribs, Skids, Wheels, Etc.

ete., by Prof. Harrison, motor expert,

master of mechanics and profound student ADDRESS

of aviation for the past three years. 9626 ERIE AVENUE
Address all communications to M. STUPAR $0. CHICAGO, ILL.

I: W. CURZON, arg a Obs EL Successor to J. STUPAR, Pattern and Model Shop

SERN NINES

To Aeroplane Meet Promoters
MAN-CARRYING BY KITES

was for the first time in America demonstrated as an attrac- /
tion at the Harvard-Boston Aero Meet. |
@ There it was shown how easily a man could be sent 200 ft.

in the air supported by from 6 to 15 enormous 18 ft. passen- Y
ger carrying kites.

@_ The height to which he can go (up to 1,000 ft.) varies only

with the wind velocity and nerve of the operator.

@ The Army officers present testified as to its great value for

scouting purposes in war.

@_ As this feature is at its best when the winds are so strong

that the aeroplanes cannot fly, it is especially valuable as an
attraction at Aeroplane Meets.

SAMUEL F. PERKINS, 110 Tremont St., Boston, Mass.

|
|
LESS SENN WMH HOON HHH NB ENN MH HM HH MHI HHH OTE TG,

| In answering advertisements please mention this magazine

October, 1910

AERONAUTICS

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In answering advertisements please mention this maga

AERONAUTICS

AN AMERICAN BALLOON TRIP

Some Noted Events and Thrilling Experi-
ences in Balloon Voyages in All Parts
of the World, Written Especially for
“Aeronautics.’””*

By Rufus G. Wells

N 1870, after winning a balloon race in London
with an English aeronaut, I went to Paris to
offer my services to the new Republic. There
I was employed by the Defense Nationale to
construct a balloon for taking General Bazaine
with his officers out of Metz and carrying them
over the German army and landing them in France.
From silk furnished by the government, I made a
balloon two hundred feet in length. About the
time that this was completed, the largest balloon
at the time ever constructed, we were disappointed
by the surrender of Metz by General Bazaine.
A most interesting experience in my ballooning

took place during the World’s Fair at Paris in
1889). I made an ascension in company with Wil-

liam J. Hammer, electrical engineer and director
of Thomas <A. Edison's exhibit at the Exposition,
and Dr. A. Lawrence Rotch, director of the Blue
Hill Observatory at Boston. Many interesting ex-
periments, both electrical and astronomical, were
made on the voyage. ‘The balloon was in the air
about four hours, traveling on an average twenty
miles an hour.

On one occasion I made an ascension from a
beautiful garden in Copenhagen. I was carried by
the wind over to Sweden and landed in the sea,
where I was rescued by men in boats.

On a visit to Italy I made an ascent at Milan

during a festival. The balloon rose to the height
of three miles, and I then made a descent in a
parachute, to the great astonishment of the multi-

tude, being the first exhibition of the kind they
had ever witnessed.
From Italy I went to Constantinople, where I

made an ascent over city, obtaining a magnificent
view of the palaces, temples and mosques. On my
dessent I was well paid by the Sultan, who also
gave me some rich and splendid gifts.

On an extensive tour in India I made many as-

censions in the most celebrated cities—Bombay,
Delhi, Agra, Lucknow and Calcutta. The Maha-

rajah of Cochin gave me a bag of money and took
a diamond ring from his finger and made me a
present of it. At Akyob, in Burmah, I made an
ascension and was carried out over the sea. On
being rescued by men in a boat and taken to land
the people gathered around me, believing that one
of their gods had appeared amongst them.

During a summer spent in the island of Java
I made the first balloon ascension’ in Batavia that
had ever been witnessed there. The balloon passed
up through a cloud and the people thought it was
the last they would ever see of me. I went off
about 100 miles and landed on a rich tea and
coffee estate, to the great astonishment of the
Natives at work there.

In South America I made ascensions at Lima,
Peru; at Rio Janeiro and at Buenos Aires. At the

latter place I descended in the La Plata River. On
throwing out ballast the balloon rose so rapidly
that the sun which had just gone down was seen
rising about the horizon, in the west instead of
the east.

On different visits to Mexico I made sixty ascen-
sions, and received full remuneration and utmost
courtesy from the people wherever I went. I was
the first aeronaut to make a parachute descent in
that country.

*Rufus G. Wells, up to his death the oldest liv-
ing American aeronaut, died on August 3d at his
home in St. Louis, aged 80 years, while sitting
in his chair, stricken with apoplexy. An account
of Mr. Wells’ experiences in ballooning was writ-
ten by him for AERONAUTICS in the fall of 1908.
His most interesting story will be found in this
issue.

111

October, 1910

OVER ROME

Rufus G. Wells

WANTED TO CROSS THE ATLANTIC.

It was my desire to cross the Atlantic with an
immense airship seven thousand feet in length and
two hundred feet in diameter, inflated with hot
air, and enough fuel to burn and provisions to last
on the way, not only to cross the ocean, but to
go around the world with some brave companions.
I ought to have carried out my project long ago,
and to have been the first one to reach the North
and South Poles with a gigantic dirigible. If
wealthy men would assist, immense airships could
be made to carry a hundred persons with safety to
any part of the world.

All governments should use great airships in
war and to visit all parts of the earth. I was
very much pleased to carry the Stars and Stripes
higher over Rome and other cities than any other
person has ever waved them.

THE AMERICAN FLAG OVER ROME.

The Pope and Governor of Rome said I must
not wave our flag over Rome—but I did wave
it in spite of them, and they said I could not
make another ascent from Rome.

(Continued on page 135)

AERONAUTICS

October, roto

PROPELLER DESIGN AND CONSTRUCTION

By Spencer Heath,

OF THE AMERICAN

the American Propeller Co. from their

“Paragon” propellers, according to the re-

port of the Emerson Engine Co., of Alexan-
dria, Va., which is putting a new 6-cylinder
2-eyele aeronautical engine on the market.

A “Paragon’’ propeller tested by them on one
of their engines which they sold recently to
Dr. W. W. Christmas of Washington, D. C., for
his new biplane, Red Bird, now being experimented
with at College Park, Md., gave the extraordinary

S OME remarkable results are being attained by

thrust of 456 pounds at a of 1,100: r.p.m.

speed
The propeller was designed specially for the par-

ticular surface-weight ratio and other properties
of the Christmas machine and the speed and
power of the engine, the aim of the designers
being to adapt the actual flying thrust of the
propeller to the head resistanee of the machine
at its calculated speed of travel and that the
propeller shall have the least disturbing effect
upon the air when the engine is running at its
most efficient speed of about 1,100 r.p.m.

The propeller in question is 8 ft. in diameter,
by a pitch varying from 4% ft. to 5 ft. at different
parts of the blade. The material is all edge-
grained white spruce with five laminations in each
blade, all of the pieces being spliced or secarfed

112

>

PROPELLER CO.

together at the hub in the manner characteristic
of the “Paragon” propellers and all the glued
joints throughout the blades being made doubly
secure by numerous birch dowels regularly spaced.
The hubs are faced with hard maple. The weight
is 10% pounds.

It might readily be assumed from the great
standing thrust yielded by the ‘“Paragon’’ pro-
pellers that they are designed particularly with
this result in view, but that is not the case, the
standing thrust being merely incidental to a good
design for giving thrust at speed.

The main feature of the American Propeller
Co.’s work is to furnish propellers designed in-
telligently and = scientifically for each individual
case, believing that no standard design can be
evolved while there is such wide diversity in
flying machine construction. This diversity is
shown in the extreme variations in surface-weight
ratio, from about two to perhaps six and one-
half or seven pounds per square foot of surface,
to say nothine of the radical structural dissimi-
larities in different successful machines.

Each pronveller is designed with three conditions
in view: The most efficient running speed of the
engine, the speed through the air at which, with
proper propeller design the available power ought
to carry the particular machine; and the estimated
head resistance at this speed. From this pre-
liminary data is derived the winding or helical
path to be traversed by every portion of the
blade, and every 6-in. section of the blade is de-
signed with reference to the work it must do
while traversing this path as an aeroplane (more
properly ‘‘aerofoil’) following a _ helical instead
of a plane horizon. Each different blade section is
riven a suitable form and angle of incidence to
its horizon, according to its particular speed, its
necessary width and its relation to the other
parts of the blade, and the entire number of seec-
tions so determined are combined into a_ single
blade having harmonious properties throughout.
This method of design naturally results in a blade
of variable pitch at different distances from the
center. In the progress of every design this vari-
able pitch and all the other important properties
of the blade, such as the gliding angles, co-
efficients of camber, ete., for its different parts,
are plotted in diagrams on special cross-section
paper. ;

In determining the blade area the principal
consideration is that it shall be sufficient to
keep the percentage of ‘slip’? within the limits
of good practice at all points, and the width is
apportioned in a manner to give a fair distribution
of work over the principal portions of the blade.
The varying gliding angles are arranged to take
advantage of the inflow of air from the periphery
and give it a sternward flow with the smallest
amount of disturbance. The co-efficients of camber
(percentage of curvature) for the principal por-
tion of the blade are derived from a consideration
of the width, gliding angle and velocity of each
point—the elements of width and angle increasing
the coefficient and the velocity reducing it.

The diagrams of these varying features are of

ereat interest, showing as they do, at a glance,
all the different properties of the blade under
its working conditions and making possible the

very ready comparison of different designs.
Nearly all of the ‘Paragon’ propellers have been
designed in accordance with the principles already
indicated with a view to their operation in actual
flight, rather than their capacity to produce phe-
nomenal thrust, although they seem to possess this
capacity in greater degree than others. <A few
designs, however, have been gotten up for heli-
copter work, in which, of course, the standing
thrust alone is the object sought. These designs

proceed from a very different method of caleula-
tion and are not adapted to keep un_ their
thrust at any considerable axial speed. We are

not able at this time to give full particulars con-
cerning tests of these helicopter designs but we

(Continued on page 118)

AERONAUTICS

October, 1010

iene Vetere IP OF A BIRD'S WING

By Dr. A. S. Rowe.

AVING made a study of bird flight for years,

I have been much interested in the article

published in your esteemed ABRONAUTICS,

written by Prof. H. La V. Twining, of Los
Angeles, entitled: “Can Man Fly With Wings.”

These articles show a great deal of deep thought

and close investigation into the science of bird
flight, but have brought Prof. Twining to con-

clusions the reverse from those proved out by my
investigations and experiments, i. e., that the air
does pass through the feathers of a bird’s wings
on the up or forward stroke, ana if you will kindly
allow me space in the columns of ABRONAUTICS, I
will endeavor to give the experiments which led
me to this conclusion; not for argument’s sake
but for the benefit it may be towards solving the
problems of the science of aerial flight.

In the August number of AERONAUTICS, Prof.
Twining, discussing the action of the up and down
stroke of a bird's wings, says: ‘“‘Much speculation
has been indulged in as to the feathers opening
on the upstroke to let the air through. Just a
little intelligent observation of an extended wing
will show how utterly fallacious this assumption
is: The feathers overlap so they shingle on top
from the part near the body to the tip. On the
underside they shingle the other way. In either
case, as the air strikes the surface, the feathers
bind together and present a solid surface to the
air. The direction in which they shingle cannot
make any difference in this respect. If we take
up the wing and blow violently on top of it, hold-
ing the hand on the other side, no air will be felt

coming through. If we blow against the under
side the same result is obtained.”
Now, in order to arrive at an intelligent con-

clusion regarding the stroke of a bird’s wing, and
the action of air upon it during the strokes, we
must understand the following points.

First.—The mechanical construction of the feath-
ers. Taking the feathers of a turkey buzzard or
pigeon’s wing we find the barbs of nearly equal
length on either side of the shaft near the body
of the bird, and the barbs are of nearly the same

flexibility on both sides of the shaft, those on
the farther side being slightly the stiffer; but from
near the body the barbs become longer on the
inside of the shaft and shorter and stiffer on the
opposite side of it with each successive feather,
until in the feathers near the tip of the wing
the shaft is nearly to the outer edge—thus form-
ing a long valve, so to speak, with the shaft as
an axis at one side.

Second.—The position of the feathers in the
wing. They are placed in the first third of the
wing nearest the body of the bird, or out to the

second joint, parallel with the body and at right
angles to the front edge of the wing at their

insertion, and their flat surfaces are nearly hori-
zontal with the front edge of the wing; also when
the wing is extended. From the second joint they
diverge outward from a parallel line with the
body until, in the buzzard’s wing, when extended
they attain a position nearly at right angle to
the bird’s body.

Third.—The relative position of one feather to
another. The feathers lap or shingle nearly one-
half their width out the first third of the length
of the wing. The barbs on that side of the shaft
of the feather nearest the body under the pre-
ceding one nearly their length. On. the other two-
thirds of the length of the wing they lap under
relatively less as the feathers diverge from each
other.

Fourth.—The relative proportions of the wing.
Only about one-third of the length of a buzzard’s
or pigeon’s wing is contained between the first
two joints; the other two-thirds being made up
from this point out. The feathers are much
longer and wider in this section of the wing
and the width of wing is about one-third its
length.

Fifth.—The direction of the stroke of a bird's
wing in relation to its body. The stroke varies
according to the results to be obtained: as when
in starting on flight the wing is raised much
higher above the body and is brought farther
below it, and the flexion of the wing is much less

q ae ay ae rw ren ar the a eee: F A los | Seer

113

AERONAUTICS

than when the bird is in free flight, but on the
up or forward. stroke it always moves upward
and forward, and on the down stroke moves down-
wards and backwards; thus making a _ rotary
movement on the whole. The tip of the wing
traverses a cycle corresponding to a curved line
drawn from the tip of the bird’s tail to the tip
of the wing when extended. (See sketch.) The
wing is not thrust forwards and backwards ex-
tended, as though hinged at the bird’s body, but
is flexed at every joint including the one at the
body, to a greater or less degree. From the sec-
ond joint out is the area of greatest motion. The
more rapid the flight the greater the flexion that
takes place in the wing at each stroke. In every
swift flight a pigeon closes its wing nearly against
the body at each stroke. The action of the wing
then is outward, upward and forward from the

body to the point of extension in the up or for-

in the downstroke,
inward towards the
front edge of the

and the reverse
backward and
body. In the up stroke the
wing travels upward slightly farther than the
rear edge, and the reverse on the down stroke.
In normal straight-a-way flight the wing is ele-
vated about as far above the horizontal line of
flight in the forward stroke as it is brought be-
low it in the down stroke.

Sixth.—The stroke of the wing relative to the
line of flight. We see then that the forward
stroke of the wing is made at an angle outwards
from the line of flight something like forty-five
degrees. The elevation and depression of the
wing above and below the horizontal line of
flight varies according to the lifting power re-
quired, increasing with the greater light.

Seventh.—The rapidity of the stroke of the
wing in relation to the passing air. The bird’s
wing moving through the air on both the up and
down stroke is always swifter than the motion
of the air through which it is passing. Were
this not the fact, a bird would be unable to rise
from the ground and could not make headway
against the wind.

from the

ward stroke,
or downward,

foregoing, understanding the
mechanical construction of the feathers, their
position in the wing, their relative position to
each other, the relative proportions of the wing,
the direction:of the stroke in relation to the body
of the bird, the stroke of the wing relative to the
line of flight, and the rapidity of the stroke in re-
lation to the passing air, we are enabled to make
a test of the point in question, and will ttke up
the experiment where Prof. Twining left off, by
taking the bird’s wing and directing a blast of
air downward against it in direct opposition to
the up or forward stroke, as described above, at
the same time moving the wing toward the air
current, the same as does the bird in flight.
The air will be found to pass through freely be-
tween the feathers, and the air will pass in great-
est voiume through the outer two-thirds of the
wing. On the down stroke, the feathers lapping

Now,

October, toto

under each other as they do, are pressed against
each other, which prevents the air from passing
through upward; but on the up or forward stroke
this pressure is temporaily released owing to the
rapidity of the upward movement—this movement
being much quicker than the current of air pass-
ing creates a slight pressure from above caus-
ing the long flexible underlapping barbs of the
feathers to spring slightly downward admitting of
the free passage of air between them. Birds, such
as the quail, grouse, wild turkey and humming
bird, which have a heavy body relative to the
amount of sailing surface of their wings and who
make their flight with a greater up and down
stroke of the wings than do those haying more
sailing surface, will be found to have the feathers
spread much farther apart in the outer two-thirds
of the wings, the shafts of the feathers in this
section being quite to the out edge, with the barbs
underlapping much less, all of which is conducive
to the free passage of air through the wing on
the up stroke. And, too, another factor con-
ducive to a free upward stroke of the wing, is
the fact that the thrust is made in such a man-
ner as to present the edges of the feathers, to
a greater or less degree, toward the line of mo-
tion of the wing. This is accomplished to a
great extent by the forward edge of the wing
rising farther than the rear edge.
several reasons that prevent us from being able
to see the light between the feathers of a bird’s
wings when they make the up stroke in flight
when passing above us. Three of the main rea-
sons are: That the stroke is made most too
quick for the human eye to catch it; the de-
pression of the inner edge of the barbs of the
feathers cause the feathers to assume more of a
curve, the lower edge of one feather cutting off
the line of light coming through the next; a por-
tion of the bird’s body and tail would obstruct the
line of vision through the wing, owing to the
angle of the wing in relation to the bird’s body,
and that of the position of the feathers in the
wing.

Perhaps the failure of suecess of all the orni-
thopters built up to the present time is due to
the fact that they only partially emulate the
different movements of a bird’s wing when it is
in flight, as by the foregoing we can see that it
would be a very difficult matter to make a ma-
chine that would be capable of obtaining the neces-
sary movements essential to extensive flight; in
fact, the complexity of such a machine would bar
its usefulness. In Fig. 1, A is to represent an
extended wing of a bird when in flight, B the
flexed wing after the stroke, C the line traversed
by the tip of the wing, if we were to look at it
in the direction of the body during the stroke,
should the bird’s body not advance but remain
stationary. When the bird’s body is advancing in
flight the tip of the wing describes a series of
loops. D represents the line of flight, and the
arrow the approximate angle of the stroke of the
wing in relation to the line of flight.

In the glider built by Dr. Rowe it has been
attempted to follow the shape of the bird, with
the turkey buzzard as the pattern. The machine
is 30 ft. 6 ins. spread, planes 8 ft. fore and aft, and
the total length 15 ft. The weight is but 44
pounds. The depth of the curve of the planes is
7 ins. at the central section of the machine, this
depth being at a point one-third back from front
edge. This curve diminishes in depth until out
10 ft. toward their tips the planes are flat. From
this point they curve upward to their ends as well
as curving slightly upward toward the edges,
in imitation of a buzzard’s wing. The dihedral
angle is in exact proportion. The perpendicular
rudders curve downward in a position to take the
place of the sides of the bird’s body and extend
the length of the planes with the exception of a
space near the center of each, which gives room
for the operator's arms. The situation of these
rudders is designed to prevent the machine be-
ing turned around when going sideways to the
wind. The bracing system makes the machine rigid
at every point. After trials as a glider a power
machine will be made of it.

14

There are

af

AERONAU FICS

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bisa... In answering adverlisements please mention this magazine.

October, 1910

CHURCH
Aeroplane Co.

BROOKLYN, N. Y.

Working Models
Flying Models
Separate Parts
MODELS BUILT TO ORDER

From Working Drawings, Etc.

SUPPLIES FOR MODEL BUILDERS:
Aruminum, Rarran, Banoo,
Wurre-Woop, Erc.

Special Notice!

E have received so many

inquiries for agency prop-

ositions and orders are
coming in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up with our correspondence, but
will fill orders and answer all
letters as quickly as possible until
we have increased our facilities
still further.

Price List of Models and Parts

is now ready, but it will be
some little time before our
Supply Catalog for Full Size
Machines is ready for distribu-
tion as there are so many new
things to list. In asking for
catalog, please state which one
you want.

CHURCH AEROPLANE CO.

Main office and factory
123 Smith St.,
BROOKLYN, : : N.Y.
Chicago office, 49 Wabash Ave., H. S. Renton, Manager.

POPPA LLLP PL PAPAL

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\

AERONAUTICS October, 1910

ArE

IF YOU USE

G Consider the U. & H MAS.
TER INTERRUPTER It has no
springs, no screws, no insulation
to break, no adjustments, no piv-
ots, and no rollers and when it i#
assembled at the factory it practi-
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tegral construction

It 1s indeed a radical departure

EVEN
THE CUNNING
FAIRY
DWARF GNOMES
FIND IT
SAFELY
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AGAINST

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miles of use show no wear It
cannot be adjusted It is per-

MONKEY WRENCH manently setat the factory, and that
settles it forever Thus the lia-
AND bility of incorrect adjustment, the

bane of other magnetos, 1s wholly
abolished. Hence its name, the
MASTER INTERRUPTER of the
famous U. & H. MASTER MAG-
NETO.

SCREW DRIVER
PRACTICE

J. S. BRETZ COMPANY

Sole Importers, Times Building, New York

The Bowden Patent Wire Mechanism

(MADE IN ENGLAND)

For the Transmission of Reciprocating Motion Through a Flexible and
Tortuous Route. Over Two Million Feet Sold Annually.

J. S. BRETZ COMPANY

TIMES BUILDING SOLE IMPORTERS , NEW YORK

In answering advertisements please mention this magazine.

BOSTON NEWS BURHKAU

1—Main 5807. TUESDAY, Ocrosen eA s No. 68
W. Barron, Manager. EXCHANGE PLACE

[EH OFFICIAL RECORD OF THE AVIATION MEET.

Boston—Charles J. Glidden, chairman of the contest com-
tie: of the Harvard-Boston Aviation Meet, has handed
nager Adams D. Claflin a report of the events.

There were 14 trials for speed, 12 for altitude, 12 for get-
ay, 10 accuracy, 2 “slow,” and 170 bombs thrown. The
oplanes in the contests were in the air 29 hours, 37 minutes
| 7 2-5 seconds, travelling 631 miles and 3617 feet. To this
be added the exhibition trials and practice, bringing the time
he air up to 48 hours and the air miles travelled to 1000.

Of the above Grahame-White made 23 trials and dropped
bombs; Johnstone 3 trials and 11 bombs; Brookins 8 trials
| 47 bombs; Curtiss 10 trials and 19 bombs; Willard 6 trials
| 13 bombs.

Of the hours of duration and distance traveled in contests
credit to each aviator is as follows:

Duration Duration
in minutes in miles

Grahame-White........ qe ee 2352
POUNSLOBES 02S ucoce We Sas 754 330
SPOGISNING 5002S Sas ss Sheets iw 279 *20
ertisg re ee ees 60 26
PE ANGL ee. Cee teas ee a 70 21

* Brookins time was principally spent making altitude.
Of the exhibition trials and practice Grahame-White can
redited with fully 80%.
During the meet three world’s records were established ,—
iracy, (landing nearest a designated spot); ‘‘slow,”’ {longest
> consumed three times around the oe barstaé ie pylons)

getaway (shortest distan erun on ground before rising).
Accuracy and ‘“‘slow’’ were won by Wright biplane; geta-

by the Farman biplane.

AERONAUTICS

October, Toro

Peon ik De BOSTON MEETING

RECORDS OF THE MEET.

Speed—3 laps (51% miles) in 6 min.
1 sec., by Grahame-White (Bleriot).

Altitude—4,732 ft. in one flight by
Brookins (Wright).

Duration—3 hrs. 5 min. 40 sec. in air
during one flight by Johnstone (Ameri-
can record), in Wright machine.

Distance—101 miles 389 ft. in one
flight by Johnstone (American record).

Getaway—26 ft. 11 in. from start by
Grahame-White, facing a stiff breeze.

Accuracy—Stopped 5 ft. 4 in. from
centre after landing within 100 ft. circle
by Johnstone (world’s record).

Slow Lap—3 laps (51%, miles) in 13
min. 48 sec. (22.82 m. p. h. Ogilvie held
previous record of 24.11 m. p. h. in a
Wright machine), by Brookins (world’s
record).

Bomb-Dropping—180 points on 81 hits
at battleship by Grahame-White, 100 ft.
altitude.

Boston Light Course—34 min. 11-5
sec. over 33 miles of water by Grahame-
White.

Amateur Events—Clifford B. Harmon
won the Harvard cup for bomb throw-
inzy, and the cups for speed, duration and
slow time for three laps. His only rival,
W. Starling Burgess, was awarded sec-
ond place for duration.

PRIZE MONEY DIVISION.

The prize money was divided as fol-

lows:
Grahame-White—
Boston Light Flight. ...$10,000
Bomb Throwing........ 5,000
Speed, lst prize........ 3,000
Altitude, 2nd prize..... 2,000
Duration, 2nd prize..... 1,000
Distance, 2nd prize..... 1,000
Getaway, Ist prize..... 100
$22,100
Contract price for entry 7,500
RO GR ome he ey WE nue eaten ie ry hie pcos oS $29,600
Johnstone—
Duration, lst prize..... $ 2,000
Distance, 1st prize..... 2,000
Accuracy, Ist prize..... 500
Slow Lap, 2nd prize.... 500
$ 5,000
Brookins—
Altitude, lst prize...... $ 3,000
Accuracy, 2nd prize.... 250
Slow Lap, lst prize..... 1,000
4,250
Contract price for entry
OFS DOG 0 cc laces 30,000
| Total for Wright Avia-
GOV aes Seas Pe ke eke eked dedee $39,250
Getaway, 2nd prize..... $ 500
Willard—
Contract price for entry 4,000
$ 4,500
Curtiss—
Speed, 2nd prize........ $ 2,000
Contract price for entry 10,000
$12,000
Total for Curtiss Avia-
USERS GSS ORO eats eee ne $16,500
Roe— ;
Contract price for entry....... 7,500

Total prize and contract money
for professionals ........... $98,859

HE first event of its kind and the largest
aero meeting yet held in America was that
organized by the Harvard Aeronautical So-

ciety. Its official duration was from Sep-
tember 38-15, though flights were continued Sep-
tember 14-16.

The financial success of the aviation meet is
not known oflicially.

Unofficially it was claimed there had been deposited
in the bank $126,000 receipts for the meet. The expen-
ditures have been about as much. Paid admissions
totaled 67,241 for 11 days.

There was too much red tape in connection
with the affair. Aviators found it more difficult
to get to their machines than the public found
it easy. Newspaper men were not treated very
well, it is claimed. To get in one a_ reporter
had to have a press badge good any place, one
good somewhere, one not good anywhere, a grand-
stand ticket, a few ribbons and a health cer-
tificate.

Grahame-White did very well financially, outside
of the prizes. He took up many passengers, and
for each flight, it is unkindly rumored, his man-
ager collected $500—in advance.

LAST TWO DAYS.

3oston, Sept. 16.—Claude Grahame-White, the
English aviator, defeated Glenn H. Curtiss in a
special race at Squantum yesterday, thus bring-
ing to a close the meet which has been on since
September 5.

The Englishman not only won over the American
champion by a good margin, but he made better
time for the distance of five and one-quarter
miles than he did last Tuesday when he scurried
around the course three times in 6 minutes and
1 second. Yesterday he traveled an equal dis-
tance, or three times around the 1% mile course,
in 5 minutes 47 4-5. seconds, while Curtiss made
the distance in 6 minutes 45-5 seconds.

Grahame-White’s time forthe first lap was 1
minute 56 2-5 seconds; for two laps, 3 minutes
5-5 seconds; for three laps, 5 minutes 47 4-5 sec-
onds. The time of Curtiss for the first lap was
2 minutes 41-5 seconds; for two laps, 4 minutes
44-5 seconds; for three laps, 6 minutes 453-5
seconds. 9 ;

By Greely S. Curtis. /

In spite of many discouragements and by perse-
vering effort James V. Martin, a special student
at Harvard University and the director of the
Harvard Aeronautical Society, succeeded in ob-
taining the co-operation first of President Lowell
of Harvard and then of Mayor Fitzgerald of Bos-
ton, and subsequently several Boston business men.
The idea took root and soon an experienced man
ager was found in the person of Adams D. Claf-
Saat the aviators except Grahame-White were
housed in two long canvas tents on opposite
sides of the principal company street. The tents
were 500 feet long by 50 feet wide and were ade-
quate for their purpose. ;

One tent housed the following machines: Hub-
bard monoplane, Curtiss biplane, C. B. Harmon's
Farman biplane, two Wright biplanes, fire ap-
paratus, Gaines’ Clement-Bayard-Santos-Dumont-
Demoiselle and the Harvard biplane. In the south
hangar were the Bleriot monoplane and Farman
biplane of Grahame-White adjacent to the two
triplanes of A. V. Roe. Next came ' the high
powered Burgess biplane operated by William Hil-
liard and two more Burgess biplanes, Models B
and C entered by the Burgess Company and Cur-
tis. Next were the Curtiss biplanes, one owned
by Augustus Post and the other operated by
Charles F. Willard. Beyond these were housed
the kites exhibited by Mr. Perkins. The Pfitzner
monoplane and the Dixon dirigible were established
in separate tents, provided by their owners. An
A. V. Roe triplane has been purchased by the
Harvard Aeronautical Society.

AERONAUTICS

Perkins’ Man Kite

THE FIELD.
The choice of grounds fell upon the marshland
at “Squantum, lying just across the Neponset
River from the southeastern limits of the city

ot Boston. The grounds are in the form of an

island; a narrow salt water creek separates it
from the mainland and is bridged by a _ single
road. While most of the island is low-lying
marsh, soft and soggy even in character, there
are two strips of firmer ground, perhaps seven
or cight feet above the level of high tides. One
ot these strips was assigned to the grandstand
while on the other the hangars and sheds were
located.

The flying field lay to the west and north of

the grandstand and included an area of irregular
shape with a circumference of approximately two
miles. The pylons were arranged for a circuit
of one mile and three-quarters. While the field
is probably the best available in the close vicinity

of Boston and is adequate for the work of- pro-
fessionals, it is not ideal for amateur aviators
under existing conditions. The: space assigned
for starting in front of the grandstand sloped
slightly uphill and remained rough in spots in
spite of the admirable work devoted to its im-
provement. ‘Then the layout of the course re-
quired a turn to the left soon after starting in

order to avoid the waters of Boston Harbor.’ Un-
fortunately just to the left and a few hundred
yards beyond the starting line, there was a deep

October, T9r0

gully in the marsh to trap the inexpert. It was
this gully which brought the noted amateur, Clif-
ford B. Harmon, to grief on the opening day and
kept him from further participation till near the
end of the meet.

PROGRESS OF THE MEDBT.

On Saturday, September 3, the meet opened in
threatening weather with a crowd of only mod-
erate size in attendance. Grahame-White started
on his victorious career by setting a good mark
in the speed event as well as by establishing an

excellent average in the bomb throwing, scoring
21 points in 10 shots. The American profes-
sionals, Curtiss, Willard, Brookins and Johnstone

followed White into the air and gaye exhibitions
of plain flying without attempting any sensational
manceuvers. By winning the duration and dis-
tance events on the first day Johnstone laid the
foundation for his final success in these two
events. ;

On Monday the interest was increased by the
first passenger carrying, Grahame--White and Wil-
lard each taking up a lady passenger.

On Monday and Tuesday, Mr. Grahame-White
continued to inerease his lead in spite of the
rain and foggy weather, which prevailed, so that
on Tuesday evening when the meet was one-third
through he led the field with a total of 14.9
points against a total of 158-17 points for John-
stone, Willard, Curtiss and Brookins combined. By
Tuesday White led in every event except for dis:
tance, and in that he was only a single point
behind Johnstone. Brookins did sensational stunts.
The best records for the three first days were as
follows:

Speed—Grahame-White, 6 minutes 1 seconds for
5% miles.

Duration—Johnstone, 1
seconds.

Distance—-Grahame-White, 45 miles 617 feet.

Get-away—Grahame-White, 66 feet 10 inches.

Bomb-dropping—Grahame-White, 20 trials, 56
points.

The system of scoring points was a novel one

hour 20 minutes 12

and well arranged to develop constant -competi-
tion in all the events. Three points were awarded
to the winner each day in each event, provided
at least three entries were registered in that
event. Two points were given for second place

and one point for third place. In case less than
three entries were made on any day, the winner
received two points and the second man one point.
The events in which points were to be earned were

speed, altitude, duration and distance. In addi-
tion it was at first arranged to add the score

made each day in the bomb-throwing, but this was
subsequently changed so that only the average score

per bomb thrown was added to the points won
in the four events above mentioned. Each bomb

hitting the deck of a full sized outline of a bat-
tleship from the height of 100 feet or more counted

one point, while two funnels formed the bulls-
eyes of the target, and a shot in them counted
five.

By Friday evening, September 9, when six of
the nine days had been completed, Grahame-White
had still further increased his lead. His score by
points had totaled 35.2 against 17 for Johnstone,
his nearest rival. Brookins had scored 10 points,
while Curtiss and Willard were tied at 8.

In the last half of the meet, however, the Wright
operators started in consistently to earn points in
altitude, duration and distance. Brookins carned
5 first places in altitude in the last 5 days, while
Johnstone accumulated 17 points in the duration
and distance events.

The final scores by points were as follows:

Bomb
Speed Altitude Duration Distance Average Total

Grahame-White . 15 12 alat 8.5 2.2 448i
A CMINSHOWNS GobGoo. oe 2 Seo 2.2 20%
TOOK. ie chad eee alia » ifr 1:9 19.9
(OMIM oo coe: Soe dll ae site 0.5 1.4 22a
\Wyalileneel ~ 5 6 saeatanc 8 oe sige 1. 1.0 9.0

This score indicates that White had won first

place in speed on five days; first place in altitude
on one day; first place in duration three times;
in distance three times and had scored more than
fwor'pomts on every bomb thrown. Johnstone
scored five wins in duration and five in distance.

Brookygs on five days made the best flight for
height, ‘Curtiss gained the speed prize on one day

116

AERONAUTICS

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October, Toro

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AERONAUTICS October, 1910

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AERONAUTICS * Gree arora

FPRORS HY FDWIN LEVI, AE

1—A. V. Roe Triplane. 2—Grahame-White in His Farman. 3—Hilliard in the Burgess-Curtis.
4—Claude Grahame-White. 5—G. G. Hubbard Monoplane. 6—Walter R. Brookins.
7—Pfitzner Monoplane. 8—Glenn H. Curtiss Flying New Machine.
9—Brookins Beginning a Sharp Turn.

117

AERONAUTICS eee

and was second in that event on four other days.
Willard won first in speed once.

The special feature of the meet was the $10,000
prize offered by the Boston Globe for a two-lap
flight around Boston Light and return. The course
ealled for distance of approximately 33 miles, al-
most all of which was over the water of Boston

Harbor. Grahame-White made his first attempt
in his Bleriot monoplane on the fourth day of

the meet and covered the course in 40 minutes
138-5 seconds. This relatively slow time was in
part due to a detour caused by the aviator’s lack of
familiarity with the landmarks. On the next to
the last day of the meet, White made a second
trial with the same monoplane and cut his time
for the 33 miles down to 34 minutes. Making a
fair allowance for the distance lost in the half
dozen turns required, his average speed must have
been over 60 miles an hour.

The only hope of defeating Grahame-White for
the Globe prize lay in Glenn Curtiss’ speedy flyer.
The early days of the meet, however, had shown
that. the Bleriot with its 50 h. p. Gnome motor

was faster than the Curtiss machine with its 50
h. p. §8-cylinder Curtiss engine. Curtiss had
to look for a more powerful motor. This
he found in the new Indian motor rated at
60 to 65 h. p. power which was owned by the

3urgess Company & Curtis. An arrangement was
quickly made to transfer this motor from the
Burgess biplane flown by William Hilliard to the
Curtiss flyer, and it was installed during the in-
termission of Sunday, September 11. Unfortunately
there had been no time to test out the new motor
and when Curtiss attempted to fly with it, unex-
pected carbureer troubles developed which were
remedied only after two days of constant tinker-
ing. The motor finally was put in running order
on the last official day of the meet, and he was
enabled to overtake Grahame-White in his speedy
Bleriot. But unfortunately the delay proved fatal
to Mr. Curtiss’ chances for the Boston Globe prize,
as the time limit expired before the motor was
finally turned up. ‘The Indian engine gave 430
pounds thrust on a spring balance attached to
the Burgess machine.

Among the amateurs the most notable event was
the accident to Harmon's biplane shortly after
making a start on the opening day of the meet.
The accident was in part due to the soggy con-
dition of the grounds after the continuous rains.
Harmon was unable to get up his usual speed
before taking off, so that his machine was travel-
ing at a comparatively slow rate when it reached
the first turn. The act of turning brought one
wing tip in contact with the ground, and the
whole biplane was precipitated into a gully across
the course, which wrecked both supporting sur-
faces, smashed the propeller and injured the motor
itself. The running gear of the machine also was
wrecked so that it seemed hopeless to attempt to
replace it. However, W. Starling Burgess, a fel-
low competitor, placed the facilities of his Marble-
head factory at Warmon’s disposal and returned
the biplane to its owner in better condition than
ever several days before the end of the meet. Har-
mon, however, borrowed Mr. Grahame-White’s Far-
man biplane and succeeded thereby in winning
first prize for amateurs in speed, duration, bomb
throwing and slow lap.

Second prize among
W. Starling Burgess in
other amateur entries

the amateurs was won by

a Burgess biplane. The
included William Hilliard
in a Burgess biplane, who made two or three
circuits of the course, but did not officially com-
pete because his powerful 60 h. p. motor had not
been properly tuned up before it was loaned to
Mr. Glenn Curtiss. <A. V. Roe, in his English
triplane, and H. F. Kearny in the Pfitzner mono-
plane, both met with disaster on landing after
short flights. The only other amateur
Augustus Post, made some short. straight-away
flights in his Curtiss biplane, but did not enter
officially for any of the prizes.

The meet was attended by many officers of the
Army and Navy, as well as a large number of
persons socially prominent. President Taft was a
center of attraction one day and on other ocea-
sions Governor Draper of Massachusetts with his
staff and the mayor of Boston added a_ political
touch to the gathering. Thanks to Grahame-
White, Mayor Fitzgerald went up in the air to a

118

aviator, ©

=

October, toro

greater height than he had previously experienced.

The success of the meet as a whole is a monu-
ment to the initiative of James V. Martin, to
the ability and perseverance of Manager Claflin
and the able committees in charge.

Perkins’ Man-Carrying Kite.
So far as known, the first time that a man
has been taken up by kites for the purpose of ex-
hibition in this country was at the Boston imeet,

and this stunt is now the feature of tha kite
exhibitions which Samuel FF. Perkins «aas been
booking at all the meets.

A series of monster kites are used, from ') to
18 ft. tall. Up to fifteen kites are employed,
according to the velocity of the Wind and the
weight of the man. ‘It has been found that a

man can be lifted in a wind as low as 16 miles an
hour. An 18-ft. kite is first started and sent up
for about a thousand feet, or until it reaches a
steady current of air. Then a number of the 12-ft.

kites are put on the lime, spaced about 100 ft.
apart. These are added to as desired until the pull

is found to be great enough to carry a man.

At Boston Perkins himself went up about 125
ft. on a tittle wsoden seat slung by ropes, as
shown in the picture. The rope used to lold the
kites is one-half inch in size and of the Pest grade
that can be bought. The reel has to b2 very
strong and well anchored. Miss Emily Willard, a
sister of Aviator Willard, also went up in the kite.

Kites have been used to some extent broad for
military measures. Not long ago experiments were
made in England. It is alleged that the United
States Army tried man-lifting kites some years
ago, and Lieut. Wise actually went up a little way,
but further investigations in this direction are
said to have been given up. It will be remem-
bered that the late Lieut. Thomas E. Selfridge, in
1908, was carried up in a monster tetrahedral kite
made by Dr. Alexander Graham Bell, but on this
occasion the kite was towed in the air above the
waters of Bras d’Or Lake, by a power boat.

Perkins has been sort of a stand-by at all
the exhibitions that have been held thus far, as

his kites provided something for the crowds to
watch at all times, if there was any wind at ail,
and as those who have had the more or less
pleasant experience of visiting some of the flight
exhibitions that have been held, know, 2 great
deal of the time there is nothing but the kites to
watch with the wind blowing too strong for tne
birdmen to do any “birding.”

PROPELE ER DES1GN

[Coneluded from page 112)

have ereditable reports that one pair of them

recently tried strained very heavily at their
moorings while lifting a weight of 780 pounds.

They were driven by an engine rated at 50 to
60 h. p., but probably giving very much less dur-
ing the test as it was running at only about 450
to 500 r.p.m.

In regard to details of construction, the usual
number of laminations is five, but four are used
in the smaller sizes and sometimes six for the
largest ones. The plan form for each lamination
is accurately designed and each pair for opposite
blades of the same propeller are sawed out to-
gether in duplicate to exact pattern and the holes
for the dowels located by templates so that the
registration of these holes makes it impossible to
put the several pieces together in any but their
correct relation. The corresponding pieces in op-
posing blades are selected from adjacent parts of

the same edge-grained board, thus insuring the
utmost similarity of weight, grain and texture

in the corresponding portions of the blades. The
accompanying illustration shows a group of half
laminations for a 2-bladed propeller ready to be
assembled and glued.

As for the best material, we have tried many
varieties of wood but have found nothing really
superior to carefully selected edge-grain spruce, al-
though we find ouartered white oak, hickory and

other hard woods very execllent, beautiful and
durable for the smaller sizes in which a little

more weight is desired or not objected to.

AERONAUTICS

October, T910

PhiGnt PROGRESS OVER THE COUNTRY

Curtiss Flies 129% Miles Over Water.

On August 31st, Glenn II. Curtiss flew in his
8-eylinder machine from [Euclid Beach, just east of
Cleveland, to Cedar Point, near Sandusky, Ohio, air
line distance of 60.5 miles in 1 hour and 18
minutes. The distance is about equal to that be-
tween Poughkeepsie and the upper end of Man-
hattan Island, which was one stage of Curtiss’
trip from Albany to New York. The wind velocity
was 12 miles per hour.

The U. S. Hydrographic Office at Cleveland
figured the actual distance traveled one way as
643, miles. This gives a speed of 49.8 miles
per hour on the outward trip.

BEATS PIGEONS ON HOME TRIP.

On September 1 the return was made but in
much slower time, 1 hour and 41 minutes being
consumed. The return was made, for part of the
distance, in the rain, which stung the aviator’s
face. Some homing pigeons which were released

at Cedar Point took 2 hours and 54 minutes to

make the trip.

Euclid Beach and Cedar Point are amusement
resorts. The flight was made possible by the

Cleveland Press, which gave a prize of $5,000.

Flying With Four Horsepower.

We give some photos of aeroplane experiments
of M. B. Sellers in Kentucky, One of the pictures

119

the machine with a vertical
made to assume a screw

view of
can be

shows a
rudder
shape as described in article on Lateral Stability

rear
which

in May, 1910, Abronautics. ‘This was used long
enough to prove the correctness of the principle.
Note the keel, rudder and equilibrium plane as
originally designed and now used. The other pic-
tures show machine in flight. In these flights the
Dutheil & Chalmers opposed engine was_ used.
Six 4% in. auxiliary exhaust holes were bored in
each cylinder, increasing the h. p. about 15 per
eent.. The brake h. p. before boring holes was
about four. An Elbridge 2 cyl. 10 h. p. special
motor has been ordered.

Harmon’s Flight Across L. I. Sound.

Clifford’ B. Harmon made his long promised
flight across Long Island Sound on August 202eeiae
started from the aviation field at Mineola about

later he landed in
to the estate of
Benedict, an

6:30 o’clock. Thirty minutes
Greenwich, Conn., in a field next t
his father-in-law, Commodore EF. C.
airline distance of 191% miles.

Mr. Harmon was unhurt. but his Farman mwa
chine was damaged. The flight won for Mr. Har-
mon the trophy offered by Country Life in America
for the first successful acroplane flight across the
Sound. 3efore starting on his trip across the
Sound he made a flight with Charles K. Hamilton
as passenger to test out his machine and to study
the air conditions,

AERONAUTICS

After making several laps he landed and an-
nounced that he would start out to win the trophy.
The wind was blowing about fifteen miles an hour.
In the flight to Roslyn, where he reached the
water, the flying was over bad country. It was
a struggle to keep right side up crossing Hemp-
stead Bay, but he reached the Larchmont Yacht
Club in safety and turned over the vessels in the
harbor there at the international motor boat meet.
From here he flew up the Sound to the island just
in front of his father-in-law’s estate, landing on
a sandy beach just across an inlet, and came down
in tall grass, after fouling some telephone wires.
That accounts for the wrecked machine.

Novice Flies 28 Miles Cross Country.

William Evans, of SI7A East 15th strect, Kansas
City, Mo., was able to fly 28 miles across country
on his second day’s experiment with the 50-foot
Greene biplane fitted with an Elbvidge four-cylin-
der engine. The first day he received the ma-
chine he made several fights back and forth the
length of the half-mile field, with a _ propeller
which was not designed to give a great deal of
thrust. The next day he changed the propeller
and made his 28-mile flight across country. Glid-
ing down, he could not pick his landing and

broke the front control. Perey Haslett, of Ala-
meda, Cal., and a man named Jones, of 'Tomb-
stone, <Aviz., which latter ought to be a good

place for aviators, have bought Elbridge engines,
so there must be something doing.

The Greene aeroplane which Roy Crosby, of
San I'ranciseo, bought has now been taken over by
the California Aero & Supply Co.

. The Latest Wright Model.

At the Asbury Park meet the first public test
was made of the new long distance Wright. The

machine is very similar to the standard type, with
the rear horizontal surface; practically the only
change being in the fact that the horizontal rud-
der in front is left off. In the place of this, the
warpable horizontal tail serves to control the mo-
tion up and down. The advantaze of this arrange-
ment is that there is nothing in the forepart of
the machine to be caught by sudden puffs of wind.
As heretofore constructed, wind striking the front
horizontal rudder acted with a powerful leverage
on the maéhine, due to the distance of the rudder
in advance of the main planes. No such effect is
experienced with the horizontal rudder at the rear
of the apparatus.

The forward small vertical
preserved in the new machine
in the framework of the skids.
zoutal surface is rigidly guyed to the outriggers
for the forward third of its length fore and aft.
From one-third back it is flexible and warped up
ovr down. for steering up or down respectively, by
crossed wires from the usual lever.

The planes spread 39 ft. (the older machines
were +1 ft. and the government flyer was 36 ft.).

planes have been
and are mounted

This rear hori-

The engine has greater bore than usual, being
436 by 4. The weight is around 800. pounds.

Wheels, flexibly mounted, are fitted to this ma-
chine, as well as to some of the other machines.

The machine is faster and can carry more weight.
It has not, however, the quickness of action that
the others have, and is not quite so well adapted
for cutting fancy figures, though to the layman
there seems to be no difference.

Constant Flying at Dayton.

There is almost constant flying at the Dayton
camp, which is proving of great interest to all
who have the opportunity of seeing it. P. O.
Parmelee is a new Wright aviator. The Wright
company has purehased a section of land in the
west end of the city, and on the 7th instant broke
ground for a group of buildings which are to form
the new factory. <A double force of men are now
on the first building, containing 14,000 sq. ft. of
floor space which is to be used as the assembling
room of planes and frames. The factory plan is
of course of the most improyed type, constructed of
steel, brick and cement, e

October, T910

Harmon Changes His Farman.

Clifford B. Harmon’s Farman machine, which
was badly wrecked at Boston on the opening day
of the meet, was repaired in record time and
altered so as to make shipping and repairs less
troublesome than heretofore.

While the original dimensions and curvatures
of the Farman biplane were retained, the wings
were changed so that they are detachable from
the central body in much the same manner as the
Burgess-Curtiss biplanes are arranged. The sur-
faces can thus be packed in a space 12 ft. long,
instead of requiring 35 ft. of space as before.

The alteration was made by the Burgess Co.
& Curtis. 3y rushing the foree on September
4th and 5th, it was possible to ship the new
planes complete on September 8th, the time re-
quired having been four working days. ~The job

yas undertaken on a Saturday night, and there
was no opportunity to obtain materials or outside
assistance owing to the approaching Sunday and
holiday. The men also had been given a vacation,
with opportunities to attend the Harvard meet, as
reward for several weeks of strenuous work. It
thus became necessary to recall the foree as far
as possible by telegraph and engage Messrs. Wilson
& Silsby. the Boston sailmakers, to work overtime
preparing the cloth for the surfaces.

Latest Curtiss Change.

The Curtiss aeroplane used at the Boston-Harvard
aviation meet by Glenn H. Curtiss presented a
changed appearance from the machine formerly
used by him.

Although the same engine was used as in his
Hudson. Flier the machine was altered to give
it more speed and cut down head resistance.

The following changes were noticeable in the
Curtiss machine :

Camber of planes slightly less than in old style.
Same surface as in Hudson-Fulton flyer. Ail-
erons, four, forming rear of outer sections of upper
and lower planes, working upward and downward
and not down only as in Farman machine; less
head resistance because behind planes; normal po-
sition downward toward rear in line with rear of
planes which brings them parallel to current of
air passing over and under plane surfaces; front
control is a single surface, with diamond-shaped
vertical plane set stationary half above and half
below. Same controls otherwise and same chassis.
Outer sections of wings covered both sides. Middle
sections covered one side.

Woman to Fly Curtiss Machine.

Miss Blanche Scott, the voung lady who re-
cently completed a trans-continental trip in an

automobile and was a passenger in a flight with
C. I. Walsh in California, is expected to make her
debut at flVing a Curtiss machine during the exhi-
bition flights in Chicago, preliminary to the start
of the Chiecago-New York race.

New Design Biplane.

A new type of biplanes is being experimented
with by James B. Slinn, of Chillicothe, Ill., in
whieh the forward control is done away with,
using the upper plane for this purpose. ‘The lower
plane is of less spread than the upper and shorter
fore and aft. The upper plane spreads 27 ft. by
51% ft., and the under one 15 ft. by 3 ft. Allow=
ing for material cut away for propeller the sup-
porting surface totals about 160. The rudder is
3 ft. by 4 ft. Weight without pilot 340 pounds.
The machine is mounted on a 8-wheeled chassis.
Materials, spruce and bamboo. An engine of own
make will drive a 6 ft. propeller placed in the
rear.

A man named Cooley is building in Rochesier a
monster mononlane of S0O-ft. spread. It resem-
bles nothing that» has yet appeared in the aerial
world. Two Elbridge engines drive two propel-
lers.

The Curtiss exhibition company now has a Cur-
tiss machine traveling-as a “dead exhibit’ around

the country to fairs and wherever there are no
facilities for flight. Moving pictures are siown

and a lecture given by Car] H. Carson.

120

ERONAUTICS October, Toro

atisfied with Elbridge Engines ?

eae flights have been made with Elbridge “*Featherweight’”’ Engines by Dr. Wm. M.
Greene, at Rochester; by Captain Bumbaugh, at Indianapolis; Edward R. Skinner, South Beach,
aten Island; J. W. McCallum, Kansas City, Mo., and many others.

o one ever complained that an Elbridge Engine lacked power or speed. Not only do they represent

ore actual horse-power for weight than any others on the market, but broken parts are practically

heard of. You need never descend for “lack of power” if you use Elbridge Engines.

Che Greene Company

MANUFACTURERS OF THE GREENE AEROPLANES
Rochester, N. Y., June 30, 4910
To the ELBRIDGE MACHINE COMPANY, Culver Road, Rochester, N. Y.
Gentlemen :—I wish to express my admiration for the performance of the 40-60 "Featherweight" engine us@el by me
yesterday in the trial flight at the grounds of the Aero Club of Rochester. ;
My machine was driven through he air at a rate of speed | had by no means anticipated. The effectpn my gerves of this
feeling of speed and reserve power I can compare only to the exhilaration produced by a strong cocktail. F
I have used several different motors in my other machines, and to-day | am more than ever convinded t the Elbridge
"Featherweight" is the ONLY real flying machine engine on the American market.

Cordially yours, (Signed) WMIFGREENE,

Profit by It is expensive and dangerous to experiment The Best is
e Experience with Aeronautic Motors unless they have Always
of Others demonstrated their efficiency in actual service. the Cheapest
3 The Elbridge "Featherweight" has made good. in the End

atalogue and prices for asking; our information bureau is at your service

LLBRIDGE ENGINE COMPANY

Aero Dept.” - : : - - Rochester, N. Y.

— — 3

In answering advertisemeits please mention this magazine.

AERONAUTICS

ot
°

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FACTS ABOUT MOTORS

iu
.

The Call Aviation Engine

Is

1st. A Four Cycle Engine. The type used on 99% of all automobiles and motorcyles. The
type used by all prominent aviators here and abroad, and holding all aviation records.
2nd. A Water Cooled Engine. The only kind thatcan be depended upon for extended runs

without danger of overheating. Our spiral water jacket, together with piston pump circulation is
the most perfect cooling system yet devised.

3rd. An Opposed Cylinder Engine. The construction conceded by gas engine authorities to
be the nearest vibrationless type. By all odds the construction best adapted for aviation purposes.

4th. A Silent Engine. The only engine yet designed for aviation having both main and
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other
than merely exhibition purposes.

5th. A ‘Fool-Proof’? Engine. The utmost simplicity of construction, small number of
cylinders, together with its being of the usual Four Cycle type, enables any automobile chauff: ur to
set and runit, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder,
or V-shaped multiple cylinder engines.

6th. A Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and
cylinder heads permits of a remarkably strong construction with minimum weight ; while our Vana-
dium Grey Iron Cylinder and cylinder head linings, piston heads, valve cages, valve seats, etc., is the
only dependable material for these parts.

7th. A Superbly Beautiful Engine. The entire design is thoroughly artistic; while all ex-
posed parts not constructed of Magnalium—a shining non-corrodible metal—are nickel plated, the
whole surface being polished to a mirror finish.

8th. A Phenomenally Powerful Engine. This result is secured by the use of a comparatively
small number of cylinders of generous proportions, as distinguished from a multiplicity of cylinders
with their numerous parts and bearings. and consequent friction, and liability to derangement.

9th. An Exceptionally Economical Engine. It is a matter of common notoriety among gas
engineers that economy of fuel, as compared with power developed, is secured by large cylinders,
few in number, rather than by a multiplicity of small cylinders—a consideration of paramount im-
portance in aviation.

10th. A Moderate Priced Engine. While the material and workmanship of this engine are even
superior to the very expensive foreign makes, and not to be classed with the cheap engines flooding
the market, yet our aim has been to furnish aviitors with a moderate priced engine, cheaper than
could be produced by themselves, except in large numbers, and with an expensive shop and foundry
equipment,

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all.
MODEL E-1: Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 Ibs. - Price $2,000

Prices include complete equipment, NO EXTRAS
Delivery 30 days: Terms, 35% Cash, with order; Balance sight draft against Bill of Lading
WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER
Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize
the heat of your engine for the comfort of your passengers. Weight, 1 lbs. per gallon of jacket water.
SEND FOR CATALOGUE C-2

THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

ob de bef sfooke cho ofe cheese ofe fe ofoofe che ofe nfo ofoofo fo ofe nfo nfo ofoo fe fo ofe ofc ofe fo ofeofe ofookeofe oko oge oho oho fe fe oae oho oho he ofe oho oho ofecforfone foagodd>

In answering advertisements please mention this magazine.

¢

October, TOTO

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AERONAUTICS

New Greene Aeroplane.

A biplane built by Dr. William Greene especially
for cross country flying and long distance racing
is now ready. It is of the same general style
as other Greene machines, such as already de-
scribed in detail in AkRONAUTICS. It has a spread
of 30 ft. with a chord of 7% ft. and a curve
depth of 2% in. <A six-cylinder Elbridge engine
is installed which actually gives on a Prony brake
test 614% h. p.

Two sizes of
marketed with

Greene machines are now being
prompt deliveries, 30 and 37 ft.
spread respectively. All the Greene machines are
supplied with Elbridge engines and the Farman
type landing arrangement, 20-in. wheels, 3-in. Pal-
mer tires, Bosch magneto and El Arco radiators.
On the large machines the wheels are 24 in. in
diameter. What are called ‘‘practice skids’ are
being used in trial flights. These are fastened
to the regular skids, as shown in the photograph.
The large machine has a chord of 6 ft. 7% in. and
a depth of curve of +14 in. The ailerons, 10% ft. by
29 in., are attached to the rear struts instead of

being between the surfaces as in the Curtiss ma-
chines. These ailerons are operated by the usual

shoulder control.

Instead of using sockets as formerly, aluminum
eastings are now employed for connections. The
surfaces are of Irish linen with a special prepara-
tion which is: put on after the surfaces are in
place. The cloth is stretched as tight as a drum
head and has a breaking strain of 71 Ibs. per
square inch. The front control is a little smaller
than that employed in the former machine (of
which full drawings were published in AERONAU-
rics.). Also, there is a flap attached to the rear

of the back horizontal surface which works in
conjunction with the elevator through crossed
wires. The whole rear horizontal tail can be
quickly shifted to various angles of incidence,
merely by loosening a metal clamp around the
short vertical posts at the extreme end of the

outriggers and reclamping at the desired place on

the post.

October, roro

Baldwin Flights at St. Louis.

Mo.—Capt. T. S. Baldwin made some
fine flights along the river front on September
10-12. These flights were his first real ones at
an exhibition and no one can kick at the ‘young
man” now. In one of these, taking 10 minutes,
when he crossed over three and flew under two
bridges while in the air. Including the time he
was on the ground between the flights, it was
thirty-six minutes from the time he started -until

St. Louis,

he landed on the aviation ground again.

Hill, Beachey has assembled the Gill machine
bought by T. W. Benoist, of the Aeronautie Sup
ply Company, and made first trials.

Selfridge Monument Erected.

A monument to Lieut. Thos. E. Selfridge
has been completed, and was erected over the
grave by E. A. Selfridge, father of Lieut.
Selfridge. There will be no unveiling cere-
monies or dedication of the monument. It
has been a tribute of the family throughout,
and will not be attended by any public recog-
nition. The inscription on the tablet is as
follows:

First LIEUTENANT
THOMAS E. SELFRIDGE,
1st Rea’t. Frerp ARTILLERY,

itSaeAe
KILLED IN THE SERVICE
OF THE UNITED STATES
IN AN AERODROME
ACCIDENT
SEPTEMBER 17th, 1908.
AGED 20.

we

The Elixiije
is [oe sa Pant

Latest Greene Aeroplane

AERONAUTICS

October, 1910

AT THE MINEOLA AVIATION GROUNDS

Review of the Month’s Flying.

The past month at Mineola has not seen quite
so much flying as heretofore since Harmon's flight
across the Long Island Sound, as the machine
was damaged on that occasion and later was
shipped to Boston. Capt. Baldwin has been away
and H. S. Harkness with his Antoinette has been
doing nothing more than running over the grass,
getting used to the grounds and machine, after
being out of the game for some months. Joe
Seymour has been flying constantly right along.

Tod (‘“‘Slim’’?) Shriver has brought out a new
machine of a general Curtiss type, in which the
ailerons are outside of the main cell and attached
to the rear supports. Equipped with a Kirkham
six-cylinder engine, he has been making some good
short flights. The machine was constructed by
Mr. Shriver for Howard Dietz.

The second week in September, P. Brauner &
Co. brought out one of their stock machines of a
general Curtiss type, 30x4% ft., fitted with a
British-American 26-h. p. stock automobile engine
driving a Brauner 6 ft. diameter 4% ft. pitch pro-
peller, giving at 900 revolutions 185 lbs. thrust.
Some short flights have been made in it by D. Mas-
son, who was mechanie for Paulhan when he came
to America. The front elevator is a single surface.
Equipment includes the El Areo, radiator, Bosch
magneto and Palmer tires.

Frank Van Anden has another
for trial, fitted with a Cameron air-cooled auto-
mobile engine with auxiliary exhausts. It would
be of interest to know how this cools and to see
with what success flights are made, as the engine
is rated at but 24 h: p. The running gear is sim-
ilar to Capt. Baldwin’s, with the front wheel off
the ground. Pennsylvania 20-in. wheels and 4-in.
tires are used. The motor has a Splitdorf mag-
neto and Breeze carburetor, as generally supplied
with Cameron engines.

biplane ready

Dr. H. W. Walden is building a shed of his own
and is progressing with the remodeling of his

wrecked monoplane. The new
sylvania 4-in. tires and the
won't be so effective.

An innovation in cooling
by George Russell and J. J.
El] Arco radiators are used,
side of the operator, where they get all the air
there is coming. These work very satisfactorily
this way, and the head resistance does not seem to
have been any objection.

G. E. DeLong, designer of the Elbridge engine,
has started a training school, using a Shneider-
built Curtiss-type aeroplane, which he purchased
some time ago. E. EK. Gaskell, 2308 Seventh ave-
nue, New York, and F. E. deMurias, Babylon,
L. I., are the first pupils. Wisely enough, the
school does* not undertake to pay the damages
sustained in trials.

W. L. Fairchild is out
practicing with his big
Emerson six-cylinder
enthusiastic.

one will have Penn-
holes in the ground

systems is employed
Frisbiee Two small
placed one on either

mornings and evenings
monoplane, fitted with an
engine, about which he is
It drives by a chain two propellers.

The George Russell machine has had its power
plant changed over from a Curtiss to a _ four-
cylinder Elbridge. The first part of September
he gave exhibitions on Staten Island. One of the
most successful experiences he had was a collision
with a cow. So far as we are able. to ascertain,
this is the first time that an aerial milking has
been attempted.

Sam Barton, of 288 Dumont avenue, Brooklyn
is putting together in the Aeronautical Society’s
sheds a small biplane with a two-cylinder Elbridge
engine. This more or less resembles a Curtiss
machine. The eleyator and the horizontal tail will
work in conjunction. The machine is only par-
tially assembled thus far. Hartford tires are be-
ing used on specially built home-made wheels.

Miss EK. L. Todd has a Rinek eight-cylinder
engine.

Nicholas Rippenbein is completing the assem-
blmg of a light Farman type machine which was
bought from Fred Shneider. The ailerons’in this
machine are between the surfaces, and instead of
being hinged at the struts and moved up and down,
are mounted on a shaft running fore and aft be-
tween the main surfaces. At the end of the shaft
is a grooved pulley over which crossed wires run.

Harry Chandler, of the Auto & Aeronautic Sup-
ply Co., and Glenn Ethridge, both of Westbury,
I.. I., are building a biplane of radical construc-
tion as regards sockets, engine beds, controls and

angle. This is now ready for trial. The equip-
ment includes an Elbridge four-cylinder engine,

A-Z radiator and tank, and Hartford tires.

Philip W. Wilcox, of the Columbia University
Aero Club, has had bad luck. His first trial some
two months ago, resulted in smashing the running
gear on the ground. Charles K. Hamilton flew
it next time and broke up the landing arrangement
again. After it was all fixed up anew, stronger,
and with big 4-in. Pennsylvania tires, Wilcox at-
tempted flight himself and sueceeeded at the first
jump, with all the power of the Rinek eight-
cylinder engine behind him. For some little time
flights were made before the machine was reduced
to a wreck. He is now going at it again and will
build two machines. With a Rinek propeller, 7T%-
ft. diameter by 4-ft. pitch, the engine gave over
350 lbs. thrust standing.

The Garden City Co., which erected a fence

and grandstand around the grounds and now
charge admission whenever there is a _ sufficient

crowd of sightseers, has established a system by
which the aviators receive a certain portion of the
profits, proportioned according to the extent of the
flights made by each

The erection of the fence, the independent atti-
tude assumed by the Company and the alleged non-
fulfillment of promises made by it has resulted
in considerable friction. The Aeronautical Society
has given the Aero Club of America an oppor-
tunity to join in a protest and issued a statement
of which the following is a part:

August 22d, 1910.

THR GARDEN Crry COMPANY,
6@ Wall Street, New York City, N. Y.

Gentlemen :—When you recently (with-
out our consent) erected a high fence
around the property which you leased to
this society at Mineola and constructed
a grandstand and ticket office, you argued
it advantageous to us and promised to ac-
count for all funds and see that condi-
tions were improved generally. You now
refuse to account for what you have col-
lected and spent and are continuing to
foree the public to pay money to you to
witness the flights of members of this and
other clubs on your property. You are
also collecting money for other privileges,
such as stands, sign spaces, etc., and the
public are led to believe that we are the
interested parties, although we never have
been and do not wish to be interested in
the receipts of your enterprise.

We object to this method of exploiting
our members. Had you turned these mat-
ters over to a joint committee represent-
ing all interests, the members and their
friends would not be repeatedly inter-
fered with by the representatives of your
real estate, and everyone legitimately in-
terested in aeronautics would have been
better satisfied.

In view of the foregoing we are obliged
to notify you that if conditions are not
improved we shall be obliged to restrain
you from further interference with our
rights on the property.

THE ABRONAUTICAL SOCIETY

122

AERONAUTICS

October, r9ro

EPP E PEELE EEE EEE EEE EEE EEE EE EEE EE EE EEE EEE EE EEE EEE EEE EE EEE CEE TT

At Garden City, L. 1.

|
:
+
(
|
|
t
|
|
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» Engines have within the
past month or so come

RINE

rapidly to the fore, and are to-day admitted
by experts as second to none for aviation.

Successful Aviators Know
eeeeeree Their Value +r4-r44¢+

Any doubt you may have as to the Superior
Qualities of the Rinek Engines must be dis-
pelled after consideration of the fact that they
are amongst the very few which have been
found “All ie ” under the severest flying
conditions 2s = 2 ¢ ss

TYPE B-8, 60 H.P., weight, 275 lbs. complete
TYPE B.-4, 30 H.P., weight, 130 lbs. complete

Phenomenal Efficiency

ee terday to ttest i

IT WAS WITH A

RINEK

50 H. P., 8 Cylinder Engine
a __ THAT

PHILIP W. WILCOX

President Aero Club, Columbia University
On Sunday, Aug. 14, 1910
FLE On first attempt,

making a complete
circuit of the Aviation Field, at an
average height of from 75 to 100
feet. The aeroplane was of the
Farman type, and the speed esti-
mated was about 40 miles per hour.
Mr. Wilcox has since been making

almost daily flights, duplicating the
above.

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. the beef ov
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2 oeeatea
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nd Edward Tilden is its president
f Flies in Home-made Machine. Men gle
Philip Wilcox, the Columbia College J

; student woh
| brought his n

recently bullt a biplane of
chine out on the fi eld yes 5
He liad no Bs len 9: dmed t!

of "300 ret emar

c
jane evervining was running smoothly the out
te mptaition ‘as 09 great anc

up his forv s. He shot fifty feet @iBiiver
Inte ihe air.

for a quarter of a mile No t content Mid wi
| with that he again elevated his forward

[wiante sg went to a he sight of 100 feet. Baictm
P Ww aoout a mile mratdnned and made BB Noy

u Si SC ra eful landing. "

| All the aviators were enthustastic kee

i this performance of a new man
hihome-made machine, and Captain Bald: . eS

Win was so pleased — that nei threw his a for
arms about Wilcox’s neck and hugged

him.

‘a Armour Issues,
d

Armonr *hould dictate a tateme-
stad part-

PROPELLERS Finest Material and Workmanship

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THE RINEK AERO MANUFACTURING C0.

EASTON, PENNA.

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In answering due vertisements please mention this magazine.

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AERONAUTICS October, 1010

AERONAUTIC MOTORS

ESSRS. LANDAU, MOULTON and HOWE beg to

S¥I announce that they have succeeded the engineering
firm of Landau & Golden, and have established engi-

neering offices at 1777 Broadway, New York, for the design-
ing, building and testing of aeronautical motors.
@ They have a large force of experienced designers whose
services are at the disposal of those desiring to develop their
own ideas, and have facilities for conducting such work in
strict privacy.
@_ They also make investigations of new devices and manu-
facturing projects, and act as consulting engineers.
@ In addition to the above they specialize in the calculation
of stresses in structures, and conduct tests on the strength
of materials.

Landau, Moulton & Howe, Engineers

oS
ae

Detroit Aeronautic
— Construction Co.

BUILDERS OF

Complete Light-Weight
Aeronautic Power Plants

4 cyl. 30 to 40 H. P. 43"x 43"
4 cyl. 40 to 50 H. P. 5" x 5"
j 6 cyl. 50 to 60 H. P. 5" x5"

For prices and descriptive circulars, just

write to

Detroit Aeronautic Construction Go, 20 HOLCOMB AVENUE

In answering advertisements please mention this magazine.

AERONAUTICS October, 1910

Price sac | | 0 Ibs. Weight EDWIN HOPKINS see PAUL DE KILDUCHEVSKY

ae to Run, indluding
apes: and Cafburetor = ki
/ | a a

/ 60-80 Horsepower - $1200
Weight 160 Ibs.

Detroit Rotaero 30-40 Horsepower - $1000

Weight 110 Ibs.

Two Cy ycle Rotary The Ideal Motor for Aviation. Reliable,
E . be Ei Perfectly Designed and Balanced. Dur-
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| eA ABSOLUTE GUARANTEE

HHich an Airs Ip C 0 + And any test you want under any conditions
\ YOUR MONEY BA

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the motor in every respect

/ Detroit, Hi ; DELIVERY IN FROM 3 TO 5S WEEKS
I\ .
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It enables aviators to get

the motor question settled right, with greatly reduced

Home of Gasoline Enejine Nedustny initial outlay.
/ Brake H.P. 30 Guarantee + HOPKINS & DE KILDUCHEVSKY
Minimum Weight, Quality 1535 Broadway, Cor. 45th St.

At 1200 R. P. M. Horse Power Tel. 3791 Bryant New York, N.Y.

HALL-SCOTT AEROPLANE MOTORS

Simplicity—Lightness—Strength—Constant Power

TYPE A-1
@, Four Cylinders, 30 Horse-
power, weight complete with
carburetor, magneto and
water pump, 130 pounds.

TYPE A-2

@ EKight Cylinders, 60 Horse-
power, weight complete with
carburetor, magneto and
_ water pump,,235 pounds.

\@. Light weight efficient ra-
liators and laminated elm
and mahogany propellers of

original design and maximum

efficiency.

818 Crocker Building

Hall-Scott Motor Car Company :: SAN Eee

In answering advertisements please ‘menti on this magazine.

AERONAUTICS October, 1910

OOOO OOOO RRR OE ROR ROR RE OE

Lightest 2>¢ prOn gest Yet Produced

60 to 120 H. P.

type

Adopted by the
largest aero-
plane makers
and acknowl-
edged to be
superior in
workmanship,
finish and re-
liability.

Compare them
for power and
weight. 456
pound thrust
with eight foot
propeller, five
foot pitch, at 1000 R. P. M. Get our catalogue and reference sheet.

THE EMERSON ENGINE CO. Inc. Alexandria, Va., U. S. A.

YOUR. OOOO IER AE EE IEP ER

R. I. V. RADIAL BALL BEARINGS

he te te te te the The the he te he He He He He He He He ee HN AHHH HK HK IKI IKKE KKK KK
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Send for Catalogue 19.

All Sizes Hoffmann
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AEROPLANE RADIATORS

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO. re

NEW YORK

In answering agi ertisements please Hention this 1 magazine,

AERONAUTICS

1.—J. J.1Frisbie, Flying.

2.—Shriver-Dietz Machine.
5-6.—Frisbie Machine.

C. S. Peets and D. C. Teetor. of the Hudson-
Fulton Automobile Co., at 247 West 47th street,
New York, will shortly begin trials at-Mineola with
a biplane, principally on the lines of a Curtiss,
with Farman type running gears. Messrs. Peets
and Teetor were members of the West Side Y.
M. €. A., aero class of 1909, with Wilbur R.
Kimball as instructor.

Wilbur R. Kimball is about to begin the con-
struction of an entirely new type of machine,
~ after a year of laboratory work and experimenting
with the object of combining lifting power and
the propelling force of propellers in connection
with planes. A model has been constructed and
successfully flown that shows remarkable proper-
ties of equilibrium and ease of control, and an
increase in the thrust obtained from propellers.

Frisbie New Mineola Star.
J. J. Frisbie has been the sensation of the
Mineola field. He did not spend any time running
around the ground, but attempted flight the first

erack out of the box, and has been flying regu-
larly every day, with the exception of the first

half of September, when he arrived at Rochesier.

He has proven to be one of the most apt students

of flight that has been seen at Mineola.
TRIALS AND TRIBULATIONS.

Frisbie first appeared in the aviation

“Mineola early in the spring. He had a few

camp at
hun-

123

3.—W..L. Fairchild’s Monoplane.
7.— Harkness’ Antoinette.

October, toto

4.—E. E. Burlingame.

dred dollars and the determination to become an
aviator. Someone offered to sell Frisbie an aero-
plane, all right from the ground, splendid motor,
ete. And Frisbie spent weeks that ran into months
waiting for the demonstrating flight,—which

never came. After a long time a machine was
alleged to be assembled and a thing called an
aeronautic motor was installed. The outfit col-

lapsed after a run estimated at eighteen seconds.
Frisbie had spent thirteen weeks and all his
money waiting for it.

He returned to Rochester with five cents in his
pocket, a number of obligations, among them the
support of a family. About the only thing he
had left was determination to win out, and a lot
of friends.

After further weeks of trial he secured enough
backing to insure the building of his own ‘plane,
and he ordered an Elbridge engine. In less than
a month he was ready for the air, and twenty-four
hours later he had made five short flights.

If the affair had been less serious, Frisbie’s
first flights would have been humorous. Advised
not to leave the ground for at least a week, Frisbie
started virtuously to run across the field to learn
the use of the different controls, but he reckoned
without the thrust of the 40-h. p. two-cycle engine.
It never occured to him to throttle down, so in
a few seconds he was bounding across the field at
a terrific rate of speed: a piece of rough ground
jarred his arms enough to affect the front control,

AERONAUTICS

and less than half a minute from the time of
all his good resolutions he was in the air, 20 or 30

feet above the ground. He wavered, he wobbled,
the machine slanted from the torque of the pro-

peller; Frisbie had presence of mind to straighten
up and to try to get nearer the ground. No diffi-
eulty about that; he pushed the control forward
half an inch and the machine dove for the ground

like a falling skyrocket. Frisbie yanked back on
the control to avoid the ground, and started up

on an angle that suggested an attempt to loop the

loop.
He landed unharmed, however, and started out
again. Day after day he kept at it, practicing

whenever the breezes dropped below 10 miles an
hour. In two weeks he had successfully accom-
plished a 10-mile cross country flight, flying two or
three times around the field as a_ preliminary,
and then, without descending, starting out across

country and flying over the polo field at the
Meadow Brook Club, circled over the Motor Park-

Way, passed over Westbury, and returned to the
field in 14 minutes from the time he started.

On another occasion, when Acting Mayor Mit-
chell of New York visited the field, Frisbie made
several flights in the rain. He also has made a
flight of some miles after dark, and safely carried
his son as a passenger on one of his early trips.

At Ontario Beach Park, near Rochester, N. Y.,
on Labor Day, J. J. Frisbie made his first appear-
ance as a professional aviator, just about three

weeks since he made his first tentative flight at
Mineola. There Mr. Frisbie, anxious to make good

before his backers and fellow-townsmen, tried one
of the most difficult things so far attempted by any

aviator. The only place from which he could
get any start was a bit of lawn about 200 feet

wide, bounded by poles, a hotel, a merry-go-round,
and sideshows; in front steep rollers piled them-
selves on the beach, driven by a high wind. Not
counting the people who crowded around the ma-
chine, the actual space between material obsiruc-

BR EEL
J TWEE

October, roro

tions through which Frisbie had to guide his
‘plane was exactly 40 feet. Minor embarrassments
were two asphalt sidewalks he had to cross, each
high enough above the level to smash the wheels
on his first attempt to rise. Four times he started,
and four times dropped into the lake, but the fifth
time his nerve and perseverance triumphed and
he rose safely to a height of 50 feet and sailed
around the park, only to be again obliged to
land in the surf because the dense crowd left noi
a foot of space on the shore.

After being fished out of the water the first
time, the gasolene valve was found to be closed.

The gasolene was turned on, and off the motor
started. The Atwater-Kent coil was changed the

next day for a magneto. One trial resulted in a
smash on the sand, and he had to fly the next
time with a split propeller patched up with tin
on one blade. Another time the motor short-
circuited itself just as he was out over the lake.
The next time the propeller was smashed when it
struck the water. ‘lo prove that he can fly, Fris-
bie decided to stay in Rochester until he could
either fly across the city or cross Lake Ontario.

The Frisbie Machine.

The machine of J. J. Frisbie is a close copy of
the Curtiss. The lower plane has 26% ft. spread

by 4% ft. fore and aft. The top plane overhangs
on each side 32 in. They are spaced 41% ft. apart.
The bamboo outriggers front and rear extend 124
ft. The double surface front control measures
6 ft. by 28 in.; surfaces 2 ft. apart... The hori-
zontal tail is 6 ft. by 28 in. The vertical] rudder
is 34 in. high by 28 in. the other way. The
ailerons are 92 in. spread by 380 in. fore and aft,
extend $8 in. in front of the struts, and are pivoted
on the outer front strut. The engine is an
Elbridge 4-cylinder, 40 h. p. Two El Arco radi-
ators are used, situated one on either side of the
operator.

(LATERAL BEAL

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END oF
PLANE Si1d

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124°

AERONAUTICS

October, 1910

Pe waiG Out ON THE: PACIFIC COAST

PCT SURE ESOS EL

y EN

By Cleve T. Shaffer

Flies With 5 H. P.

ONALD H. GORDON, of Bostonia, Cal., has
a biplane with which he has been doing
some remarkable work. The machine has

a 5h. p. cyl. motorcycle engine. and with this -

motor and a geared down propeller of his own
manufacture, he claims to haye made flights of
up to 500 ft. in length. As the weight of the

machine complete with operator is 380 pounds this
would give a load carried per h. p. of 76 pounds,
which is remarkable. The machine in general con-
struction and detail reminds one of the Roe tri-
plane, inasmuch as the same low h. p. is used, and
it has the same inverted triangular fusilage and
general appearance. Following is a description: Top
plane 26 ft.. lower 24 ft., chord 4 ft. Distance
between. planes 4 ft. 4 ins. Angle of incident
same on ground as in flight, about 7°. Planes
are constructed with a view to automatic
balance, and so far Mr. Gordon has never had
an oceasion to use the lateral stability device
which he has also placed on the machine, even
when flying across a 15-mile wind. He claims the
machine would tilt to 30° angle when struck by
gust, but would right itself automatically. Cam-
ber of chord, 2%4 ins. in 48 ins. Planes in three
block sections, semi-circular rudder operated by
foot lever, double front elevator, 32 sq. ft. area.
Power plant, 2 cyl. Curtiss motor-cyele engine, cyls.
384x384, weight TS pounds with batteries and
coils. Propeller, 6 ft. diameter, 5 ft. 8 ins. pitch,
cedar and spruce of Mr. Gordon’s own manufacture.

The motor is speeded to 2,100 revolutions and
drives a geared down propeller at a little over

seven hundred. Weight of machine complete 240
pounds. Mr. Gordon's weight is 140 pounds. A three-
wheeled chassis is used with a novel type of

(7133 JOYNIIN INN TONED FLIGHT

;
h £R0N ow
CREENE UPL ANE

suspension of the two rear wheels. The two-leaf
spruce strips with axle attached in center are

pivoted at the front and are attached to skid ‘at
the rear by springs. Mr. Gordon’s longest flights
have so far been from 450 to 500 ft., which is the
longest distance engine will run at full speed with-
out overheating, which of course causes it to slow

down. He is now putting in a cooling fan and ex-
haust ports to keep the motor cool for longer
flights. He is also installing a 7 ft. propeller to
run at a slower speed than the present one. The
fields are so rough around his vicinity that he
claims that it is very hard to build a machine

capable of standing the racking. He has had very

little trouble, however, beyond breaking a wheel
or two. Mr. Gordon has also had considerable

experience with gliders, having made in the neigh-
borhood of 50 flights of about 150 yards in length.

In all of these, he says, he never had the sug-
gestion of an accident and hardly broke a stick,

reached heights of 20 ft. and flew in winds about
15 miles per hour. He uses an inelined rail with
his glider.

J. E. Clark, of San Francisco, has a biplane of
the new Farman type near San Jose, Cal., in which
he is said to have made some very good flights,
the longest of about a mile. The machine is 33 ft.
spread on the top plane and 21 ft. on the bottom,
by 6 ft. 3 in. chord, 36 ft. fore and aft, single
laminated ribs. A. Sommer type chassis is now
used but will be changed to the four wheel Farman
type. An Elbridge 40-60 h. p. engine drives direct
an 8 ft. diameter propeller, 4 ft. pitch, thrust
has not been measured. Bosch magneto is in-
stalled. Lateral control is by shoulder brace con-
nected with semi-circular uilerons between the ends
at rear of planes, and the rest of the control is
similar to the Curtiss with the usual wheel. Curva-

ture of ribs 1 in 14. Angle of incident on the
ground about 6 or 7 deg.; 5 deg. approximate

125

AERONAUTICS

flying angle. Planes are covered with Naiad No,
6 laced on in panels. Weight of machine com-
plete 5380 pounds.

Charles Bradley, of the Pacific Aero Club, an
account of whose large, high pitch, propellor test
was in the September issue of ABRONAUTICS, got
off the ground, for a short jump, with his biplane
om September 5 in the presence of your repre-
sentative. The clutch would not hold, however,
machine came down and ran into a ditch, the axle
bent in a semi-circle but the ‘“‘Camsec’’ wheels did
not “dish.”

Mr. Bradley said that all he wanted to know
was if he could get off the ground with his large
propeller and small horsepower, and as he was
successful in this, and the machine was of rather
crude construction he demolished it and will now
begin work on a new one.

By Prof. H. La V. Twining

In January, 1910, after the Los Angeles mid-
winter meet, Chas. K. Hamilton went to San
Diego, Cal., and spent three days flying on Coro-
nado Island. On this occasion he flew across the
bay and down the beach into Mexico and return.
At this time Chas. F. Walsh, of San Diego, had

a monoplane which he attempted to fly. Instead
of flying, the machine ran into a fence and _ be-

came a total wreck. By May 2, 1910, Mr. Walsh
had constructed a biplane of the Curtiss type with
which he is flying. Since that time he has made
some 200 flights of 500 feet to 11%, miles in
length, reaching an altitude of from 10 to 80 feet.
Mr. Walsh has modified the Curtiss method of
control, using a design of his own devising. The
machine is equipped with a 40 h. p. Elbridge en-

gine. ‘The aeroplane weighs 380 pounds and has
400 sq. ft. of surface. It spreads 40: feet from
tip to tip.

Mr. George Duessler has been making short

flights in his biplane at the Los Angeles aerodrome
where the Aero Club of California has its head-
quarters. The flights average some 300 feet. On
one occasion he covered 495 feet, just missing the
winning of the Knabenshue cup.

The winner of the cup must fly 500 feet under
power in a machine of his own construction. He
must also be a member of the Aero Club of Cali-
fornia. The last of August Mr. Duessler blew
out a cylinder head and is now repairing his
engine. J. J. Slavin is also having trouble,
but will soon be in shape to again try
for the Knabenshue cup, after his accident of
a few weeks ago. On this occasion he rose from
the ground at too sharp an angle, to an altitude of
25 ft., where the machine lost headway, resulting
in a crash to the ground. Several members were

broken and the running gear was smashed. Mr.
Slavin escaped unhurt. Slavin has a 8 eyl. 30

h. p. Elbridge engine.

On August 28 the Cannon brothers towed their
Curtiss biplane behind an automobile. The ma-
chine rose some 10 ft. above the ground where
it was maintained by use of its controls. This
furnishes excellent practice, and as soon as they

get their engine installed we can expect some
flying. On several of their towed flights they car-

ried a passenger.

The Twining ornithopter, number 3,
a trial last week.
and the operator 150 pounds, making a total weight
of 265 pounds. The wings are 12 ft. long by
ft. wide, giving about 100 sq. ft. of surface. More

was given

This model weighs 115 pounds,

October, 1910

Hamilton Injured.

Chas. Kk. Hamilton, flying for his own account
a brand new machine on the style of a Curtiss,
but fitted with a 100 h. p. engine built to order
by Walter Christie, met with an accident while
flying at Sacramento, Cal., on September 9. In a
previous flight the machine was damaged, but the
aviator unhurt. He was burned by the water
from the radiator and severely cut and bruised.
It is believed there will be no serious results.

INCORPORATIONS

Fisher Aero Craft Construction Co., of New
York, New York; manufacture, deal in and lease
air crafts of all kinds; capital $100,000. Incor-

porators, P. J. Fisher, Enecoland S. Bates, Hie-
ronimus A. Harold, all of No. 135 William St.,
New York City.

The Standard Airship Co., Cleveland, T. P. How-
and others; $5,000.

Frankford, Ind., July 15.—The La Marr Aero
Co., of Frankfort, Ind., organized to manufacture
aeroplanes, $50,000. Officers are W. B. Adams,
president; Perry Gable, secretary, and Fay Cress,
treasurer.

ell

The Standard Airship Co., of Columbus, O.,
$5,000, for the purpose of building airships. The

company will build and sell aeroplanes constructed
under patents held by H. J. Sharp. Incorporators

of the company are T. P. Horrell, €. A. Ricks,
A. Y¥. (Gowen, Wr. Ce Siaecer sand G. sre Collins:
Illinois Aviation Co., Chicago; manufacturing

amusement devices ; capital, $1,400.
Leon S. Alschuler, Gabriel
Steefel.

MacLeod Multiplane Co., Borough of Richmond,
N. Y.; manufacture and sell aerial machines; capi-
tal, $10,000. Incorporators, Maleolm MacLeod, 268

Inecorporators,
J. Norden; Chas. W.

Columbus Ave., New York City.; John T. Oates,
703 Bay St., Stapleton, N. Y.; James E. For-
rest, 276 56th St., Brooklyn.

eneeco!
of vehicles for

The Aerovehicle Co., of Atlantic City, N.
manufacture and sell all kinds
aerial transportation; $125,000. Inecorporators,
James R. Greig and Samuel C. Fenner of Phila-
delphia and Eli H. Chandler of Atlantic City.

Aerocraft Co., Chicago, Ill., $10,000; general
manufacturing, commercial, exhibition and trans-

portation business; Benjamin I. Gates, H. H. Aber-
nathy, J. J. Zinn.

American Aeroplane Manufacturing Co.; New
York; manufacture and deal in aeroplanes, gilders,
motors, ete.; capital, $100,000. Incorporators,
Benj. E:. Freed, 506 E. 188th St., New York
City; Peter J. Minck, 55 Beaver St., Brooklyn ;
Stuart J. Lebach,.50 Morningside Ave., New York
City.

Atlantic City Riviera Parkway Ocean Pier Co.,
Atlantie City, N. J.; to acquire premises to con-
struct and operate aeroplanes, aerial transporta-
tion systems, airships, ete. Samuel J. Clark, Ray-
mond B. Thompson and Graham Shaw __ incor-
porators. Capital stock $100,000.

Aerial Manufacturing & Supplies Co., New York;
manufacture aeroplanes, gliders, automobiles, hyd-

beplanes, ete. ; capital, $50,000. Incorporators,
/Samuel Shethar, Great Neck, Nass. Co., 58

John Loughran, 155 2d Ave., Long Island City;
Chas. H. Stoll, 55 Liberty St., New York City.
The Curtiss Exhibition Co., $20,000, Hammonds-
port, N. Y.; promoting exhibition flights with
aeroplanes and the selling of aeroplanes for ex-

powerful leverages were used in this model and hibition purposes. Directors, Glenn H. Curtiss,
good up stroke of the wing developed. ~ Jerome S. Fanciulli and Monroe Wheeler.

The experiment developed a slight drive along
the ground, and on one occasion it rose bodily from
the ground to the height of one inch, upon the
down stroke of the wings. Early in the trial one
wing was broken so that it became flexible around
its front edge. In this condition the wing drove
the machine forward but lost in lift.

This model is a great improvement
No. 2, a lift of 265 pounds being obtained as
against 120 pounds in the other one. Larger
and stronger wings will be constructed and an-
other trial be made this fall.

over model

Bath Motor Mfg. Co., Bath, N. Y., $800,000, tak-
ing over Kirkham Motor Co.
Charliss-Wendling Automatie Aeroplane Co., of

Houston, Tex., is being organized by C. F. J.
Charliss and A. Wendling to manufacture aero-
planes.

The Zodiac Sky Advertising Co., Narragansett
Pier, R. I. KE. Stuart Davis is president and
Sydney S. Breeze of New York is vice-president

and general manager. The directors of the com-
pany are Edward 8S. Beade, James M. Satterfield
and Benjamin Burgess Moore.

126

AERONAUTICS

MEETINGS COMING,

October, 1910

GOING AND GONE

Asbury Park Meet Concluded.

The flying by Brookins, Hoxie, Coffyn and John-
stone proved so satisfactory to the Asbyry Park
committee that the series of flights were continued
up to and including August 27th. The meet be-
gan on August 10th.

To cover fully the various stunts performed by
the Wright machines under the guidance of such
skillful aviators would take a number of pages of
the magazine. From 3 o’clock in the afternoon
till almost dark there was something doing every
day. Flights were made out to the ocean and
back, to various nearby resorts; on one occasion

a landing being made on the Deal Beach Golf
Links, the machine was started again and the
return made. This flight was by Brookins and

Coffyn, a passenger flight.
NEW WORLD’S RECORD.

Walter Brookins, whose nose was sericusly dam-
aged when his machine was wrecked against the

grandstand on the opening day, was not out of
commission long. On August 238d he shattered

his former record for a complete circle by making
one in- 514 seconds. Johnstone made numerous
high flights, going up to 3,000 feet; and many of
the flights lasted 530 to 45 minutes.

4,000 FEET HIGH.
On the 19th Tloxie and Johnstone each made
moonlight flights with none for spectators save

the birds, and they were asleep. In the afternoon

of the same day Hoxie was up for 52 minutes,
reaching an altitude of 4,000 feet.

127

AERONAUTICS’ EDITOR RIDES.

On two occasions novices were taken up for
rides, only ‘‘joy rides.’ as the aviators call flights
of ten minutes or so. The publisher of AxERO-
NAUTICS, EK. L. Jones, was one of these two lucky
individuals, and the star reporter on the New
York Sun the other. srookins took the former
on the latest machine, minus the front control and
mounted on wheels, up to 500 feet, sailed around
the field a number of times, made two of those
short cireles for which Brookins is so famous, then
shut the motor off and slid rapidly to the ground.

It actually makes one’s heart almost stop beat-
ing to see Brookins start his aeroplane downwards,
tilt up on one corner and then make a hole in the
air like a cork-screw in a cork; but to be a pas-
senger on one of these whirls, find yourself slip-

ping sideways off the seat, with the green grass
showing in a nice little square patch down _ be-
low through the end of the plane, is some ex-
perience. The passenger is likely to wonder if it
is not possible that on this one occasion a _ puff
of wind may carry the machine just a degree or

two beyond 90, with a finale in Davy Jones’ locker.

This is real flying and a passenger’s sensation
in a flight like this varies considerably from those
in a straight-away a few feet off the ground. After
such an experience the passenger is likely to have

considerably more respect for the capabilities of
the expert bird-men. Yet one must consider that
this was but a commonplace ‘joy ride,’ for the

intrepid Brookins is doing these stunts day after
day, in his efforts to ‘‘demonstrate,”’ as he says,
“the practicability and safety of the Wright aero-
plane.”

i/

AERONAUTICS.

Sheepshead Bay Meet.
BY FRANK S. TILLMAN.
New Yorkers were given their first real aviation
meet the last two weeks in August, at the old
Sheepshead Bay race track by Glenn H. Curtiss.

and his flock of birdmen, composed of J. C.
(“Bud’’) Mars, Chas. F. Willard, Eugene B. Ely,
J. A. D. MeCurdy and Augustus Post.

Several experiments at proved the saeropla>c’s

value in a new sphere were successfully accom-
_pHshed during the six days the birdmen were

flying at the field.

The greatest of these was the wireless telegraph
message sent from an aeroplane. in flight by J. A.
D. MeCurdy to H. M. Horton, the designer and
operator of a practical wireless outfit especially
adapted for sending messages from an aeroplane
in flight to a ground station.

Next in importance, from a scientific standpoint,
was the test for marksmanship with a regulation
U. S. Army Springfield rifle, by Lieut Jacob
Earl Fickle, 29th Infantry, who fired and hit a
target placed on the ground while aloft a hundred
feet with Glenn H. Curtiss.

The meet opened on Friday, August 19, and was
originally intended to last but Saturday, August 20,
and Sunday, August 21. Due to the success of the
first three days the meet was extended and lasted
three additional days of Friday, August 26th and
27th, closing on Sunday, August 28th.

The opening day was featured by the number
of passengers carried by Curtiss and Mars. A
representative of every New York daily newspaper
was given a ride either by Curtiss in his Hudson
Flyer or by Mars.

It was on one of three trips when he had
Frank D. Caruthers, a well-known New York news-
paper man, as passenger, that aviator and pas-
senger all but came to a disastrous finish. Mr.
Caruthers has the distinction of being the heaviest
man ever carried as a passenger in a Curtiss
aeroplane, his weight being over 195 pounds. It
ras this fact, however, that nearly resulted in,
an accident. ;

As in all his passenger flights Mars started af
the upper end of the field and after a short run
flew gracefully to the lower end.
ping there with Mr. Caruthers,

determinfd
|

|

\

Mars

Instead of eka

October, 1910

to make a turn and land his passenger at the
starting point.

Half way around an extra stiff puff of wind
caught the heavily-weighted aeroplane and in an
instant the machine was thrown almost on its
side. For fully a minute there followed a pretty
bit of air jo-keying. It required all of the skill
of Mars to regain control of his pitching, tossing,
tumbling machine. Iixperienced aviators on the
ground held their breath at the sight and when
Mars finally succeeded in weathering the storm and
brought his machine safely to the ground he was
greeted with a round of applause. ’

The flight, which was Mr. Caruthers’ first trip
in an aeroplane, had not impressed the passen-
ger as it did Mars. Caruthers, when he finally
climbed out of his seat to the ground, confessed
that he had failed to realize the danger he was
in while Mars was having his struggle in the
air. The real danger to Mr. Caruthers appeared to
be at the moment of landing when the aeroplane
bounded over the ground.

In addition Mars took his wife, Mrs. Ely, wife
of Aviator Ely; Joseph Pulitzer, Jr., of the New

York World, and Capt. H. Kerrick of the U. S.
Army, and others, for a short joy ride through
space. Willard also took up passengers.

On Friday, the 19th, four machines were in
the air over the same field, and all flying in the
same direction.

On August 20, Lieut. Fickle,
with a full round of ball ammunition, first made
a trial flight with Mr. Curtiss to determine if
the vibration of the aeroplane would destroy his
aim with a rifle. Finding that it would not, he
placed a target in the center of the field of about
three by five feet in size.

Then as a passenger with Mr. Curtiss he soared
about 100 feet and fired downward while directly
over his target and struck near the edge of the
mark.

Notable was the sending of a wireless telegram
by McCurdy on August 27th, from his aeroplane
while high over Sheepshead Bay, to H. M. Horton
on top of the grandstand at the track. The
message was received by Horton on the top of the
grandstand and handed to the group of newspaper
reporters.

In order to develop the aeroplane wireless Mr.
MeCurdy and Mr. Horton since the meet have been

in service uniform

J. C, Mars and F. D. Caruthers

128

AERONAUTICS

at the Curtiss factory, at Hammondsport, N. Y..
where they have been making daily trials with the
wireless apparatus, which has resulted in unusual
results, messages having been sent as far as five

miles to the stationary set from the aeroplane
in flight.
When the final tests had been made and Mr.

McCurdy was ready to make a flight and try out
the instruments he was given what was destined
to be the first wireless message ever sent from an
aeroplane. It had been written by Mr. Caruthers
at the request of Mr. Curtiss a week before. Mr.
Caruthers has carefully preserved the original of
the message which he prizes as one of his most
valuable possessions.

The flights on August
the narrow escape and
by Augustus Post, the
Curtiss biplane when he
made two complete short circles
field when he ayoided a fence
flight across the race track.

Post had never been up very high before, nor
had ever made a complete turn. He is the latest
Curtiss pupil.

Eugene Ely,
even on Saturday,

26th were featured by
sensational flight made
amateur aviator, in a
hurdled two fences and
at the end of the
after a beautiful

Mars and McCurdy broke honors
the 27th, Ely by flying the

October, roto

Company. _A_ receiving apparatus was placed. at
the top of the grandstand at the track and a
sending apparatus was secured in the machine and

placed just behind the seat. It weighed about
25 pounds. ‘The sending of the message was

A. D. McCurdy while in flight in his
Mr. McCurdy was a
will be remembered

done by J.
four-cylinder Curtiss machine.
wireless expert himself and

as one of the members of the Aerial Experiment__.

Association. 4
BY: die, vA M’CURDY.

“The telegraphic key was fastened to my steer-
ing wheel and was easily operated. For a ground
wire from the machine, we used a wire about
50 ft. long, which, after I got well into the air,
was thrown overboard and allowed to dangle be-
hind the machine, with the one end fastened to
the apparatus. The antena consisted of the guy
wiring of the machine so that the whole system
was very simple. I made certain definite signals
(certain letters) which were easily picked up by
Mr. Horton from his position on the grandstand.
I flew away for a distance of about two miles
and circled at an elevation of about 700 ft. and
within this distance the instrument worked ex-
tremely well. So far as I know, this is the first
time that such an experiment has been performed

longest and the highest of any aviator during the and now that it has been already done, it will
entire meet and winning the trophy given by the probably be tried extensively by Governments
Manhattan Beach Hotel for being the only aviator abroad. Mr. Horton came up to Hammondsport
to fly over the bay to the hotel and alight on the from New York and he and I have been trying
beach, go in for his dinner and return to the the wireless from the aeroplane here ever since,
field Jate in the evening. and have made very satisfactory tests.”
= . a 4 .

Another chapter in aerial achievement is recorded in the sending

< is ’
of thiswireless message from asnaeroplane. uw, ll
j

Mars on this day hurdled all of the steeplechase
hedges in succession in his aeroplane and also
qualified for his aviator’s license.

On the early morning of the 27th he dropped
into the Lower New York bay from a height of
500 feet, in his eight-cylinder machine, and was
rescued by the wrecker Hustler and taken into
Seagate, L. I. The accident was due to a short
circuit of the magnate, when the oil push rod
came in contact with the cut-out.

Mars started from Sheepshead Park, flew out
across the marshes towards Rockaway, then turned
and flew over the ocean, passed-in front of the
Manhattan Beach Hotel, down past the lower end
of Coney Island, at Sea Gate, then turned up the
bay and dropped in the water between Swinburne
Island and the Atlantic Yacht Club. The distance
was about 8 or 9 miles.

The same afternoon at the Sheepshead Bay meet
he took Mr. Post’s machine and made three flights
of five kilometers each, which qualified him to be-
come a licensed aviator.

The closing day of the meet was cold and dieary
but the four thousand who braved the elemenis
in hope of seeing some flying were amply repaid.

Long cross-country flights by Ely and Mars were
the features, although Augustus Post furnished
further thrills about sundown, when in a closing
flight he could not see a fence at one end of the
field and landed astride it with slight damage
to the plane.

During the flew every day

meet the aviators
as scheduled regardless of wind conditions, and
Mars who was at the track a week in advance
of the opening of the meet flew every day for four-
teen consecutive days regardless of wind or weather
conditions.

Wireless Messages Sent from Aeroplane.

The wireless experiments at Sheepshead Bay
were conducted by H. M. Horton, former wire-

ess expert and chief engineer for the De Forest
I -

tn! Cun

WIRELESS ON AEROPLANE*

WITH A NOTH BY
Capt. Geo. A. Wieczorek, U.S. A.

HE question of whether or not wireless
receiving set could be utilized to advantage
on aeroplanes has been frequently brought
up. So far. as known, no attempt to use

wireless in this manner has yet been made. At

the Chicago automobile show a wireless system
was installed in the army aeroplane which was

used as an exhibit there, but it had never been
operated during a flight. Successful results have
been obtained operating a model dirigible, steering,
stopping, starting, etc., by M. O. Anthony, as
has been previously described in ABRONAUTICS.

An inquiry was made by this magazine of
Captain George A. Wieczorek, of the Coast Artil-
lery (Corps at Hort: Derry, N. Yor Ini “reply he
says:

“Having followed the progress of wireless pretty

closely for the past eight years, it appears to
me that it would be rather difficult to get any
practical result on account of the proximity of
the spark in the cylinders of the engine. You
see, the constant discharge taking place would
set up a rattle in the receiver which would be

practically continuous on account of the rapidity
with which the explosions take place.
MAY GUIDE MACHINE BY WIRELESS.

“T believe, however, that it might be possible
{oO arrange an apparatus on an aeroplane and to
thus guide its movements from the ground some
distance away. In Cuba several years ago I
had an apparatus set up only a few feet from
an engine which used an electric spark to ignite
the gas in the cylinder and after a little practice
I had no difficulty in reading signals from Key
West, 96 miles off, while the engine was running.

“An aerial for receiving could be easily and
cheaply rigged up on an aeroplane and the lead
from it could be run through the receiver and
grounded on the runners or steel spokes of the
wheels.”’

* Set in type for the September number but crowded out,

129

AERONAUTICS

Exhibition Flying About the States.

Warehouse Point, Conn., Aug. 17.—Charles I’.
Willard (Curtiss) made several flights here this
day.

Bradford, Pa., on August 23, saw good flying by
Willard. The grounds were exceedingly dangerous
and the last flight ended in a damaged machine.

Greenfield, Mass., Aug. 27-29.—Willard filled the

Greenfield date, with his large Curtiss machine
making four fine flights, flying each day. He flew

over the trees and the river and
ments, and carried a passenger on
flights.

Hartford, Conn., Sept. 5-9.—The flying at Hart-
ford was of the usual Wright efficiency and con-
sistency, and the meeting was entirely satisfactory.
Frank Coffyn filled the engagement with long and
interesting flights.

Lincoln, Neb., Sept. 5-10.—Arch. Hoxsey
(Wright) endeavored to fill a most difficult con-
tract for flights between the hours of 10 and 12 in
the morning, as well as two hours in the after-
noon. He found a small infield of a half-mile
race track surrounded entirely by barns, grand-
stands and trees, as a place for him to fly. In an
endeavor, on the second day, to satisfy a large
crowd, he went up successfully, but in landing was
earried over against a barn and descended some-
what precipitately. He was not iniured, but the
main planes of the machine were badly damaged.

Minneapolis, Minn., Sept. 5-10.—Conditions very
similar to those at Lincoln were found here. How-
ever, Hoxsey came on from Lincoln and flew, to the
great satisfaction of all concerned, completing the
engagement which was interrupted by Welsh’s poor
landing. The weather was bad and there was but
three days of flying. J. C. Mars represented the
Curtiss type of machine.

nearby settle-
two separate

Milwaukee, Wis., Sept. 12-16.—Arch. Hoxsey
pleased the crowds at Milwaukee, though handi-

capped by poor grounds. He made a spectacular

flight on the opening day, going up 800 ft., cut-

ting figure eights, diving, ete., in a 20-mile wind.
FLYING INJURES BIGHT SPHCTATORS.

The flight of Hoxsey’s Wright aeroplane at the
State fair on Sept. 16 resulted in an accident in
which eight persons, five women and three men,
were injured. The machine swerved sidelong from
its course above the racetrack and plunged into the
erowd in front of the grand stand.

The aviator was uninjured and the
was only slightly damaged.

Parkersburg, W. Va.—P. O. Parmelee, a new
Wright aviator, filled an engagement here between
the 6th and 10th inclusive, as a part of a celebia-
tion of a home-coming week. Upon arrival, Par-
melee found that the small racetrack was not very
adequate for flying, and he therefore selected an
outside field for some work. This fact, however,
did not prevent him from doing all of the flying
within the small track, with the exception of but
one day. On the last day of the exhibition he
flew down the Ohio River and out over the town,
returning and landing within the small infield.
The Parkersburg committee wrote daily, express-
ing their delight and wonder at the wonderful
exhibition Mr. Parmelee was able to afford them.

OTHER EXHIBITION FLIGHTS.

Charles F. Willard filled dates at St. Johns-
bury, Vt., Sept. 15, and at Holyoke, Mass., Sept.
17-18. On Sept. 5-6 Eugene B. Ely flew at Kala-
mazoo, Mich. Augustus Post was at Canton, N.
Y., Sept, 1al63" J: Ay D. MeCurdy sat (Syracuse;
N; Y., Sept. 12th.; E. B. Ely at Rock Island, Ilis.,
Sept. 12-17.

Aviator Eells, of the WKirkham-Eells Aeroplane
Company, at Bath, N. Y.. made very successful
flights before ten thousand people at the Naples,
N. Y., fair on September 15 and 16. The ma-
chine, which is equipped with a Kirkham 25 to 50
h. p. 4-cylinder motor, gave evidence of extraor-
dinary speed.

Chicago-New York Race.

There are ten aviators officially entered for the
Chicago Post-New York Times Chicago-New York
race for the $25,000 prize between the Sth and
15th of October.

Those entered are J. C. Mars, Glenn H. Curtiss
and C. F. Willard, flying Curtiss machines, and
either MeCurdy or Ely in addition; Capt. Thomas

aeroplane

October, 1910

S. Baldwin (Baldwin), James Radley of [England
(Bleriot), Todd Shriver (Shriver-Dietz), Joseph
Seymour (Curtiss), Charles K. Hamilton (Curtiss
type).

The winner of the $25,000 will be the man who
first arrives in New York, provided he is there by
the 15th. Starts may be made any time after
sunrise on October Sth.

At Chicago, from the 1st to the 7th inclusive,
exhibition flights will be conducted by the Chicago
Hrening Post, in which the competitors in the race
itself are required to take part. ‘Lhe sviators
will be given a percentage of the gate receipts.
The first two days are open to anyone, but the
remaining ones will be devoted to the flights of
only those who are actually starting im the race.
Sixty per cent. of the proceeds from these exhibi-
tions will be given the aviators taking part in vhe
race itself, as follows: The aviator who reaches
New York first or the nearest point to New York
in the time set for the race, will recsive of this
6O per cent. a share amounting to 40 per cent.;
the sccond best man gets 20 per cent.; the third,
15 per cent., and the remaining 25 per cent. is
divided pro rata among other contestants, with
the provision, however, that no one of these “also
rans” shall get more than the 15 per cent. allowed
the third man in the race.

International Aviation Tournament.

Arrangements for the international aviation

tournament, October 22-30, have at last assumed
definite form, and energetic effort is being made
to make the big meeting at Belmont Park the
most successful event of the kind ever given in
America.
The subscribers committee has raised about
¥125,006 in popular subseriptions, and both the
funds and the general business management of
the meeting have now been turned over to the
Aero Corporation, Ltd., which in turm has named
several committees to take charge of the general
work of organization. Allan A. Ryan is made
chairman of the committee on arrangements and
becomes the practical business head of the meet-
ing. J. C. MeCoy, as chairman of the committee
on aviation, has charge of the programme, pro-
curing of the aviators and all things that pertain
to the sporting phase of the tournament.

Cash prizes to the amount of $50,000 are offered
and in addition to this a profit-sharing arrange-
ment has been decided upon whereby the aviators
will get a large part of the net receipts of the
meeting after deducting the necessary expenses.
Under this arrangement the aviators will receive 70
per cent. of the first $100,000 net profits, and 40
per cent. of all sums over that. The managers
are assuming that with good weather and normal
attendance there will be something like $200,000
to be divided among the aviators under this plan.

General business headquarters of the tournament
have been opened in the Fifth Avenue Building
at Fifth Avenue and Twenty-third Street, and a
force of experts and clerks are at work there put-
ting things into shape.

Belmont Park is undergoing such transforma-
tion as is necessary to make it suitable for the

airmen and the big crowds. All obstructions have
been removed from the infield where a two-and-a-
half kilometre course is being laid out for the
general events. <A five kilometre course for the
Gordon Bennett trophy race will extend outside
of the park to the east, but the start and finish
of all events will take place directly in front of
the grandstand.

The Gordon Bennett international race, which
will doubtless be the banner day of the meeting,
will occur on October 29, and the elimination
trials for the selection. of the American team will
probably take place October 26. Coming as it does
after the close of all other meetings here and
abroad. it is expected that the list of entries for
the $50,000 prizes will be large. Nearly two
months before the opening of the meeting, it is
said by the management, that applications had
been received from a larger number of foreign and
American aviators than haye ever appeared at any
American meeting, and by October 15, it is expected
that the aviation committee will be able to close
its books with as interesting a list of airmen as
have ever appeared at any one meeting.

For the Gordon Bennett contest France has al-
ready named Alfred Le Blane, Hubert Latham

130

AERONAUTICS October, 1910

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AERONAUTICS October, 1910

The Aero Club of St. Louis

ANNOUNCES THE NATIONAL AERO SHOW

November 17th to 24th, 1910

MAMMOTH COLISEUM BLDG., ST. LOUIS, MO.

Complete Exhibition of Aeroplanes, Dirigibles, Sphericals, #
Parts, Supplies, Accessories and All Articles of a Kindred Nature

“Bes BUILDING contains over 38,000 sq. feet of floor space, this has been
laid out to give the public 1-3 and the exhibitors 2-3. More than half the
exhibition space has already been taken, but we wish to show our visitors the best

variety possible—so we would appreciate and do solicit communications from all interested.

ST. LOUIS NATIONAL AERO SHOW

Coliseum Building 23 2: 2: St. Louis, Mo.

oS oes SBS SSSSssSTESS

In answering advertisements please ‘mention this magazine.

AERONAUTICS

England has _ officially
team Claude Grahame-
White, James Radley and Alec Ogilvie. In addi-
tion to these there are several other foreign
aviators who haye made application to be entered
for participation in the general events. Henry
Weymann and J. Armstrong Drexel, two well-
known American aviators, have sent over from
Europe their entries for the meeting, and it is
quite likely that they will enter in the elimination
trials for the Gordon Bennett. Glenn H. Curtiss,
who brought the trophy to America, has been of-
fered the privilege of heading the American team
without taking part in the eliminatory trials, and
if he accepts this offer it will intensify the rivalry
among the other American aviators for the other
two places.

Large sums of money are to be spent in adver-
tising the meeting in all parts of the country,
and the managers are preparing for the greatest
crowds ever assembled for any sporting event in
the vicinity of New York City.

Curtiss has still another new machine in the
background in anticipation of the proper turning
of the Aero Club tide for the international. Cur-
tiss objects to entering into certain present ar-
rangements as regards the race. If the Aero
Club makes arrangements which, in his opinion
will permit him with dignity to be one of the
defenders of the cup, it is prophesied that Ci “tiss
will be on the job with a macnine expect: | to
beat anything yet. Im any case, it is prc‘ able
J. C. Mars will compete in the ex ected el! nina-
tion trials for the selection of the \merican team.
There are available for this team those holding
pilot certificates of the A. C. A., the self-constituted
judge of one’s ability to fly.

The following is a list of pilots to whom the
Aero Club of America has’ granted = aviation
licenses up to September 1.

Glenn H. Curtiss. Wilbur Wright.

Frank P. Lahm. Clifford B. Harmon.

Louis Paulham. Capt. Thomas S. Baldwin.

Orville Wright. J. A. Drexel-

J. C. Mars made a successful attempt for an
aviator’s license at Sheepshead Bay, which license
he will no doubt be granted at the next meeting
of the governors. Tod Shriver has also complied
with the rules.

Capt. Thomas
struction of an
being one of those to
nett cup.

New York, Sept. 18.—The programme of events
for the international meet at Belmont Park were
announced today.

and Rene Labouchere.
named as the British

S. Baldwin has begun the con-
aeroplane in the anticipation of
defend the Gordon Ben-

The summary of the programme for the meet
follows : ~
Gordom Bennett International: :.......... $5,000
Gordon Bennett Plimination............. 1,500
Mouvlization of dubation:.4..22..2..00-.- 6,000
RE LETOLMES CO Olsepen trys) saomel oh yells euclioLicitel s-anelichisicopets 4,500
Petes tas Cleats cmeealran thet uta othe gs 0) Te tsaature 3.000
Wastest flight—ten kilometers............. 3.000
MEASSCN OCI © CAPT YINE = 0s Boe es oe ce ee! ons 3,000
BRETISS“GCOIM IS Vawe ce pee S ai oyars aie ey ekersl «slob ol sieeve 1,700
Cross-country passenger carrying.......... 2.000
Penlometer: straightaway «4. .2 5.5.0. 500 08: 2.550

Ree Cs hs cee tte se ca es sti boo ODO

DAILY.
Daily totalization of duration—S_ days,

NLC GCN tect cate tcueker ede scone ie fers a) s $6,800

HOURLY.
Tlourly altitude, 15 hours, $400 cach..... $5.200
Hourly distance—7 hours, $400 each...... 2,800
Hourly speed—5 hours, $400 each......... 2,000

POM ee nestles clsstcyeneuete eisvers asin so pL OOOO
BeeVERAM DEIZCS. cris cc cid eG « aiere(enels cereus oe $33,850
Mechanics’ general prizes... ... 2-5... eee s 1,000
ML NAT DoE ZC Siayio yah yeu oy eiteurel aire]. s erioncei ees 16%) « love. o sheyey © 10,000
REV UAC Sian oicictevertt fie eteke cue) cicneyegcteh se else « 10,000
MOTE WUT VAG erste veyarsie cies coe aira(e.e i> eee a) es 4,000
SION GH AMeICan) TLLOPDYie. os sce ee ek Se eels

inte PE seen ctene ys ioycy SYarseeP ec aiorems binehs\/<) sie. « s, RODLOOO

To better the present standing in the 1910
Michelin contest one will have to beat 244 miles

and a duration of 5 hours and 3 minutes.

October, 1910

Aero Calendar of the United States.

Sept. 19-24—Detroit, Mich., Wright aviators. ¥

Sept. 20-22-—Pueblo, Colo., Hillery Beachey in
Gill biplane.

Sept. 20-24—Alentown, Pa., to Philadelphia and
return, J. A. D. MeCurdy (Curtiss).

Sept. 21.—Olean, N. Y., flights by Willard (Cur-
tiss).

Sept. 21-22—Roanoke, Va., E. B. El

(Curtiss).

ea a ‘a y
Sept. 22-28—Knoxville, Tenn., Wright aviators. —
_ Sepiaae2s— ia CTI (Cul e
tiss).
Sept. .26-50—Trenton, N. J., Wright aviators.

Sept. -27-30—Rochester, N. H.. Wright aviators.

Sept. 27-30—Poughkeepsie, N. Y., E. B. Ely (Cur-
tiss).

Sept. 28—Montevista,
Gill biplane.

Sept. 28—Boston, Mass., Chas. F. Willard (Cur-
tiss).

Sep ee Oe en. Mont., J. C. Mars.

Oct. Chicago, Illl., exhibitions by entrants
in Chicago-New York and by others.

Cal., Hillery Beachey in

race,

Oct. 1-8—Springfield, Ill., Wright aviators.
Oct. 1-7—Sedalia, Mo., Wright aviators.
Oct. 5—Danbury, Conn., E. B. Ely (Curtiss).
Oct. 3-7—Washington, Pa., Wright aviators.

Oct. 3-8
(Curtiss).
Oct. 38-8—Richmond, Va., Wright aviators.

Spokane, Wash., J. A. D. McCurdy

Oct. 4-7—Cumberland, Md., Hillery Beachey in
Gill biplane.

Oct. 6-12—Birmingham, Ala., Wright aviators.

Oct. 8-15—Chicago-New York race.

Oct. 8-18—St. Louis, Mo., aviation meet in con-
junction with the international balloon race;
Wright aviators and others.

Oct

Ochralit
loon race.

Oct. 22-30—Belmont Park, L. I., international
aviation meet, including Gordon Bennett aviation
raee, latter on Oct. 29.

Oct>-28-Nov. 1—Macon, Ga:, Wright aviators.

Nov. \2-12—Philadelphia, Pa., aero show of
Pennsylvania A._€.

Nov. J7-24—4St. Louis, Mo., Coliseum aero show.

Dec. /1-S—Aero Show of A. C. of Illinois.

2—Youngstown, O., E. B.
St. Louis, Mo., Gordon

ily (Curtiss).
Bennett bal-

Thirteen Balloons in Indianapolis Race

Indianapolis, Ind., Sept. 17.—-Drifting northeast
from this city are thirteen balloons. Nine of
them are sailing to win a chance to represent
America in the International Balloon Race at St.
Louis, on October 17, and four were entered in
the free for all event for a diamond studded cup.

Pilot John Berry of St. Louis, who won the
American ehampionship race last year in the bal-
loon University City, entered in the free-for-all.

The National championship entrants are H. E.
Honeywell, St. Louis,- “St. Louis’; William. T.
Assmann, St. Louis. ‘Miss Sophia’ Louis von
Phul, St. Louis, “Million Population’ Club”; J. H.
Wade, Jr., Cleveland, “Buckeye”; Clifford B. Har-
mon, New York, “‘New York’: Alan R. Hawley,
New York, ‘“‘America’; Arthur T. Atherholt, Phila
N. Y., “Hoosier,” and C. G. Fisher, Indianapolis,
delphia, *‘Pennsylvania”’; Charles Walsh, Kingston,
“Indiana II.”

The free-for-all race entrants are Capt. John
Jerry, St. Louis, ““University City’?; H. W. Jacobs,
Topeka, Kan.. ‘Topeka’; Albert Ilolse, Cincinnati,
“Drifter,” and Dr. L. F. Custer, Dayton, ‘‘Luzerne.”

International Balloon Race.
For the Gordon Bennett balloon raee at St.

Louis on Oct. 17, the following foreign entrants
have been named :

Germany.—Hauptmann yon Aebereron;— Lieut.
Vogt, Ingenieur Hans Gericke. :
Switzerland.—Colone}] Sehaeck and Captain

Messner. V

France.—.A. Le Blavic and Jacques Faure.

Le Blane was a French representative at St.
Louis is 1907. and Von Abercron represented Ger
many. Col. Schaeck won the 1908 race for Swit
zerland, and established a world’s duration record
of 72 hours.

131

AERONAUTICS

October, toro

Ni Gonewal-

Lamson Issues Notice of Infringement.

Becker & Blakeslee, attorneys for Charles H.
Lamson, of Pasadena, Cal., have sent out a letter
to various makers and dealers in aeroplanes, de-
manding that the recipients cease making, selling
or using flying machines. ‘The principal claims of
the patent, with drawings, were printed in the
July, 1910, issue of ArroNAUTICS. The letter fol-
lows :—

“This is formal notice to you of the
issuance of Letters Patent of the United
States, number 666,427, dated January 22,
1901, to Charles H. Lamson, which said
letters patent you are infringing, in
making, using or selling flying machines
or mechanism or apparatus for navigating
the air. We are directed by Mr. Lamson,
the patentee, to demand of you and your
agents, attorneys and servants, that you
and each of them cease and terminate
any such act or acts of infringement of
said letters patent, or acts of infringe-
ment of said letters patent of any nature
whatsoever, and that you and each of
them respect said letters patent and the
monopoly and rights thereby granted and
awarded to said patentee. Suit for in-
fringement of said letters patent is now
pending against the Wright Company, of
Dayton, Ohio, and further suits for in-
fringement of said letters patent will in
due course of time be instituted against
other infringers; and the court will be
asked to enjoin any such act or acts of
infringement, and to award to said pat-
entee the damages and profits involved in
and flowing from any such act or acts of
infringement, and to grant such further
relief as may in each instance be proper
and warranted by the facets.

“Pending adjudication upon said letters
patent, and in order that no person, firm
or corporation engaged in truly promoting
the sport and art of aerial navigation may

be barred or interfered with in such
efforts, we are prepared to issue proper
licenses covering the manufacture. use,

sale and attendant activities involving the
use of the invention covered by said let-
ters patent. The initial payments on ac-
count of royalties or license fees in con-
nection with the issuance of such licenses,
will be nominal in each instance: and the
payment of the balances on account of
such license fees and royalties will be
made conditional upon such adjudication
of said letters patent as shall amount to
a determination of the validity thereof.”
“Very respectfully,
“BECKER & BLAKESLER,
“Attorneys and Counsel for Chas. H. Lamson.”

National Council of A. C. A. Issues By-Laws.

The National Council of the Aero Club of Amer-
ica has issued its first booklet. Full details of
the organization of the Council have already been
given in ABRONAUTICS.

The clubs now belonging to the National Council
pay $25 a year dues and $1 for each member. New
clubs joining the Council must pay an_ initiation
fee of $50 and $1 for each member. ‘Though. if
admitted between January Ist and July 1st, the
rate is but 50 cents for each member.

It seems more than ever apparent that the whip
hand is with the Aero Club of Ameviea, as one of
its officers announced at the time of the formation
of the new body. The by-laws provide that the
chairman of the Executive Committee be named
by the Aero Club of America, and in addition, the
Club has the privilege of naming another voting

/

representative; the other thirteen composing the
Executive Committee being made up of the other
members of the Council. The Executive Committee
has complete control of affairs between semi-annual
meetings of the Council, and the chairman exer-
cises executive powers between meetings of the
Executive Committee.

Following out the up-to-the-present-existing pol-
icy of the Aero Club of America, to have the whole
say so far as possible in matters aeronautical, the
plan of the National Council is to have but one
club in each State a member of the Council; that
club in turn to have affiliated with it the local
clubs of its State. The exception is made, how-
ever, of the clubs represented at the organization

meeting. As many clubs in one State or Territory
as were represented, are now members of the
Council.

Tk. Contest Committee has made out a very
comp’ ‘oe sci ¢! conditions to be observed by those
pron,’ ng 1 *s, though there is no ease on record

where these }cve been complied with as yet. One
particular rale of interest provides for the pre-
venting of any performance by a contestant refus-
ing to conform to the rules and regulations of the
National Council, and the inflicting of penalties
and disqualifications.

The Contract and License Committee is to keep
in touch with the qualifications of all professional
and amateur aeronauts and aviators and to seek
to induce them to apply for pilot licenses.

The Academie Committee is supposed to be con-
versant with the work done by the various gov-
ernments, schools and laboratories, and to co-oper-
ate with educational authorities “with power to
receive donations and confer medals.’ The Aero
Club of America has always been gratifyingly
active in the awarding of medals, certificates of
merit. the holding of banquets and participating
in other strenuous labors. Perhaps the most im-
portant committee is the one on publicity, among
whose duties is the furnishing of news items to
the press.

Every affiliated club is entitled to one voting
member in the Council, though another representa-
tive is provided for and allowed the privilege of
attendance at all meetings and the right to debate
but no vote.

Promoters of meets or exhibitions are asked to
pay a fee of $100 to cover the first two days of
the meet and $50 for each additional day.

Wheels on the Army Aeroplane.

Through the kindness of General James Allen,
Chief Signal Officer of the Army, we are able to
furnish some interesting details of the wheel ar-
rangement on the Army aeroplane.

The original idea in equipping the machine with
wheels was to employ a system whereby the
wheels would be used for starting and both skids
and wheels would be used in landing, thus minim-
izing the amount of reconstruction of the under
structure of the machine, and reducing the wear
and tear upon both wheels and skids in landings.

This idea has been carried out with but slight
modification and the results haye been entirely

satisfactory. Five wheels 14 in. in diameter are
used. Four wheels in pairs under the machine
(one pair for each skid), and one wheel in front
to support the weight of the machine in front of
the main planes. All wheels have the same di-
mensions, are interchangeable and are equipped
with steel rims and 2% in. single tube tires.
Each pair of wheels under the machine are oper-
ated on a steel shaft 12 in. in length, connecting
its two wheels. This shaft rests on top of the
skid. and is held down in place by means of a
vertical wooden block and two vertical tension
springs. Across the top of the wooden block is 4

132

ALI ONAU THES

October, I910

ISSO MEI eI

REQUA-GIBSON PROPELLERS

OUR FORMER ADVERTISEMENTS

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the aero man, for as a primary result, we have received large
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IN FUTURE

We shall advertise RESULTS—not promises. RESULTS
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OUR PROPOSITION

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IF YOU HAVE ALREADY

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MEN-WHO FLY EVERY DAY

John J. Slavin Esq. of Los Angeles, | Captain T. S. Baldwin of New York, says

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Los Angeles, Cal., 8/31/10. Al BALDWIN’S SHIP

To Requa-Gibson Company, California Arrow

225 West 49th Street,
New York, N. Y.

New York, July 9th, 1910.

@entlenen:: To The Requa-Gibson Company,
Yours of the 26th inst. received, and in reply 225 West 49th Street,
will say, that we have secured a 260 lbs. thrust | New York, N. Y.
with your propeller at 1,400 R. P. M. Gentlemen
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peller, the longest being 200 feet, when | met peru oa eee Je oe
with an accident which the enclosed clipping your propeller has given us entire satisfaction.
eee Mithent wired wou aa order fer A I think the silk reinforcement on the tips is a
mite a ropellet y great improvement, as I have had broken wires
Renn honestly: recommend! your propellerto | _ °: get caren in the propeller without doing
anyone wishing to secure an efficient propeller, SeHOUs Camaro ame
and take pleasure in giving you this testimonial. Whenever I can say a word for the REQUA-
Very truly yours, GIBSON propeller, you may rest assured that |
. will do so.
1645 Maple Ave. J. J. Slavin. Yours veryruly:
(NOTE: The ene was a 6 ft. ThomantSuibelduan
AHN

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»

CKIMS

CICROAC AOAC RCAC RO SOIC IOI IOI IOI SIH HH I IO IO IT I I I OS

\

A

i

Bb obeohe hoe ofe feof oho che ofoofe fe ofonfo nfo ofa sho ofe conf oho oho oho ofa ofa ofe oho ofa nfooke fe ohooh eho oho ofoofe oho ofonge footer

ERONAUTICS

October,

PROPELLERS

Patents applied for.

Copyright, 1910, By, Spencer Heath.

Quartered White Oak with Spruce Interior.

Paragon Propellers Excel

8 ft. diam. 12 to 16 Pounds.

the thrust given per hundred revolutions per minute

keeping up their thrust during flight—insuring high speed
the selection of material—nothing but edge-grain being used in any part

In
In the thrust given per actual horsepower absorbed
In
In
In

correctness of design, excellence of execution and beauty of finish

THEY ARE IN A CLASS BY THEMSELVES

Our Eight-foot designs give 400 to 500 lbs. thrust at 100@ to 1,100 R. P. M.
We can please YOU. Ask us for a blank

We have pleased every customer.
about your machine and its engine.

form on which to tell us

an estimate on just what you require.

. 7 ova . ee
Our propellers are calculated and designed No uniform piteh

AMERICAN PROPELLER COMPANY,

We will make you

true screws. ”’

616 G Street, N.W., Washington, D. C.

Hp Peek sdeoferfoofecfenseofuoge foeke ohooh ofe eGo ofeefeofe oe ode ofoohe fe fo ofe ofa de oho oho oho afeofo oho oho of os oe ofp ofa ofe oo ofe fe oho fe nfo ofe oho ofe ofe ole cfeofecge

ok

TQIO

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PARAGON

Joofeofoofe ofeogeofeefoofe ofa ofoofe fo ofa fargo ofe feo fe fe ofe fe ofe eke fo ofe ofeofe ofa fone oho ofa oho ofe oho ofe oho ofe afoofe nf

2.

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LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

UR6-ft. Propeller delivers 200 Ibs.
thrust at 1200 R. P. M. @Do

you want to get the best results? It
so get a ‘ ‘Brauner Propeller.’’
@our Propeller has proven more than
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6-ft., 63 Ibs. - - $40.00
atte, Sok. | oe =e 0200
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335.339sEASTT02nd STREET

Phones 2189 Lenox NEW YORK

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Flights Guaranteed

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No Flight :: No Money

Curtiss Aeroplane

GEORGE F. RUSSELL

State particulars regards to grounds

Address care AERONAUTICS
250 West 54th St. New York

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AERONAUTICS October, 1010

PRY OO fey ACTA YG A ial ENG MQ ee ATEN
ETE RI De OS DO LIE EPMO
See eK 30k a MU Ok SS COPS SoS U5 he ee C a= Jj
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ote of le BO SS SSS USE EEE yp= J Lone Aes. “| \
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‘AS In the flight from Albany to New York City had his bi-plane equipped with ne J
Maeve a
a eA
ae PALMER AEROPLANE TIRES ee
Tot, Manufactured by peed
Lo) THE B. F. GOODRICH COMPANY . AKRON, OHIO od
OF V god
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gu vs =z ee ae YESS Cl = Be, qY (Gi \ Tips Me PS ae SS ie oN
Sah WoT”, 1 Ge, 2 ALS Pp Y ee? Mi abe ‘ ye e Cd Pe Me. “hh a S | rt Oe i Caro!

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an | SIZE W eight complete f

us explain the superiorities of I 20e4= in: 63 Ibs. [
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THE GOODYEAR TIRE
& RUBBER COMPANY

Akron, Ohio

Wheels also furnished for the above sizes
Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES :
New York—1741 Broadway ; Boston—167 Oliver Street :
Chicago— 124] ichigan Avventes San Francisco—5 12

Mission Street: Los Angeles—930 So. Main Street.

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AERONAUTICS October, Toro

acrortanes|| COMPLETE CATALOGUE

oe «(AN D se
Aeronautical Supplies

bese Acronoriea! Supplies

NDI RU ONE IDO OND FEO) 1BIUN EGO Yeni ee AEN PI TPL Ye ee
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R. O. RUBEL, JR., & COMPANY :
= MANUFACTURERS AND SELLING AGENTS — The Aero Supply House of America

132 N. Fourth Street Loutsville, Hy. U.S A.

=e ee 132 N. 4th Street LOUISVILLE, KY., U.S.A.

A SGREW BLADE

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and we will ship C. O. D. for

balance

ALONZO COFFIN

Sole Manufacturer
67 Main Street

San Francisco :: California

Avail Yourself Of Our FREE 30 Day Trial

rie CARBURETTOR ===

244 West 49th St.. NEW YORK

A. J. MYERS, Inc. Sole Owners U. S. Bitent Rights ce
More PowerLess Gasoline—No Adjusting—-No Priming—No Float Leveling —No Springs
AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE
SPRAY NOZZLE: Automatically atomizing the proportions of gasoline for high and low speeds.
BALL CAGE: Automatically controlling the-openings of auxiliary air for high and low speeds.
Write for Booklet on Carburetion

All persons are cautioned against infringing on the ball cage for the intake of auxiliary air

Zseees 444444444 AEGAEEEEAEEEEHEREASSELEEEEEEELELELE ASSESSES
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‘ Skids, Propellers, etc. All .
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&

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AERONAUTICS

flat steel rod with ends turned up into which
the ends of the springs are fastened. The other
ends of the springs are fastened to the skid by
means of metal bands. The two vertical springs
and wooden block are enclosed within a ight
galvanized iron casing to prevent the springs and
block from distortion due to lateral strains. In
addition to the heavy vertical springs, four hori-
zontal springs are employed to minimize the
horizontal torque on the wheels resulting while
running on the ground. These springs are at-
tached to the shaft so that one pair exerts tension
toward the rear, while the other pair opposes this
tension. The single wheel in front is provided
with two pieces of flat spring steel which constitute
fa fork for the wheel. The pieces of spring steel
are fastened to a cross bar and guyed in four
directions with steel wire to prevent movement in
any direction. These pieces of spring steel are
designed to support a weight of about SO pounds
under a°7 inch deflection. This weight being suffi-
cient to foree the skids to the ground. The op-
eration of the machine as regards the use of wheels
is as follows:

With the engine running and the machine held
stationary, the front end of the skids are foreed
to the ground, due to the high thrust of the pro-
pellers. Upon releasing the machine it moves for-
ward slowly at first. As soon as the front plane
is elevated, the air pressure under the elevating
plane raises the front skids and allows the front
wheel to do its work. As soon as the momentum
of the machine. increases the weight of the ma-

chine upon the vertical springs decreases until
finally all the wheels leave the ground. Upon
&

&

Ss

landing, the machine is guided so as to Jand upon
tne Trunt whcel. Under the force of impact the
front wheel is deflected upward, allowing the
skids to strike the ground. The pairs of wheels
under the machine as they strike the ground are
forced upward, allowing the skids to strike the
ground. The reaction of all the springs after the
initial impact raises the machine and allows it to
run along the ground until it comes to a full stop.

One of the most unpleasant features in landing
on wheels is the difficulty experienced in stopping
the machine after landing. This is extremely vital,
particularly when landing in a small enclosure.
This difficulty has been practically eliminated by
means of the flexible front wheel and the use of
the front elevating control. Upon striking the
ground the front control is depressed, the air
pressure on top of it being sufficient to hold the
skids on the ground, thus bringing the machine
to a full stop in nearly the same space as was
formerly the case when using the skids alone.

During the month of August Lieut. Foulois made
several short flights, aggregating in time 75 min-
utes and 43 seconds. These flights were merely
experimental, and for purposes of testing out the
new system of control and the new system of
wheels. ‘

133

October, 1910

The Latest Gill Biplane.

The Howard W. Gill Curtiss type biplane which
made its first appearance, with successful flights,
driven by a stock 26 h. p. automobile engine, at
the Los Angeles meet, has been taken over by the
St. Louis Aeronautie Supply Co.

The later type Gill machine, on Farman lines,
and without any front rudder, has started on an
exhibition career with Hillery Beachey as aviator.

The vertical control of the Gill biplane differs
from other biplanes by its location in the rear

of the machine, where it also acts as a steadying
plane as well as an elevator. i

As will be seen from the drawing it consists
of two superposed planes which are pivoted slightly
in front of their center of pressure about one-
third of the distance from the front edge, both of
which planes are connected front and rear by up-
right wires so that they work in unison.

To give added security the wires controlling the
elevator are in duplicate and besides a safety wire
is also placed in the rear plant. As these planes
are hinged forward of their center of pressure
should anything happen it would have the same
effect .as the operator taking his hand off the
controlling lever in which event the rear planes
would point down and start the ship climbing
upward, in this case the safety wire comes into
effect and only allows the machine to climb at a
safe upward angle, so that by slowing down the
motor the machine can be brought naturally and
safely to the ground.

A landing of this nature was made necessary
in the experimental stages at Los Angeles, Cal.,

WIRES TO
ELEVATOR
ae

Gill Biplane Control

through a broken wire, and was made without any
breakage to the machine, and in such a natural
way that those who witnessed it were unaware
until told.

A hand-lever placed on the right
the vertical control. A forward movement in-
creasing the angle of incidence in the rear tail
which raises the tail and steers the biplane down-

side operates

ward. Pulling back on the lever reverses the
movement and steers the machine upward. This
same lever also controls the ailerons. At first

it was hinged in a universal joint to secure both
the forward and sideway motions. This was after-
ward changed to the T-joint shown as it was found
to give a better control than by pivoting the
lever on a universal joint. In the improved joint
both the forward and sideway movements are more
positive and distinct. With this new type lever a
movement of the ailerons can be made without

any tendency to work the elevator also, or vice
versa.
At first the rear elevator was found to have

a decided lag, a movement to raise the ship would
apparently have no effect, which made the operator
feel that the lever had not been moved sutiiciently
to raise the machine and generally resulted in and
increased movement of the lever then as the flyer

AERONAUTICS

would start rising due to the first movement the
lever would be pushed forward to carry the machine
level when on account of the ship still rising it
would seem as if it was beyond control. By in-
creasing the surface of the rear tail and reducing
the weight this lag, nearly always apparent in an
aeroplane controlled vertically from the rear, was
to all practical purposes eliminated.

As it is necessary for good stability to have a
machine with a rear plane it is a big advantage
to use this tail as an elevator also. To leave off
the front elevator not only makes a lighter machine
by some 40: to 8O pounds, but makes the rest ot
the ship stronger by its not having to stand this
added weight, on account of their being no ob-
struction in front. In case of an accident the
operator is less liable to be caught under the ma-
chine and crushed. It is bound to make a faster
and therefore more stable flyer by the elimina-
tion of the head resistance of the front planes
and their supports.

Wellman Airship.

Rapid progress is being made toward the prep-
aration of the Wellman airship ‘‘America” for
its promised attempt to cross the Atlantic. Since
the last start for the pole on August 15, 1910, the
airship has been enlarged and improved and an
entirely new steel car placed under it. It is an-
ticipated that the voyage across the Atlantie will
require from six to ten days, depending on the
foree of the prevailing winds.

Trials will be made at Atlantic City in which
the equilibrium will not be used, sand and water
ballast being employed instead. ‘These trips are
to test the machinery and get everything in run-
ning order.

The “America” is the second largest airship
ever built, and next to the Zeppelin in size, but
has a larger carrying capacity than the Zeppelin.

The ship has been built and perfected in. Paris
under the direction of Walter Wellman, and the

personal supervision of Chief Engineer Vaniman,
who designed most of the ship and constructed
many parts and accessories.

FACTS ABOUT THE AIRSHIP “AMERICA.”

ene th oteballoonis &cuerecners 228 feet.
Greatest Diameter.......... 52 feet
WoOlUm @rciceseae cue sete cos 345,000 cu. ft.

1 ecubie foot of air weighs 11/5 oz.
345,000 cubic feet of air weighs
25,800 pounds.

The balloon is inflated with hydrogen gas gen-
erated by using eighty tons of sulphuric acid and
sixty tons of iron turnings. The gas is washed
and dried to make it as light and pure as possible.
This gas weighs one-tenth of an ounce per cubic

foot and the 345,000 cubie feet required to fill
the balloon weighs 2,150 pounds, the gas being

twelve times lighter than air. The lifting force of
the balloon therefore is the difference between the
weight of the air displaced and the weight of the

hydrogen with which the balloon is filled. The
total lifting force of the “America” is 23,650
pounds.

The balloon itself, composed of three thicknesses
of cotton and silk gummed together with rubber
to make it gas tight, weighs 4,850 pounds. Un-
derneath the balloon is suspended by steel cables
the car, which weighs 4,400 pounds. This car is

built of the highest grade steel tubing and in
places withstands stresses of twelve tons. The

Cal is, L56e teem
its’ base is 75 fit:
gals. of gasoline.

length, and the steel tank at
long with a capacity of 1,250
The engines, three in number,
(two of 8O h. p. and a service motor of 10 h. p.)
are placed in the steel car. Each of the large
motors drives a pair of twin serews, and each
propulsion system is independent of the other. The
motors and other machinery weigh about 1.500
pounds. Sleeping quarters are provided the crew

of six men in the triangular parts of the ear.
An electric light system, a wireless telegraph

equipment and a telephone connecting the different
parts of the ship are being installed.

A specially built life-boat, constructed in Eng-
land, will be swung underneath the car, fully
equipped with provisions, water and instruments to

October, 1910

be used by the crew in an emergency. This life-boat
weighs less than 1,000 pounds.

Hanging from the airship by a_ strong steel
cable is what is known as the ‘“‘equilebrator,” a
part of which will float upon the surface of the
sea, the other being suspended vertically in the
air. The purpose of this is to act as an auto-
matic regulator of the upward and downward
movements of the airship. When the ship rises,
it must lift some of the equilebrator from the sur-
face of the sea in order to go up, and this added
weight checks the rising movement. Conversely,
when change of temperature or accumulation of
moisture causes the airship to descend, a greater
part of the equilebrator is let down upon the sea,
thus reducing the weight carried by the balloon
and checking the descent. The equilebrator is
composed of thirty steel tanks containing gasoline
and strung together by a strong steel cable. The
gasoline thus carried is a reserve supply for the
engines.

The total supply of gasoline carried will be 10,-
000 pounds, or about 1,800 gallons, which is con-
sidered sufficient to drive the airship from Atlantie
City to Europe. The distance is about 3,000 miles.
With one engine running, the airship will have a
speed of twenty miles per hour, and the quantity of
gasoline carried would run one engine 200 hours.
With both engines running, the ship's speed in still
air will be about 26 miles per hour.

Patents.

Fred Lincoln Gould, Reno, Nev., assignor of one
quarter to John H. Dodd and one-quarter to Am-
brose M. Smith, Reno, Nev., 986,452, July 26,
1910, filed Feb. 5, 1909. FLYING MACHINE of
the helicopter type comprising two vertical masts,
one rotatable with the other, and each carrying
a parachute having apertures therein, with blades
set in the apertures. Means are provided to rock
the blades so as to present different angles of in-
cidence or close entirely the apertures in the
parachute.

Clifford Broderick Cronan, Shelburne’ Falls,
Mass., 965,622, July 26, 1910, filed Feb. 17, 1909.
FLYING MACHINE consisting of a main frame
and a skeleton frame arched in its upper portion
and covered with thin pliable covering. The skele-
ton frame is so constructed that it may be rocked
longitudinally and laterally. There are planes and
propellers on vertical axes within the structure
for sustention. :

John G. Stites, Willowbrook, and Frank Stites.
Los Angeles, Cal., 965,491, July 26, 1910. filed
March 24, 1910. FLYING MACHINE SUPPORT-
ING PLANE. <A double canvas surface sewed in
such manner as to provide longitudinal and ‘trans-
verse pockets. ‘Rafters’ are inserted into the
side longitudinal pockets while a “ridge pole” is
inserted in the intermediate longitudinal pocket
and “ribs” are inserted into the transverse pockets.

John Law Garsed, Elland, England, 965,289, July
26, 1910, filed Nov. 11, 1909. Apparatus for oper-

ating planes or wings and rudders of aerial ma-
chines. Two shafts are arranged end to end and
are provided at their adjacent ends with bevel
gears into which a miter gear meshes, the latter
provided with a hand wheel. In addition to the
rotation provided by the above there is also a
handle attached to a rocking frame suspended

from the shafts and foot pieces applied for giving
slight rotary or oscillating motions to shafts.
Leonidas Hamlin Barringer, Charleston, W. Va.,
965,682, July 26, 1910, filed May 29, 19083
AIRSHIP, the characteristic feature of which lies
in an open ended casing or cylinder extending» cen-
trally and longitudinally through the cigar-shaped
gas bag. The cylinder is held in place by parti-
tion secured to it and to the envelope and these
partitions serve in addition to form separate gas

containing § compartments. The usual _car I§
suspended from the envelope and transmission
means are provided to rotate propellers in the

central casing or eylinder.

134

AERONAUTICS

October, I910

FOU OOOO OOOO

PDAS EESFS GEG E AFF FSSA GG PMP et ee ee ete ee ee eM ee ee ee ee ee ee ee ee ee

PoP HH IH HI I I HHH HH HH HHH HOH HH RK HAI KIRK HH IIH IIA IIA IAAI KIA AIK

LS. A.— TRIACA

WHICH MEANS

International School of Aeronautics and Albert C. Triaca, Aeroplanes

FOUNDED 1908

Instruction
For resident and correspondence students in Ballooning
and Aviation.
Import— Export— Supplies
Engines, Propellers, Fabrics, Wood and Metal Parts.
Imported Monoplanes and Biplanes from $4,000 to $10,000.
Manufacturing

I. S. A~-TRIACA MONOPLANES from $3,200 to $9,000
I.S.A.—TRIACA BIPLANES from $3,500 to $10,000

ROO OOOO OIRO OOF

People who mean business are cordially invited to visit the

I.S. A. TRIACA AERODROME

Provided with sheds, gas, shop equipped with machinery
for wood and metal work, sample and model room. Located
at GARDEN CITY, L. I., adjacent to Hempstead Plains.

Take 34th Street Ferry, New York; Atlantic Avenue
Station, Brooklyn; or Pennsylvania Terminal in New York.

In answering advertisements please mention this magazime.

¥

FOP PIII II I AISI III IIIA IAAI IAA ASD AAA ADA AAI AIDA AAI D AAAS SIDED AASB AAA AIA AIDA AAS IAS ADE SAD AAAI AAD AAAD AAS IK

AERONAUTICS

feo a

{ Wwittemann Glider In Flight

Crand A.

WITTEMANN

DESIGNERS — CONSTRUCTORS — DEVELOPERS OF
Aeroplanes,
Gliding Machines, Models,
’ Separate Parts

PRACTICAL LESSONS IN GLIDING
Experiments Conducted Large grounds for testing
GLIDERS IN STOCK

WORKS:
17 Ocean Terrace and Little Clove Road, Staten Island, New York
Telephone, 390-L. West Brighton

ADAMS-FARWELL

THE WORLD'S LIGHTEST AND SIMPLEST
MOTOR

Less than 3 Ibs. per H. P.
A. L. A. M. rating

Self cooled
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GET OUR CATALOGUE
No. 15-A

THE ADAMS COMPANY
DUBUQUE, IOWA, U.S.A.

\ AERONAUTICS

Edited by

Major B. Baden-Powell and John H. Wedeboer
The first and leading paper in Great Britain devoted to
Aviation, Aerostation, Meteorology, Aerology, Etc.
THE ONLY RELIABLE TECHNICAL JOURNAL

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ostpai
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27, CHANCERY LANE, LONDON, W.C., ENGLAND

A special feature is a complete illustrated list of |
all Aeronautical Patents published every month

October,
EO RSA ree

PATENT 897,738

IQ1O

= OR
aN Aida

=
—
id

See description in Exchange Department, this issue.
rite for copy of patent and full information

W. E. Colyer, Box 391, Saranac Lake, N. Y.

PRICE $250

20-30 HP

5 in.Bore. 5in.Stroke
1000-1500 R.P.M.

Write for a Catalogue

7 He DETROIT AERO-PLANE CO.
DETROIT MICHIGAN

JERSEY
SKEETER

Our Skeeter has a new propeller;

You ought to see it
The Jersey Skeeter Aeroplane
flies 30 feet. Sent

fly, it goes like a streak.
is 8 ins. long, weighs 1-6 ounce,
prepaid 25 cents.

‘incoln Square Novelty Works, 1939 Broadway, N. Y.

In answering advertisements please mention this magazine.

a

J

AERONAUTICS

Show in Washington.

Under the auspices of the Aero-Scientifie Club
of Washineton, ID. C., an aero exhibit will be held
at the Union Station, in that city, week of
October 3d.

An inyifation is extended to all persons having
new ideas, inventions, flying machines or any
aero appliances to exhibit. There will be no ex-
pense to exhibitors, beyond transportation.

Will also hold amateur aero meet at College
Park, near Washington, opening October 17th, and
continuing ten days. <All exhibitors having ma-
chines here on exhibition can have full week for
try out and practice work at College Park aviation
field and grounds, before the meet, thus becoming
familiay with field and grounds and be able to
make credible showing at the meet.

All persons who desire to enter exhibit or wish
particulars in regard to meet, communicate with
IY. L. Rice, secretary, 614 19th street, N. W., Wash-
ington, D. C

Philadelphia Aero Show Changes Date.

The aero show which has been announced by
the Aero Club of Pennsylvania, to be held in the
First Regiment Armory, Philadelphia, has been
postponed a few days and will now be held No-
vember 2 to 12.

This postponement has been found necessary be-
cause a number of the aeroplanes which will be
on. exhibition and which will be the principal at-
tractions for the public will be competitors in
the Belmont Park meet, and as these races have
been put off until October 22 to 29, the arrange-
ments have been made to open the show on the
Wednesday following. thus giving plenty of time
to ship the machines from Long Island to Phila-
delphia and to set them up in the Armory.

In response to a number of requests from ex-
hibitors who are also going to show their goods
in St. Louis, the A. C. cf P. is arranging to have ¢
special car engaged to be packed with goods from
the Philadelphia show immediately on the close,
November 12, and to send this car by express to
St. Louis. so that the exhibit can be set up there
in time for the opening.

The Philadelphia show is attracting unusual in-

terest among ‘dealers in aeronautie and aviation
supplies because of the activity that has been

recently shown by the Aero Club of Pennsylvania.

This organization has now gone into ballooning
with weekly ascents scheduled. Its new grounds
for aeroplane flights at Clementon, N. J., have
been pronounced by those who have seen them
to be far ahead of most other grounds. both in

their natural advantages and in the building which

has been done on them.
The hangars on these grounds are three hun
dred feet long and so constructed that there are

six separate compartments. each 50 ft. wide and
40 ft. deep. and each containing a work-bench and

two sleeping compartments, to accommodate four
persons. The club is also installing a complete

machine shop to be run by a 5 h. p. gas engine,
and the fact that every one of these hangais has
already been leased for the entire winter is an
indication of the busy days that are in store for
members of this organization. i

A. large percentage of the space in the Aero Show
has already been taken by residents of eastern
Pennsylvania, Southern New Jersey and Delaware,
of which Philadelphia is the natural center, these
residents having turned in remarkable numbers
to the manufacture and sale of aeronautie and
aviation goods. The recent growth of the Aero
Club of Pennsylvania has been one of the most
notable features of American aviation pews and
the club is being run upon a business basis which
promises well for its future.

The ‘Three States Aero Show’ has been placed
by the club under the management of Henry M.
“Neely, the secretary, who is also chairman of the
committee om contests and exhibitions, and who
has had many years’ experience in show manage-
ment and publicity.

St. Louis National Aero Show.
Preparations for the St Louis National Aero
Show, to be held November 17 to 24, in the great

October, Toro

Coliseum in St. Louis, under the auspices of the
Aero Club of St. Louis, are rapidly progressing.
The manager now believes there will be on exhibi-
tion from 12 to 15 full size aeroplanes and 40
or 50 flying models.

More than 35 concerns have already contracted

for space at the show, among these are:
AERONAUTICS, Detroit Aeroplane Company, Aero-
nautic Supply Company, Goodyear Tire & Rub-
ber Company, Aeromotion Company of America,
Aerial Navigation Company of America, Leading
Brass Company, French-American Balloon Com-

pany, Missouri Stair Company, St. Louis Pattern
& Model Company, United Storage & Battery Com
pany, Lawson Publishing Company, Phoenix Auto
Supply Company, Western Oil Pump & Tank Com-
pany, O. K. Harry Steel Company, Erker Bros.

Among the complete aeroplanes to be shown will
be a Wright machine which will occupy the place
of honor at the main entrance, a Farman biplane,
a Santos Dumont ‘‘Demoiselle,’’ Gill biplane, Cur-
tiss biplane, Baldwin biplane, and several other
machines that have recently tried out, but have
not yet made important flights.

A novel exhibit will be that of the Missouri
Tent & Awning Company, makers of aeroplane
hangars, which will show a model aviation field
with a miniature grandstand, hangars and aero-
planes. Among the fiying models there will be a
novelty in the form of a ornithopter, which actu-
ally flies in much the same way as a humming
bird.

The spaces devoted to the exhibits of inventors
or those who will show plans, or specifications,
or models of aireraft, in which they desire to
interest capital, are rapidly filling up.

G. L. Holton, manager of the show, with offices
in the Coliseum building, reports that there is
very little space left in the Coliseum and urges
manufacturers who plan to exhibit there to advise
him at once.

BALLOON TRIP OVER ROME

(Continued from page 111)

I was seven hours on my voyage from Rome
to Benevento, going over the Apennines, where I
was well received by the Italians, who praised me
very much, because I had courage to defy the Pope,
who then had a _ bitter feeling for some cause
against our nation. Several persons hailed me
on my way, and were highly delighted to see a
great balloon pass over their heads. I made the
voyage of two hundred miles in the vear 1869
from Rome. My American and English friends
presented me with a splendid flag in Rome, which
they desired to see me wave over the city.

At that time only the Pope’s flag was allowed
to float over the Eternal City, by orders of the
Pope (Pius the Ninth) who reigned over the city.
His secretary, Antanelli, and Governor Randi, said
I must not carry the Stars and Stripes over Rome.
On my third ascent I put my flag in the car, and
as I began the ascent I took off the Pope’s flag
and put in its place the Star Spangled Banner and
waved it in triumph. A tremendous shout from
Americans and British and the admirers of Gari-
baldi was given as I sailed off towards the beauti-
ful city or villa of Tivoli at the foot of the splen-
did Apeunines.

I had to give away half the money received at
the villa of Borghese, an immense garden belong-
ing to Prince Borghese, who married Pauline, the
sister of Napoleon the Great. About four thousand
dollars was taken at the gates. Garibaldi ana
Crispi were my friends, and seemed highly de-
lighted with my courage and defiance of the Pope
and Roman powers.

At Naples I received my fiftcenth degree in Free
masonry at the Garibaldi lodge. In the masonic
lodge at Palermo, where M. Crispi was the grand
master of the lodge, I heard him ard others speak
in favor of taking Rome by Garibaldi. The poet
Longfellow and the Queen of Naples were among
the twenty thousand people who saw my ascent
at Rome.

135

AFRONAUTICS

LN@ 1 cE. AcE Ra ale

TO OUR FRIENDS—We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad. in AERONAUTICS. This

will help us, and eventually be of equal service to
yourselves.

New High Powered Engine.

Owing to the demand for high powered engines
of 60-75 or even more horsepower, the Detroit
Acronautic Construction Co. is contemplating put-
ting on the market an S-cylinder engine. Their

largest motor at present is a 6-cylinder, 5 by 5,
weighing complete about 285 Ibs., rated at 60-75
his spe
Bosch Chicago Office Moved.
The office and headquarters of the Chicago
branch of the Bosch Magneto Company has re-

moved from the former address at 1253 Michigan
Avenue, to 119-121 Bast 24th Street. A two-story
building midway between Michigan and Indiana
Avenues.

Demountable Rims for Aeroplanes.

The Dorian Remountable Rim Co. has brought
out a demountable aeroplane rim. The principle
of the construction and operation of the aeroplane
rim is the same as that of the automobile rim, the
chief difference being that the felloe band of the
automobile rim is shrunk on the wood felloe of the
automobile wheel, while with the aeroplane rim,
the wire spokes of the wheel are secured in the
joint as per the general practice.

The five wedges of the aeroplane rim are made
of aluminum alloy. and the rims on which the tire

is fitted is of rolled sheet aluminum; the felloe
band is of steel.

The difference in weight between the rim and
a regular clincher rim is about 5% pounds per

wheel.

To remove the rim with the deflated tire so that
the rim with a properly inflated tire can be fitted
in its place, it is necessary to merely remove three
of the wedges by turning the nut “B,” which is
held in the wedge by a plate so that it virtually
forms part of the wedge; for this reason, it is im-
possible to lose a nut. The band to which the
spokes of the wheel are secured is made of an
alloy steel, and the rim holding the tire is made of
steel aluminum alloy rolled to shape.

On Two-Cycle Engines.

At last even conservative Mineola, the hotbed
of aviation in the East, has come to accept the
two-cycle engine of modernized type as one solu-
tion of the power problem for consistent aero-
nautie work, and none of the novice aviators
there feel their chances for achievement are good
without the now popular two-cycle engine.

In the Western States they found favor months
ago. because Western users of gasoline engines
know that all their fastest motor boats for the

1:

October, 1910

MARKET: PLACE

past two or three years have been driven by light-
weight two-cycle engines. And the winning of a

great motor boat even demands from the power
plant just what successful flight calls for,—an
engine very light for its power, very simple in
design, and one capable of turning a_ propeller

at a high speed for considerable periods of time.

Automobile work is entirely different ; the motor
must pull hard in starting or climbing hills, but
runs practically free on level ground,—except
where extreme high speed is maintained. Prac-
tically no “stock” automobile motor will stand
maintained high speed; it overheats, connecting
rod bearings pound to pieces, or, most frequently,
the valves warp and fail. The motors simply
are not designed for indefinitely long runs at max-
imum speed, consequently no really successful
flight has been made in America with an autemo-
bile engine. Two-cycle motors have been success-
ful in motor boat work simply because they have
been designed and perfected with but two ends
in view, power for weight and long continued high
speed.

Mineola, however, knew little about boats or
boat engines. Most of the men who formed the
colony were graduates from the automobile school
and they were sceptical concerning the alleged
merits of the two-cycle engines.

“Nothing to it,’ they said at first, and then
Dr. W. Greene made a couple of get-aways early
in the season.

Dr. Greene’s flights proved that the engines
would fly, so Mineola had to leave the general

and come to the particular.

“Two-eyele engines are difficult to start,” said
the “boys”; but G. E. DeLong brought his Schnei-
der ‘plane to Mineola with an Elbridge two-cycle
engine, started it in two minutes the first time
and on the spark whenever he liked for the rest

of the day. The doubting Thomases were begin-
ning to scratch their heads.
“But you can’t keep a two-cycle engine cool

with an ordinary radiator,’ they exclaimed, when

a 26-h. p. radiator attached to a 50-h. p. engine
boiled over after a ten-minutes’’ run. Two or
three days later J. J. Frisbie installed a four-
cylinder Elbridge in his ‘plane, used- two small
radiators so placed that they received an unin-
terrupted current of air, and not only did the
two-cycle engine cool properly, but it was the
only engine on the javiation field that could be
run for twenty minutes at a stretch (standing)

without boiling over.

“That's a nice little engine,” said Captain Bald-

win to Frisbie, when the installation had been
made and Frisbie was preparing for his trial

flight, “but a man needs more power to fly with
than you can get from four small cylinders.”

“Great Seott! That's too much power for a
novice to monkey with,’ said Captain Baldwin
five minutes later, as Frisbie sailed by at a speed
approximating fifty miles an hour.

“Anyway, you can’t throttle down a two-cycle
engine,’ was their final wail, quite refuted by
different users, who throttled down the engines in
their machines so well that the ‘planes could be
left standing alone with their propellers slowly
turning.

That was the last straw, and the crowd bolted

for two-cycle engines of the “Featherweight” type.
George Russell, who has been using a four-cycle
engine all summer installed a two-cycle and went
away to fill an engagement. Frisbie. in three
weeks, had learned to fly so well that he threat-

ened the laurels of men who have spent more
than months learning to fly, and lie found easy
money reaching out to him. Some half-dozen

others followed suit, until now there are more of
one make of two-cycle engines being installed at

Mineola than all different four-cycle makes com-
bined.

There now are literally dozens of them around
New York. Their chief beauties seem to be

strength, power and smooth-running. They have
been in smash-ups of all kinds, but not a part of
any one of the engines has been broken. ~Seyeral

AERONAUTICS

men report leaving the ground inside of 100 feet,
which speaks well for their reserve power, and in
summing up the operation of the engine the
Hevening Sun of August 30 says it ‘“‘runs like an
electric motor.”

At Buffalo on Labor Day an Elbridge ‘‘Feather-
weight” installed in the boat Elbridge V, won the
$500 Buffalo Launch Club trophy for the 25-mile

championship of the “Great Lakes, under condi-
tions so adverse that none of the other boats,
mostly equipped with four-cycle engines of 250 to

300 h. p., finished the race.

Even Europe has fallen victim to the seductions
of the simple two-cycle engine, there are several
new makes on the English market, and the Amer-
ican manufacturers of the Elbridge ‘Feather-
weight” engines are said to have declined to enter-
tain a proposition guaranteeing $50,000 per year
for European manufacturing rights.

Finest Workmanship Displayed on Burgess-

Curtis Biplanes.

The Burgess Company & Curtis has good reason
to be gratified by the many compliments the ma-
chines received for their construction and un-
equalled finish. Several of the aviators at the
Boston meet have requested this concern to furnish
them with spare parts or construct machines for
them. The new 8-ft. propeller designed by W.
Starling Burgess has attracted particular attention
ever since it developed a thrust of more than 460
pounds. While the power to produce such an enor-
mous thrust was primarily due to the excellence
of the eight-cylinder Indian motor, it is neverthe-
less greatly to the credit of the propeller itself
that the power should be applied so efficiently.

IMPORTING CLEMENT MOTORS.

_ The Clement-Bayard motors, which this company
is

importing direct from the manufacturer, can be
supplied at $1,500 each. These motors when
tested by Bleriot’s engineers developed from 25

to 31 h. p. continuously and weigh less than 110
pounds. The well-known reputation of the Cle-
ment-Bayard factory is back of them.

The Burgess-Curtis machines at the Boston meet
did not show up so prominently for unavoidable
reasons. A GO h. p. motor for the Burgess biplane
owned by Messrs. Shoemaker and Hilliard arrived
only at the last moment before the meet, and Mr.
Hilliard has required a large amount of testing
and adjusting in order to adapt the heavy motor
and its 8-ft. propeller to a machine designed for a
light 25 h. p. motor using a 6-ft. propeller. Then.
again, the Clement-Bayard motor for the Model C
machine arrived only the very day on which the
Model C was shipped to the aviation field. There
were many delays in getting the motor set up and
properly provided with radiator and other acces-
sories.

In view of the fact that the company has not
yet succeeded in securing the services of an ex-
perienced aviator, Mr. Burgess recently decided to
undertake flying one of the Model B machines him-
self. He has shown considerable proficiency in
making short jumps on an even keel, but as he
keenly realizes that any damage resulting to the
machine from faulty handling on the part of the
aviator would be attributed by the public to faults
in the biplane itself, he is pursuing a conservative
policy and making progress slowly.

Goodyear Four-Inch Tires.

Large size tires are coming more into favor. as
they deserve. They ride holes and ruts in fields
where small tires cateh and buckle the wheels.

The Goodyear Tire and Rubber Co. is now mak-
ing 20x4-in. detachable and 20x 2-in. single-tube
tires, and expects to increase its facilities in this
line shortly.

The Anzani Aviation Motor.

The 5-cylinder Anzani motor, which, since an
agency was started in the United States, has
already sold well, is made in five sizes, ranging
from 10 h.p. to 45 h.p. Specifications of these
motors follow here below.

The cylinders are radially disposed and are
placed at an angle of approximately 60 degrees.
Assuming that the cylinders are numbered one,

two, three, the explosions will take place first in
number one cylinder, then in number three and

1

3

i

October, 1910

finally in number two. ‘This distributes the ex-
plosions evenly over the circumference, which in-
sures almost perfect balancing of the engine. The
cylinders are cast in steel separately, the valve
chamber being solid with the chamber wall.

The valves are of the well-known mushroom
type of nickel steel; the inlet valyes are oper-
ated automatically and are situated at the top of
the cylinders, while the exhaust valves are lo-
cated at the side of the cylinders and are oper-
ated from a single timing gear.

The air cooling as used for the Anzani motors
has proved very efficient. As the motor runs all
the time at top speed a tremendous circulation of

air is obtained, which insures perfect cooling.
Even if the motor is installed in. the rear of the
machine, the suction caused by the propeller is
sufficient to create a draught, which in itself will
cool the motor.

The pistons are cast in steel, and are extra
light. The connecting rods are attached to a
single throw of the crankshaft. The crankshaft

is made of nickel steel and is balanced by counter-
weights, which are taking the place of the fly-

wheel. No camshaft is used and a pinion is
attached to the end of the crankshaft, which

drives the timing gear, oil pump, and ignition
timer.
The G. & A. carburetors have been adopted for

the Anzani motors and an extra light model
specially constructed for aviation is used. The

carburetor operates entirely automatically.

The ignition by 6-volt storage battery and high
tension multiple unit coil or by high-tension
Bosch magneto.

Splash lubrication. The oil is distributed
through all parts of the motor by means of a
rotary oil pump.

All motors are fitted with a thrust bearing,
which is placed outside of the crankease, in case
a pushing force is required, and inside of the

crankease when a pulling force is needed.

After the success obtained with the 3-eylinder
motor Anzani decided to construct also 4 and 5-
cylinder motors. The 5-cylinder motor has proved
quite a success. This motor is furnished either
in 50 or 100 h.p. The same principles of con-
struction of the 3-cylinder motor have been fol-

lowed for the 5-cylinder. The cylinders are equally
distributed oyer the circumference. Special at-
tention has been given to the lubrication system
and the oil is forced by means of a pump through
a system of piping to all the bearings of engine.

Anzani is one of the pioneers in the manufac-
ture of aviation engines, and Bleriot’s success in
crossing the English channel with an Anzani en-
gine established an enviable reputation for this
engine.

Among the famous aviators which have used
the Anzani engine we can mention the following:
Bleriot, Delagrange, Morave, Molon, Olieslaegers,
Leblanc, Masnet, de Lesseps and Balsan.

The following machines have been from time
to time ‘‘Ansani installed:’’ Bleriot, Hanriot,
Tellier, Vendome, Nieuport and Dubonnet.

AERONAUTICS

October, 1910

AERONAUTICS’ PERMANENT EXPOSITION

MANENT EXPOSITION, wanting to
see this motor or that, mag-
netos, propellers, et cetera.

The scheme has not been a complete suc-
cess, by reason of the very fact that some
advertisers are too successful in getting or-
ders beyond the immediate supply. Not a
single motor has yet been shown in the exhi-
bition room.

Within the last week there have been added
several most interesting exhibits, among them
a propeller of the American Propeller Co., the
Pennsylvania tire exhibit, a sample board of
Roebling wire and cable, H. M. H. Mills cloth,
Rubel Co. weod, Goodyear fabric, Vacuum Oil
Co, ete; ;

The value of the exhibition to all is at once
apparent, and every manufacturer is earnestly
asked to send in sample products just as soon
as it is at all possible.

Manufacturers should send a supply of their
catalogues and print on their circulars, sta-
tionery and letters the fact that they are ex-
hibitors in AERONAUTICS’ PERMANENT EXPOSITION.

Every reader of AmrRONAUTICS is invited to call
and inspect the exhibition.

Eo day there are visitors to the PER-

tires,

Exhibits are either on hand or promised
from the following:—
Hartrord Rubber Works | COke mri sinatra Tires
IWattemianm tO Sie eee Gliders and Supplies
Warner -—insitrimienity Come 72cm antes Aerometer
Requa-Gibson Co........ Motors and Propellers
HlbridseshneineCon ee wae. Cee Engines
Pennsylvania Rubber Come. -n cee eee Tires
CiAB COnOVier © Os. he caste noone Cloth
Ma win s Wevilek ss ccs =: a ciaecestene ice are aes Photos |
Roebling COL ae. se kate cae eee ne Wire Cable
MeArcomRadiator Cone ce coc eee Radiators
JL CAT IW CaCI eo cle Guts. pinroiroeieaet eines Wheels, Ete.
GrECNENCO. sche eok ce eee Propellers and Parts
Bosch) Magneto Comet. eee Magnetos
PN HO/NEwioy Sibir oyollaiz (Clon GAs booed ok susas Supplies
Ri EE Ni= COAL sia eee erence Ball Bearings
Di PDEICOUN posts oh 0 Wend omar Gees ES Chote Bamboo —
Uo So LENCE ARCO n Gidig oo Ho.8 Magnetos, Bowden Wire
Acro (SupplynComea 26 sera eee ee Supplies
Charles E. Dressler..............Model Maker
WAM Moline Siks ILO Sea anes reneine een Lumber
BuelSHs (Gre enits sacomes oe ee eine wees Turnbuckles
AMErican Propeller COs sac eee Propellers
Vacuum OnlCOn wae slate whee el el eae ape Oils
Mes M05 TES MEISE <1 Seer ee eee Cloth
Goodyear L&R Come . sce ee Cloth
lays (OW Jayuioell, dhe, ae Con sacune Woods and Joints

A SIMPLE WAY TO DRAW A PARABOLIC CURVE

draw the line AB; and AC perpendicular
to it. On AB lay off the
distant, EF, G, D, etc., as many or as few
as desired, and. at any arbitrary distance. Draw
from these points the perpendiculars FP, GE, DI,
ete. With F as a center lay off the ares GP, DE,
HI, ete. Biseet AF at V. Take any point O
between V and F, erect perpendicular OL and with

a construct a parabola (in a simple manner)

points, equi-

ss
1a” #2
i go =

422 5
+

Baldwin Curve labove/
Drawnto Scale

I’ as cents and OA as radius cut OL at L.

NG) ae —— Then VLPH, etc., are points on
curve. Draw a ‘fair’ line through the points
L, P, E, I, ete., and you have your curve. The
chord VR may be drawn between any points,

dependent upon the depth of curvature and place
of greatest depth desired. Other methods may be

found in text-books. The degree of curvature
depends on the arbitrary distance AF, and this
distance must be selected to give the desired
curvature.

A parabola is defined as a curve, any point
of which is equidistant from a given line and
a given point. The given line is AC and the

given point EF; and all points on curve must be
equidistant from these two. Hence, all radii must
belitakens from) BY Shh == AG, Ad Arete

To duplicate a particular rib from _ printed
data (if same is a parabola), where the greatest
depth of curve and the length of the chord is
given, one may follow this method:

If the greatest depth (or the depth at a cer-
tain distance back) is known to be, say, 4%

pe ae

V= Vertex F=Focus

in., and the chord is 4% ft. (54 in. divided by
4% in. = 1 in 12), lay out a trial parabolay
as shown in sketch, using some arbitrary distance,
Sie: 0) ele ee OTameAUH ys When complete take a
straight-edge 4% ft. long and move along the
parabola until a T-square laid on the _ straight-
edge will show the necessary depth at the required
point. If incorrect redraw, using another distance
for AF. ;

To draw a parabola to a scale of 1 in. to the
foot, with the greatest height 4% in. at 18 in.
back, give AF a value of 3/10 in. This can be
drawn on cardboard and then cut out with scis-
sors and used thereafter in making drawings by
working around.

138

{1ERONAUTICS

Ne M.MACEE & SON itt sizes instock
: PS TENTS, FLACS,AWNINCS \

“8 147 FULTON ST., N. Y. Tel.,

October, roto

5635 Cort.

AEROPLANE WHEELS

All Sizes built to order on extremely short

notice. @We do experimental
work of all kinds. qd Wwe are specialists in Bight
cubular, frame construction work 3

THe TIGER CYCLE WORKS CO.

782 Eighth Avenue - Phone, Bryant, 1268 - New York

AEROPLANE WIRE WHEELS

20" x 2" Curtiss Type in Stock—WEIGHT 7 LBS.
Monoplane Tail Wheel, 16" x 142"—Weight 3 lbs.

| For 20" Wheel
Farman Type Axles With ShsckwAlbeorbers

14" Wire-Spoked Steering Wheels - - Turn-Buckles

J. A. WEAVER, Jr., 956 8th Ave., N. Y.
L. B. REPAIR CO., Inc.

EXPERTS ON \GASOLINE MOTORS
REMODELING \ and OVERHAULING
MOTORS, MAKING SPECIAL PARTS
NTAL WORK ON
ATER VEHICLES

225 W. 57th St., N.Y. Tel. 6549 Col.

dIGH-CLASS MACHINE WORK
“OR AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
’edersen Lubricators have proven to be the most reliable

PEDERSEN MANUFACTURING COMPANY

(ESTABLISHED 1884. INCORPORATED 1906)

336-644 FIRST AVENUE NEW YORK

ling Automobile

"WECO™

All Rardaaitie Saris
1230 Broadway at 79th St., - = New York

Supply House Offers Trophies.

The R. O. Rubel, Jr., & Co., aero supply con-
ern, has offered twelve trophies, under various
onditions, as follows

To the purchaser (club, private parties or man-
ifacturers) of any make of aeronautical motor
hrough us, during the year of 1910 and the first
hree months of the year 1911, we offer twelve
ilver loving cups v alued at $500, to the aviator
vho remains the longest time in the air without
ouching the ground; rises from the ground in the
hortest distance; to the first ten aviators who fly
OO yards or more without touching the ground
vill be awarded silver loving cups. Awards to the
‘rst ten aviators who qualify in making a 100-
tard flight will be made commencing August 10,
910, in rotation of their qualifications.

Sworn affidavits together with two witness’ sig-
1atures required in filing report.

No other conditions are imposed except that the
ngine be purchased through the company.

Auto & Aeronautic Supply Go.}

@ Aeronautic Supplies of Every
Description in Stock
@, Wood Cut as per Specifications V
2100 BROADWAY (73rd St.) NEW YORK

"PHONE, 6948 COLUMBUS

Souk

| New York
Chocolates (e

Health Food Chocolate

Most Suitable for Aeronauts or those
requiring a Non-Bulky Sustaining Food
Office, 150-154 CHAMBERS STREET, NEW YORK
ae re ee

W I R E Aviator wire of high

strength—Plated finish—-Easy to solder
—Aviator cord of twisted wire.

John A. Roebling’s Sons Co., TRENTON:

FOR ANYTHING IN : NAUTICS

which you may desire from
Ladis Lewkowicz, Ervauville\
and prompt attention will be give

Specialty of securing reliable and successfu
aeroplanes. Quickest delivery and lowest
guarantee. Full information can be obtai
resident representative, Eugene I. Go

Street, New York City.

PROP

« SPECIAL

’ a

:
oO
So
D

. Any styles of
anufacturers"
y lawyer an

ieb, Esq., 140 Nassau

LERS

MADE
Full Sized

Oaaek

¢ Prices on/ Ap

L. G.

107 W. 36th St.

ew York

Specially Selected oir Aeroplanes
ALL SIZES IN STOCK

J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

White Aeroplane Co.

15 Myrtle Ave., Brooklyn, N. Y. ==

FLYING MODELS, EXHIBITION MODELS,

MINIATURE AEROPLANE WHEELS,|W_wM

ENGINES, PROPELLERS AND SUPPLIES.

Excellent facilities for experimental and model work
CATALOGUE FOR STAMP

py jg ales a OF EVERY DESCRIPTION MADE ON SHORT NOTICE
ARTHUR F. SMITH, 93 JOHN ST., NEW YORK CITY |

AERONAUTICS

Of ofp feof of ofe ofe eke ofe oe ole oho ofe ofe os PA i i ] S PEEP ebb

October, 1910

+
: :
+ +

. SPECIAL ATTENTION TO AERIAL

: 20 Years Experience A A aTON :
us Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements e
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AERONAUTICS a October, 1910

SUBSCRIBERS, EXCHANGE AND FORUM

HELICOPTER PATENT FOR SALE. tilted up under sudden uneven pressure, the pres-

r aa ae ere har ie att bee sure would be equalized and equilibrium restored.
W. HE. Colyer, Box 591, Saranac Lake, N. Y., J] wanted the angle of incidence to alter itself. to

has a patent to dispose of, No. 897,738. Sept. 1

: ais : SSL, : pt. I, meet changing conditions, and I finally workec
1908. The machine covered therein is of the heli- the following method: ; BIEN OT EEO lOUe
copter type, comprising two Suge nosed screws or Planes are hinged to each side of a central frame
discs on concentric upright shafts driven by bevel or chassis so that the lines of connection (B B
gears, and rotating in opposite directions. There in figures) will diverge sharply to the rear, giving
is a framework upon which is mounted the engine, the vertical projection of the central frame the

driver’s seat, ete., with means for shifting the cen- form of a triangle with base to the front. At
ter of gravity by a lever in order to tilt the lift- points near the extremities of the opposing planes

ing screws and give the whole apparatus a forward a cable is fastened which runs through a pulley
movement. Steering right and left is effected by a (A in Fig. 2) loeated below the level of the sianes

genticall rudder at ‘the rear of the frame. Now you will note that swinging one of these
There are two claims in the patent, as follows: planes down will increase its angle of incidence,

, 1. A flying machine comprising a main frame, and, as the two sides are joined by the cable, a
Oppositely—rotating? propellers carried thereby, a movement on either side causes an Opposing move-

“supplemental frame suspended aon the main frame. ment on the opposite side. As the cable runs
said supplemental frame comprising hangers pivot- freely on the pulley, extra pressure exerted on

ally connected with the main frame, a bottom bar one ‘side as by a gust of wind will force that
pivotally connected with the hangers, and a link side-up, but while doing so would decrease its
joining the hangers above the bottom bar, drive angle of incidence (to the possible extent of form-
gearing supported by the main and supplemental ing a negative angle), lessening the pressure due
frames for driving the propellers, and ‘adjusting to the advance of the machine, and not only would
means connected with the bottom bar and link of that alone tend to preserve equilibrium, but the
the supplemental frame for shifting the portions of — cable would exert a downward pull on the opposite
said frame to change the center of gravity of the plane, tending to increase its angle of incidence,
machine. . - consequently equalizing the pressure.

2. A~flying machine-embodying a main frame, An. additional effect may be secured if we raise
propellers—earried—thereby, a—supplemental frame the pulley; then both planes will be raised and
suspended from the main frame, said supplemental their angle of incidence would be decreased, while
frame comprising hangers pivetally connected with jlowering the pulley would have the opposite effect,
the main frame, a bottom—bar pivotally connected thus transferring to the main supporting planes
with the hangers, and a link~joining the hangers the function of extra elevator planes.
above the bottom bar, drive gearing supported by Still further is it to be noticed that if the pulley
the main and supplemental ‘frames for operating be held in place by a properly adjusted spring SO
the propellers, and adjusting means associated that changes in pressure due to the relative speed

with two of the aforesaid portions of the supple- of the machine would raise or lower the pulley
mental frame for shifting said frame to change the changing the angle of incidence to meet the
center of gravity of the machine. changes.

Bracing and trussing would have to depart from
present methods, as the entire strain is concen-
To the Editor.—Stability under all conditions trated on the cable and hinge connection, but after
is a necessity to a successful aeroplane, and an considerable experiment I believe that a machine
automatic form of maintaining the equilibrium has of this type may be built lighter, simpler and safer
an inealculable advantage over one that requires than a so-called rigid type. At least that has been

A NEW PRINCIPLE FOR AUTOMATIC STABILITY.

the constant attention of a skilled operator. <A my experience with gliders. The principle may be
pendulum arrangement of the weight is cumber- applied to either monoplanes or biplanes, though
some and awkward, as is also the gyroscope, and several inherent features of the biplane seem to
a complex superstructure is always at a great dis- favor its use with that type. Financial circum-
advantage. Neither do I believe that any perman- stances have prevented me from experimenting in
ently rigid type of supporting surface, even such reference to the elimination of the rear auxiliary
as Bell’s tetrahedronal cell system, can success- planes, except in the case of gliders, but I think it
fully meet all conditions. can be done with advantage in a power driven
I set out to find some arrangement of the sup- machine.
porting surfaces simple in construction that would Note.—The principle is protected by patent right
equalize the pressure throughout the machine in in this country.
all atmospheric disturbances. I wanted something WY Gd eye TORO ND KGL Bp
such that as one side of the machine would be Moscow, Idaho.

Fig. 2
aoe —
r oe A A
oor Ly tT SK Se iple
: B 8 am A,
ul ee mh jee ae Wz0Rfal Lane
FNS PVRS es earns
Dn, Yates 2

———__
Nerina! Angle

OG PPS. Heryz tal
A Z
WH Posttr ye 2

<

Fic. /
a
Figure I. Figure II.
Showing two methods of joining planes to central frame. Showing action of planes in maintaining lateral stability.
work. A. Pulley.
AS Central frame. . B. Hinged connection of planes.
B. Hinged connection of planes to chassis. C. Cable or connecting element.

139

AERONAUTICS

CORRECTION.

To the Editor.—I beg to call your attention to
the error in the specifications of drawings on pages
105-106 of September APRONAUTICS. On page 105,
paragraph 4, lines 19, 20 and 21 (‘‘The longitudinal
action front and rear is simultaneous. There is no
transverse action of rear rudders except for emer-
gencies. The advantages’) should be in para-
graph 1, page 106, lines number 5, 6 and 7.

In paragraph 5, page 105, line 9, you have ‘‘(Tig.
Il) B. E. are adjustable,” ete., which should be
(Hig. II B), ete.

Any one who is interested enough to make this
correction will get a great deal more sense out of
the three paragraphs. A number have evidently
figured this out for themselves, as I have re-
ceived several inquiries and will probably receive

more.—Very truly yours,
J. W. FUHRMANN.
Chicago, Ill.

Ladis Lewkowiez, who will be remembered in
connection with the importation of a Bleriot ma-
chine into this country, has been able to make a
flight of 40 miles in length in Holland.

October, 1910

James Montgomery’s play, ‘‘The Aviator,’ was
presented by Cohan & Harris im Boston, opening
September 5. There were two boxes full of avi-

ators, including Grahame-White, Brookins, Ralph
Johnstone, and others. The comedy is cleverly

written and very funny.

The “Bleriot XI,’ which was built by the Chureh
Aeroplane Company, made a big “hit’’ with the
audience, as they were surprised to see a real
live machine, which takes five men to hold when
the engine is started up.

The Aeronautical Society of Great Britain is
going to present Octave Chanute with its gold
medal. The ceremony has been delayed by his

recent severe illness, but he is expected to be over
in England in the autumn. The medal will prob-
ably be presented at a public dinner.

The list of aviation pilots of the Aero Club of
France now totals 207.

CLASSIFIED “ADVERT IS2 ME Netee

FOR SALE—7 h. p. Curtiss motor, good as new.
$100; first offer takes it. Max Stupar, 9626 Erie

Avenue, So. Chicago, Il.

SEND $1—For blue prints and instructions for

building approved design ‘‘Monoplane.” Aero-
planes built to order: estimates and prices fur-
nished on any type of machine. J. Horat, Lafay-

ette, Ind., manufacturer of aeroplanes to order.

FOR SALE—Curtiss type biplane completed, in-

cluding motor; real flyer, and with a record; splen-
did construction; guaranteed perfect. S. W., care
AERONAUTICS.

BACK NUMBER WANTED—Will pay $1.00 for
copy of AERONAUTIes of February, 1910. Address
A. C. A., cara-of ADRONAUTICS.

FOR

SALE—Cttiss 7 h. p. motor, complete,
with propeller ang\all attachments. Price $200.

J. W. Roshon, 19/N,. Third St., Harrisburg, Pa.

CURTISS type aeroplane; guaranteed to fly;
construction perfect in every detail. Address

Aeroplane, c. 0. ABRONAUTICS.

TYPEWRITERS.—AI1 makes. Caligraphs $6.00 ;
Hammond, Densmore $10.00; Remington, $12.00;
Oliver $24.00; Underwood $30.00. 15 days’ free
trial and year’s guarantee. Harlem Typewriter
Exchange, Dept. F, 18, 217 West 125th St., New
York City,

THE AMERICAN AVIATION /SCHOOL.

e

CORRESPONDENCH COURS FINAL TRIALS ON

BESLT ABROPLANES. EMPLOYMENT FURNISHED TO

COMPETENT AVIATORS. BES

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CIIICAGO.

140

AERONAUTICS 7 October, 910

MOTORS TESTED

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SPhEE EL TUBING

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NEW YORK PHILADELPHIA BUFFALO
30-132 Worth Street 408 Commerce Street 50-52 Exchange Street

G L BUMBAUGH | Builder of the Balloon ‘* Chicago’’ the
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O29 N, Illinois St. :: Indianapolis, Ind. | which holds the endurance record of 4

Designer, Contractor, Operator the U. S
Constructor | For Sale-—Four new spherical balloons,

four new dirigible balloons, just finished.
AIRSHIPS AND BALLOONS

| Will sell at reasonable prices.
ED Wear se Eek Vone Kk

_

Aeronautical g
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Erirome eontains also articles by 3 ‘i
CayLey, WenyamM, LILIENTHAL, Maxim, \
Lanciey and others, who ‘id the ) <———= =p

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PASSENGER SLOW AND FAST SPEED RECORD,

} Bouy, France, Aug. 16.—Lieut. Mailfert, with
passenger, in a Farman machine, flew 12 kil. in
minutes, an average of 17.69 m. p. h. Re-
rning, the distance was covered in 8 minutes,
speed of 55.8 m. p. h., the difference being
re to the wind.

GERMAN CROSS-COUNTRY RACE.

Frankfort, Germany, Aug. 17.—Five machines
started in a cross-country race from Frankfort to
Mannheim, for $10,000 in prizes. Thelen (Wright)
with a passenger, had to land at Mains on ac-
eount of cracked cylinder. Weineziers (Antoinette)
and Jeannin (Farman) also reached Mains. Two
days later the balance of the trip was made.
Jeannin shipped his machine back and made the
flight in one stage in 1% hours. Lochner and
Lindpainter also covered the course.

FLIGHT CROSS-COUNTRY IN AUSTRIA.

Vienna, Austria, Aug. 18.—Adolf Warchalowski
flew in his own type machine from Wiener-Neustadt
to Vienna and back, covering 110 kil. in 1 hour
and 30 minutes.

THIRTEENTH VICTIM OF POWER MACHINE.

Rome, Italy, Aug. 20.—lLieutenant Pasqua Vi-
valdi of the Italian army was killed this morning
by a fall from his Farman aeroplane. He had
made a trip in the early morning from the military
aviation field at Centocelle to Civita Vecchia on
the Mediterranean sea, thirty-eight miles from
Rome, and was returning to Rome when the ac-
cident happened. A few miles outside of Rome
the machine dashed to earth, for some unexplained
reason. At the time of the accident the aeroplane
was 300 ft. high.

ANOTHER DEATH.

Flushing, Holland, Aug. 27.—Clement Van Maas-
dyck, flying at a height of 150 ft. when machine
stopped and fell perpendicular to the ground; the
aviator fell on his back, the full weight of the
engine on his breast, and was instantly killed.

FLIES ACROSS LAKE GENEVA. YX
Geneva, Aug. 28.—Armand Dfaux today won
the Swiss aviation club’s prize for a flight across
Lake Geneva in an aeroplane. Starting at Noville,
four miles south of Montreux, he flew to Cologne,
near Geneva. \ ‘

The distance, about forty miles, was negotiated
by M. Defaux in fifty-six minutes. |

i
FIVE

f

PERSONS ON A BIPLANE. lA

Lille, France, Aug. 29.—Louis Breguet, the avia-
tor, took up four passengers in his biplane be-

sides himself. The total weight sustained by his
machine, including the gasoline, was 921 pounds.
This feat is bekrerec a world’s-record.
Paris, Aug. 29.—M. Bielovucci made a _ sensa-
tional aeroplane flight above Paris today, and
circled above the Hiffel Tower at a height of
2,450 feet.
NEW WORLD HEIGHT RECORD.

Havre, France, Aug. 29.—Leon Morane,
Bleriot, broke the world’s altitude record,
ing a height of 054 ft.

Ostend, Belgium, Sept. 2.—Miss Helene Dutrieu,
the French aviator, established a new record for
woman pilots in distance and altitude with a pas-
senger today. With a companion in her Farman

in his
reach-

areoplane Miss Dutrieu flew from this city to
Bruges and returned, without alighting, a dis-
tance of about 28 miles. At Bruges she circled
above the famous belfry of Les Halles, at a
height of 1,300: feet.
/ ANOTHER FAST PASSENGER FLIGHT.

Douai, France, Sept. 2.—A military aeroplane

piloted by Louis Breguet and carrying also Capt-
Madiot, who made observations, flew from here
to Arras and return today at a rate of 55%, miles
an hour, establishing a new record for speed with
& passenger.

WORLD HIGH RECORD AGAIN BROKEN.

Beauville, France, Sept. 8.—Leon Morane broke

a

YW a

October, 1910

”

Lip AEE: Ra OMA BD
“YMG So?

smashed his own previous figure for altitude and
made a new mark of 8468 ft. His propeller

stopped at 4,500 ft. and the glide to earth was
made without power.

—

RVs 12-0 ID
YC FLIES FROM PARIS TO BORDEAUX.

_ Bordeaux, France, Sept..3.—M. Bielovucci ar-

rived at 12:25 p. m. today from Angouleme, com-

pleting the final stagegof his flight from Paris to

Bordeaux. He made the trip with only three
intermediate stops. Bielovucci’s time from Paris
to Bordeaux was 6 hours 1f minutes of actual

flying and the routs covered is estimated at 335
miles. Vr V1O
The first stage was to Orleans, 110 kil.. on
Sept. 1.4 The following morning he flew 170. kil.
to Chatellerault in 1 hour and 45 minutes. After
lunch he reascended and continued to Angouleme,
135 kilaw.The next morning he completed the trip.
The speed f. Tet » figures m. p. h.
average. \His machine is a Voisin. fr. pms,
oy — — ) ne
MOISSANT FINALLY REACHES LONDON.

London, Sept. 6.—Jéhn B. Moissant, the Ameri-
can aviator who started from Paris on August
16 for a flight to London in his Bleriot, and who
after crossing the English Channel with his
mechanician as a passenger, met with several mis-
haps, finally reached the Crystal Palace at 5:30
o'clock this afternoon. After circling the palace
he flew off in the direction of Beckenham without
alighting. ;

Moissant, with Albert Fileux.

his mechanician,

as a passenger, left Paris Aug. 16, and reached
Amiens without mishap the same evening. The

next day he left Amiens and crossed the Channel
with a passenger, thereby making a new record.
He was compelled to descend at Tilmanstone,
about seventy miles from London, because of high
winds. He resumed his journey to London the
next day, but was compelled to land at Upchurch,
about thirty-five miles from London, on account
of the wrecking of his propeller and damage to
his planes.

He started again on August 20, but met with
another accident after going about five miles and
landing at a place between Gillingham and Twy-
dale. He made other attempts to reach London
since that time, but was compelled to descend after
»making very little progress.

Moissant started again this morning, but had
to come down at Oxford, some twenty-five miles
from London. He made slight repairs here and
then started on the flight which brought him to
his goal early this evening.

NEW RECORD FOR HEIGHT.

Issy, Sept. 8.—George Chavez, a young Peruvian
aviator, broke the world’s record for height, rising
in a 50 h. p. Bleriot monoplane S#@@2 ft. in
a flight taking 41 minutes.

DESTRUCTION OF ZEPPELIN VI.

Baden Baden, Germany, Sept. 14.—The Zeppelin
VI., took fire after an explosion, while being
warped into her shed.

The Zeppelin VI. during the past eighteen days
has made thirty-four passenger trips, covering
about 2,000 miles, and earrying more than 3800
passengers. The flights of the dirigible were made
regularly, often in unfavorable weather. The air-
ship ascended at 11:20 o’clock today with twelve
passengers for a trip to Heilbronn. It had covered
about twenty miles, when a motor in the forward
gondola acted badly. It was impossible to effect
satisfactory repairs. and after some time had been

. ity S Se.

spent in the futile effort, the airship returnea
here. "
The Zeppelin VI. will be best remembered by

its notable flight from Friedrichshafen to Berling
when it carried Count Zeppelin, the inventor, on a
visit to Emperor William. The airship was built
in 1909, but had since been altered and enlarged.
Suspended from the center was a luxuriously fur-

the world’s altitude record again today. He nished cabin. She carried a crew of ten men,
| a we bee SEOK/- a) Vig
fT-) r r ee i ir ? / ee

AERONAUTICS

250 West 54th Street
New York
Cable: Aeronautic, New York
Phone 4833 Columbus
PUBLISHED BY
AERONAUTICS PRESS, INC.
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ADVERTISING REPRESENTATIVES:

E. F. INGRAHAM ADV. CO.
116 NASSAU STREET NEW YORK CITY
No. 39 OCTOBER, 1910 Vol. 7, No. 4
COPYRIGHT, 1910, AERONAUTICS PRESS, INC.

Entered as secont- class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.

AERONAUTICS is issued on the 20th of each month

All copy must be received by ee rOuh: _ Advertis-

ing pages close on the 15th. a se : BS
Make all checks or money orders eae banaue
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. a as

American Sportsmanship.

OR the sake of American sportsmanship, it

Fons be urged that, in defending trophies

gained by Americans, apparatus of home manu-
facture be employed.

It is with sincere regret

that one remembers it

seemed desirable by some of our representatives
to use foreign made balloons in the four past

Gordon Bennett balloon races.

The 1906 Gordon Bennett was won for America
in a foreign made balloon, the only entry. In
1907, at St. Louis, but one of our three balloons
was of American make. At Berlin, in 1908, two
of the three American balloons were made in
Europe. In 1909 we had but one representative,

Mix. who is looked upon in France as a French-
man, and he used a French built aerostat.
It should be made a rule that defenders of

American sports use apparatus of home make. Is

it not a hollow victory to win from France an
American cup in a French balloon?
Will the plaudits of thi American people be

very hearty if American Sportsmen see fit to use
a foreign balloon or a foreign aeroplane in_ the
two international events to be held here this Fall?

P is sincerely hoped that our representatives
l in the aviation race will be picked after elim-

ination trials. When, in 1907, AERONAUTICS

urged elimination trials for the 1908 Gordon
Bennett balloon race one of the officials of the
Aero Club of America raised holy protest at the
bare suggestion of such a socialistic scheme. The
idea! With satisfaction ABRONAUTICS views the
elimination race at Indianapolis.

2

Walden, a plucky would-be aviator,
had a rather narrow escape from
serious injury in his first attempt at flight with a
new monoplane, tells of an amusing incident rela-
tive to the accident.

After having his broken collarbone and three ribs

1D Jel Vic
who recently

bandaged by the local hospital surgeons, he pro-
ceeded to the railway station to take the train
for New York. While waiting on the platform

he noticed a man walking nervously up and down

and finally the object of his concern addressed
him.

“Are you not Dr. Walden?” said he.

SOMES! 2)

“well, I thought you were dead! I’m the un-

dertaker of the town.”

October, 1ot¢

Personal.
D. E. Linquent, Esq.

Dear Sir:—There evidently is a well-
founded impression among the aeronau-
tically inclined in this country that fk am
publishing AERONAUTICS for the ben-
efit of my health; or else they imagine
the magazine is some wonderfully pro-
ductive gold mine.

I freely admit that the financial health
of the paper has improved considerably
within the past year, and it might he
now considered convalescent. I don’t
like to think of the possibility of a re-
lapse.

Other publications of an aeronautical
nature have come and gone. or have
leanings in the latter direction. They
never ‘‘come back’’—to stay. But AERQ-
NAUTICS has always managed to pull
through any sinking spells, thanks to
the hearty support of its ever-increasing
readers, who have appreciated what I
have been trying to accomplish.

Now, please don’t think that your con-
tinued support is not desired—for it is.

UNDRESSED FACTS.

There is quite a number of unpaid re-
newals on the records. The delinquents
have had several requests to come
across, but they have NOT responded,
either one way or the other—not even
when there was inclosed an addressed
postal with the official portrait of Uncle
Sam in the corner.

If I can’t get attention for my letters,
there is only one thing left to do—and
I have done it herewith. If anything is
read through, it’s AERONAUTICS. I
know you want the magazine for you
beran when it wasn’t quite so good as
it is now. FI know many of you person-
ally, and I am certain you do not mean
to let your subscription cancel by de-
fault.

“po IT NOW.”

Very truly yours,

National Balloon Race Results.

New York, Sept. 22—Unofficial figures were given out
today of the standing of the contestants in the National
Championship Race and elimination race for the Gordon
Bennett from Indianapolis. These are subject to revision
by Mr. Williams Welch of the U. S. Signal Office.

A. R. Hawley, to Warrenton, Va., 460 m.
H. E. Honeywell, to Brush Valley. Pa., 385 m.
Von Phul, to Trafford, Pa.. 380 m.
. Wade, Jr., to Showalter, Va., 375 m.
T. Assmann, to Me Farland, W. Va., 320 m.
;. Walsh, to W. Milton, 295 m.
T. Atherholt, to Dexter, oo 935 m.
Cs BE Harmon, to Powellsville, O., 180 m.
C. G. Fisher, no record.
ae . Honeywell and Von Phut will represent
America in the Gordon Bennett from St. Louis, Oct. 17.
No records were broken.

Notice.
It is found necessary to state that A. @
GRAN'T has no connection with AmRONAUTICS. We

will not be responsible for any agreements made
by him in our name. He has no authority to use ;
the name of the magazine in any way whatever.

ABRONAUTICS PruSS, INC.

»)

Del

/ diately to an altitude of about

tion over the city.

as locality was concerned, it

AERONAUTICS

October, 1910

Pie raetNG@tNIGHT BALLOON TRIP

By Dr. Thomas E. Eldridge.

HW voyage from Philadelphia to Danbury,
N. H., Aug. 3 and 4, was a brilliant suecess,
and surpassed any otber flight I have ever

4 undertaken. The peculiar feature of this
trip was that it was made chiefly in total dark-

ness, a rare experience, that has peculiar charms
such as are impossible to describe. Mr. Welsh
Strawbridge and myself ascended from Point

Breeze at 9:28 on Wednesday night, rising imme-
1,000: ft., at which
we passed in a north-northeasterly direc-
As we left the city, we passed

height

into total darkness—darkness so deep that we
could not determine what were the particular

points over which we were passing. Indeed, so far
was possible only to
distinguish the general character of the country.

At 12:35 we passed over a number of moun-
tains, which we realized through our drag rope
eatching. At 1:10 a. m. we passed over another

river, and at that point we found ourselves buried
in the deepest and most oppressive darkness.
SAILING OVER THE
All through the night we
tains, lakes, towns and rivers
All this time we were enveloped in such darkness
as is impossible for me to describe. I can only
say that as we were passing through it, I thought
of the first chapter of the Book of Genesis, of the
chaos that existed before the world began and of
the terrible immensity of space. It was a darkness

MOUNTAINS.

passed over moun

overwhelming, and both Mr. Strawbridge and I
were glad when we saw the first signs of day-

break. That was about 4:10 a.m. Over the great
chains of mountains we could see the inky black-
ness gradually fading into gray.

SAW WONDERFUL SUNRISE.

And such a color effect as we saw in the transi-
tion of the black through ihe various shades of
gray is something that cannot be described; to be
appreciated it must be seen. And when the day-
light disclosed to us the world below, we agreed

that never before had we seen such
scenery as that lying at our feet. Finally we saw
the sun, a great globe of red fire, climbing over
the mountains and shedding his light upon a beau-
tifully cultivated region over which the balloon was
passing. At 5:10 we went over another river,
and then we beheld all the beauties of sunrise, all
the gorgeous tints and shades of red and yellow
and blue. ‘

All during the trip we had not suffered from
cold, but about 7 o clock Thursday morning we
were obliged to put on a little extra clothing. At
that time we passed through a hailstorm, the
particles of which were about the size of sago
kernels. That was at an altitude of 13,750 ft.
About 8 o’clock we rose to a height of 15,100 ft.,
about which time, we afterward learned, we had
passed over the Rugged Mountains and the Kear-
sarge Mountains, the highest points in New Hamp-
shire. At that time, too, there was a thunder
storm going on beneath us, and we could see the
lightning flash and hear the thunder. After that
we saw wonderful cloud effects.

All around us as far as we could see were im-
mense towers of clouds, thousands of feet high,
forming a gigantic basin, in the middle of which
floated the balloon. These clouds gradually ap-
proached us from every side until we were entirely
enveloped in them. So dense, indeed, were they
that we could not see the balloon’s bag above us.
At the same time the clouds caused the gas in
the balloon to condense and we then knew that it
was time for us to descend.

From an altitude of 15,100 ft. we dropped into
the midst of woods two and a half miles north of
Danbury, Merrimac county, N. H. As we descended
the balloon was caught between four trees and we
were obliged to climb down to the ground. Mr.
Maxfield, the proprietor of the farm, greeted us,
and at once, with his men, proceeded to chop down
the trees so that the balloon might be disen-
tangled.

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AERONAUTICS

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Notr: Asterisk (*) denotes trips of 100 miles
or over.

*Point Breeze, Pa., Aug. 16.—Dr. Thos. Edwin
Eldridge, pilot, Dr. George H. Simmerman and Ira
L. Brown in the “Phila. II’ to Negro Mt., Md.,
2922.37 miles. The party left at 8:27 p. m. and
rose above the clouds in the moonlight. The log
says: “A most wonderful effect. The dull, sombre
shades of gray contrasted markedly from the light,
airy effect by day. Passed over Hanover and Get-
tysburg at 2a.m. At 3 a. m. crossed the Allegheny

mountains. The sight was wild and picturesque
at daybreak, when the sun lifted the balloon to

’

The landing was at 9:05 a. m.’ Dr.
record for

14,000 ft.

Eldridge now holds the Philadelphia
altitude, distance and duration.
Hamilton, O., Aug. 18.—Mr. and Mrs. George

R. Howard, Mrs. Charles Troutman and Mr. and
Mrs. Albert Holz in the ‘Drifter’ to Dry Ridge,
Ky. Distance 50 miles, duration 31% hours, alti-

tude 5.700 ft.

Pt. Breeze, Philadelphia, Aug.
ens, Arthur T. Atherholt and Conyers B. Gra-
ham in the “Penn. I” on a night trip, landing
at South River, N. J., at 4:45 a. m., leaving at
8:25 a. m. Distance, 55 miles.

Lowell, Mass., Aug. 27.—J. Walter Flagg, pilot,
John W. Harrington and Henry J. Murch, to
Haverhill, Mass., a distance of about 17 miles.
Duration 1 hour and 20 minutes.

25.—A. Leo Stev-

Topeka Club Buys Honeywell Balloon.
St. Louis, Mo., Aug. 28.—H. E. Honewell piloted

Messrs. Emerson, Cole and Sweet of the Aero
Club of Topeka on a demonstration trip. After

making three landings, the last being near Jersey-
ville, Ill., the party hurried back to St. Louis with

the balloon. The Topeka men bought the bal-
loon for the use of the members of the club.
It has a capacity of 40,000 cu. ft. In addition

to the four people, 16 bags of ballast were car-

ried and besides that, two landings along the
way were made. At the inal descent, there were

10 bags still left.

Mr. Honeywell is using his balloon ‘‘Centennial”’
in the Indianapolis race, and other entrants have
Honeywell-built balloons. A new dirigible balloon
has been completed by him along original lines
which will soon be given a try-out. The gas en--
velope is flat on the under side. There is a large
rudder for controlling the lateral movement of
the balloon attached to the stern, while on the
bow there is fixed a larger plane for horizontal
steering. The machine is provided with an alumi-
num propeller and has a capacity of 9,000 cubi¢
feet of gas.

The French-American Balloon Company, of which
Mr. Honeywell is director, has done a surprising
business in the manufacture of balloons. The
gas balloons have gained and hold many records.

“Indianapolis, Ind., Sept. 8.—Capt. G. L. Bum-
baugh, Ray Harroun and F. L. Galnaw to Millers-
ville, Ind.

Pt. Breeze, Philadelphia, Sept. 3.—A. T. Ather-
holt, pilot, H. H. Knerr and Clarence P. Wynne
in the “Penn. I,’ to Pipersville, Pa., a distance
of 33 miles. The ascent was made in a driving
rain. The balloon was allowed to go up to 9,000
feet without being able to get out of the clouds
into clear sky. No land could be seen and even
the statoscope failed to work and cigarette papers
were used in its place.

Jackson, Mich., Sept. 3.—J. H. Wade, Jr., and
A. Leo Stevens in the new Wade balloon “Buck-
eye.” :

Indianapolis Speedway, Sept. 5.—G. L. Bum-

Custer and Dr. C. W. Mills in
the “Indiana,’’ had an exciting experience in an
ascent at the close of the auto races. A storm
came up just after getting up and the rain came

baugh, Dr. L. I.

down in sheets. Up and down the wind took the
balloon and the aeronauts did not dare use the
little ballast they took along. The drag rop?
caught electric light wires on descending and
broke them. The final landing was in the tree-
tops. The trip lasted about 25 minutes.

October, 1910

Hamilton, O., Sept. 6.—George R. Howard,
George Mosner, Chas. Trautman and Edward Pen-
rod in the “Drifter” to Newark, O.

CL USB ENG wie

The Aero Club of Pennsylvania has had
delivered a new 35,000-foot Stevens balloon, called
the ‘‘Pennsylvania I.” A ‘Balloon Section” has
been formed, to the treasury of which a limited

number of members pay $2.50 weekly for ten
weeks. Tach week lots are drawn and three mem-

bers have the privilege of an ascent. See ‘“Ascen-
sions’”’ for records.

A series of flight exhibitions will be held at the
club aviation grounds at Clementon, N. J., the
first being on September 24-25, when Charles F.
Willard will make his second appearance before
Philadelphians. It is possible that Graham-White
and Harmon will fly the following week.

The Aeronautical Society, at an _ extra-
ordinarily well attended meeting on September 8th,
yas favored with an interesting and valuable talk
on autogenous welding, by Mr. A. Davis, of the
Davis-Bournonville Co. A complete apparatus was
used for demonstrating. Holes were cut in thick
steel, steel tubes welded together and plates of
steel cut quickly in two by the 2,300 degree flame
of an oxy-acetelin blowpipe.

On August 25th was held a discussion on ‘‘New
Devices,” Wilbur R. Kimball described his new
model. G. L. Lawrence told of his experiences in
aeronauties, beginning with the hot-air balloon.
With his experience as an actor to augment his
effervescent humor, his tale was well worth hear-
ing.

The Aero Club of Long Island has been
incorporated with the Secretary of State to carry
on experiments in aerodynamics and to advance
the science and sport of aviation. The directors
for the first year are: Howard C. Brown and
Charles Wald, of Brooklyn; Francis C. Willson, of
Flushing; Henry I. Newell, Jr., of Richmond
Hill, and John H. Lisle, of Glen Cove.

Book Note.

Le no 12 de la Technique aéronautique (15 juin
1910) contient une étude expérimentale des hélices
propulsives par M. le capitaine Dorand, du labora-
toire des recherches relatives a l’aérostation mili-
taire. Ce travail, d’un caractére définitif, aboutit
a des conclusions pratiques d’une grande portée au
point de vue de Vagencement des aéroplanes.

Dans le meme numéro, M. Riester-Picard, décrit
un nouveau type d’aéroplane 4 vitesse variable.
M. le capitaine Do, du bataillon des aérostiers mili-
taires, établit la théorie du guiderope (suite et &
suivre) ; M. Rabbeno émet des apercus théoriques
et expérimentaux sur les hélices au_ point
LX@) =) <5) be:

Prochainement la suite des papiers
colonel Ch, Renard (hélicoptere et
plane.)

T’Aéroplane Pour Tous, par MM. Lelasseux et
Marque, Ingénieurs E. C. P., suivi de Les Deux
Ecoles D’Aviation, par M. Paul Painlevé, de l’In-
stitut—Un volume illustré.—Prix :2 francs.—
Libraarie Aéronautique, 32, rue Madame, Paris.
Voici le livre qui va permettre & chacun de se

mettre en quelques instants au courant de la

grande question de l'aéroplane, dont il n’est plus
permis 4 personne d’ignorer les principes; en un
style qui sait etre scientifique sans etre ni rebutant
ni fastidieux, par des raisonnements mis A la
portée de tous, sans l’emploi d’aucune formule
mathématique, ce beau volume contient une théorie
excessivement claire de l’aéroplane et de l’emploi de
ses organes de direction et de propulsion. Ob-
servant un juste milieu entre louvrage de vulgari-
sation par trop banal et le précis scientifique de

Vingénieur, cette étude renferme un tableau com-

plet de Vaviation depuis son début jusqu’aux der-

nieres prouesses de nos aviateurs. Elle permet 4

tout le monde de se faire une idée nette de la

locomotion nouvelle et d’en ecauser sans commettre
derreurs.

De nombreuses photographies, des dessins sche-
matiques et des tableaux d’ensemble complétent cet
ouvrage dont la valeur est affirmée par son tirage,
qui atteint aujour-d’hui la 24th édition.

inédits du
hélico-aéro-

144

— - } V

AERONAUTICS ez, CW" A Ocisbers Toro”

AERONAUT LEO STEVENS

Leading
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AERONAUTICS

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October, 1910

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All Communications

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Glenn H.

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October, ToTO

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RFRONAUTICS October, 1910

WE WILL
FURNISH
DEUE PRINTS
TO TONE INCH
SCALE OF

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AEROPLANE BLUE PRINT CO.

207 West 54th Street, New York

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AERONAUTICS October, Igi¢

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Largest in America—testing with Air
Our Balloons have won every contest against all makes—here they are:

CHICAGO—9 Competitors—Won both Distance and Endurance
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*

Printed in Bank Street, Number Fifty-nine, on the Presses of Eaton & Gettinger.

No.

NOVEMBER, 1910

CATALOG ON
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>RIDGE ENGINE CO.

LL

ELBRIDGE

Vol. VII

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AE RONAU GHGS November, 1910

SOO

Winning Motors the World over
are Lubricated with

Mobiloil

A Grape For Eacu Type or Motor

Vacuum Oil Company, 29 Broadway, New York City. June 6, 1910.

Dear Sirs:—I am pleased to report the success we have met with in

the use of MOBILOIL in lubricating the engines in our aeroplanes, and

CURTISS to say that it maintained its reputation in my Albany-New York flight.
Very truly yours,

GLENN H. CURTISS.

Vacuum Oil Company, 29 Broadway, New York City. June 14, 1910.
Gentlemen:—I wish to let you know that the oil which befouled
my spark plugs was not your oil. I used MOBILOIL going to Phila-
delphia and had no trouble. Owing to misunderstanding, I was supplied
HAMILTON there with some other oil, which caused the trouble resulting in my
descent. Had I used MOBILOIL on my return flight, I should, un-
doubtedly, have made the trip home without a stop.

Very truly yours,
CHAS. K. HAMILTON.

Famous Aviators Who Use Mobiloil:

Baldwin, Bleriot, Brookins, Cody, Curtiss, Farman, Fournier, Frisbie,
Hamilton, Johnstone, Latham, Paulhan, Radley, Roe, Sommer, Willard,
Orville Wright, Wilbur Wright, Ogilvie.

Builders of Aeroplanes and Aeroplane Engines Who Also
Use Mobiloil: a ee

Antoinette Freres, Voisin Freres, Wright Brothexs,
Glenn H. Curtiss.

Are YOU Using the Right Oil on Your Car?

The most important thing left entirely to the judg-
ment of the owner in the operation of his automobile
or aeroplane is the selection of a lubricant. Is it not
significant that aviators generally, in this country and
Europe, use Mobiloil on their motors exclusively ?

WARNING—To prevent substitution of inferior oils, see that cans are sealed.
VACUUM OIL COMPANY
Rochester, U. S. A.

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{LERONAUTICS November, 1010

The Cheapest Speed bidet |

Price is relative. First cost means little. It’s the years of satisfactory service that deter-
mines real value. Here the Warner Auto-Meter stands supreme—without a rival. It is so
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under conditions which would ruin a $250 chronometer in <i aaareen remem
an instant. Auto-Meters over 8 years old are as accurate- TS eee
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Winer Auto-Meter

Quality has so much to do with satisfaction and the pleasure that
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afford a Warner Auto-Meter. It’s good business judgment to
use it.

Warner Instrument Company, Eee eens:

BRANCHES:

Atlanta, 116 Edgewood Ave. Detroit, 870 Woodward Ave. Philadelphia, 302 N. Broad St.
Boston, 925 Boylston St. Indianapolis, 330-331N. Illinois Pittsburg. 5940 Kirkwood St,
Buffalo, 720 Main St. Denver, 1518 Broadway _[St. Portland, Ore., 14 N. 7th St.
Chicago, 2420 Michigan Av. Kansas City, 1613 Grand Ave. San Francisco, 36-38 Van J ess
Cincinnati, 807 Main St. Los Angeles, 748 S. Olive St. Seattle, 611 E. Pike St. [Ave.
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|

November, r91«

AERONAUTICS

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ce Aeronautics | no. ;

Copyrighted, 1910, Aeronautics Press, Inc.

eee OS

AND WAR

By Lieut.-Col. W. A. Glassford.

SIGNAL CORPS, U. S. ARMY.

HILOSOPHICALLY, it would no doubt
be interesting to trace the order of
thought on the subject of man’s flying

hat obtained from remote antiquity down to
he time of the invention of the hot air bal-
jon in 1782, but it would not be of any use
1 a technical sense. -The only advantage that
uight be derived from such an inquiry would
e a better understanding of the feeling which
ctuates the public mind on this subject to-
ay. The general notions that prevailed down
) the time of the discovery of the barometer
nd of the air pump were not of a scientific
rder, and their study would mainly lead to a
ontemplation of the superstitions that have
etarded the development not only of aero-
autics but of man.

The Egyptians, 4.000 years ago, possessed
1e necessary skill for making a hot air bal-
on with its equipments—cordage, basket and
il, and so doubtless did Chinamen, and many
ther peoples who then inhabited the earth.
- seems very certain, however, that it never
ecurred to any of them to try their skill
1 this direction. The Egyptians believed that
len flew at times, but when they did they first
ined into birds; they certainly never believed
1at man would ever be able to rise in the
ir, unaided by occult or supernatural power.
nd this is true of all peoples down to the
seventeenth century.

Man, down to a recent epoch, was not in the

ossession of the necessary facts or natural
rinciples to enable him to think on the sub-
ct intelligently; furthermore, the kind of
otions he cherished was frankly hostile to
very thought that might lead to the discovery
f principles useful in the development of aerial
avigation. He peopled the air with gods,
ngels, spirits, jinns, devils and witches and a
ost of other imaginary beings, and gave to
nem the absolute rule of it. The atmosphere
ping, in hig imagination, the special realm of
ne deities and of the evil spirits, might not be
fespassed upon.

Allusions to man’s flying are not wanting in
e stories and legends of antiquity; but they
e generally in some way connected with
ystic or supernatural notions. Nowhere do
find the simple belief that a man unaided by
pernatural powet would ever be able to rise
the air, Among the legendary flying ma-
ines none occupies a more conspicuous place
an the flying horse. Originating in India, its
rformances are recorded in the stories of

145 -4

Egypt and of Greece, of Persia and of Arabia;
its career ending in the memorable ride of Don
Quixote. We ‘have, also, accounts of flying
chairs and of flying carpets, and of other
things, all capable of carrying passengers, when
moved by magic power or by enchantment.
During the middle ages many men, also, were
supposed to have acquired the art of flying
through their knowledge of magic and necro
mancy.

Such were the ideas that prevailed on the
subject of aerial navigation down to the dis-
covery of the barometer in 1645. The few sug-
gestions that are met with previous to this
epoch, which do not fall into the category
above mentioned, are so devoid of detail in
their description as to make their considera-
tion useless. Speculation concerning aeronautics
gave rise to no tangible ideas on the subject
down to the discoveries which led to the con-
struction of the barometer and of the air pump,
and the further discoveries which followed
experiments with these instruments. The dis-
covery of the barometer marks the dawn of
knowledge that led to the development of aero-
nautics. Aeronautics has sprung from a purely
scientific order of thought, and its develop-
ment has depended in all its stages upon the
progress of science and the consequent develop-
ment of the modern industries.

The barometer brought to light properties
of the atmosphere that are of prime importance
in aeronautics, but they were of a nature so
contrary to the then accepted notions that
they gave rise to endless discussions as to the
truth of the new discoveries. Nevertheless
from this time on we meet with suggestions
in which some of the. true elements of the
problem are taken into consideration. A knowl-
edge of the facts that the atmosphere has
weight and that its density diminishes as the
altitude increases and that it is possible to
produce a vacuum, could not fail in time to
influence speculation on aerial navigation.

In a comical history of a voyage to the moon,
which appeared about this time, mention is
made of smoke as furnishing the lifting power
used in a flying machine. In 1670 we meet
with a proposition to utilize a vacuum con-
tained in large, thin, globular copper vessels,
with a sufficient description of the apparatus
to show that the author was totally ignorant
of the pressure of the atmosphere and of course
unaware of the fact that his vessels could not
possibly contain a vacuum, and be light enough
to rise in the air.

AERONAUTICS

Nearly-a century later, in 1755, we meet with
a proposition to collect. fine diffuse air above
the highest mountains and to inclose it in a
bag of enormous dimensions, bigger than the
city of Avignon, and composed of the strongest
sail cloth, with which apparatus the author
thought a whole army with its munitions of
war might be transported at one time through
the air. - These suggestions, however absurd,
in part, yet show the influence of a better un-

146

November, 1910

=f
{
derstanding of the true nature of the atmos;
phere as revealed by the then recent discov |
eries.

The discovery of hydrogen in 1765 brougl
into the problem of aerial navigation its mos}
important factor, a gas fourteen times lighted]
than air. Nothing now was lacking in ordé
to produce the balloon but to inclose this ga
in a suitable vessel. The industries of t
epoch furnished all the necessary materials fol

[Continued on page 184]

AERONAUTICS

PAE RONAUT#CS: IN

November, rore

AE eA REG EN: TE TN

By Henry Helm Clayton.

HE Argentine Aero Club, like most aero clubs.

began with ballooning. The club was
founded the 13th of January, 1908, under

the presidency of Engineer George Newbery,
who made his

first ascension in a free balloon

on the 25th of December of the preceding year,
accompanying Senor Anchorena in the balloon

“Pampero” of 1,200 cubic metres capacity. The
balloon rose from the ground of the Sociedad

Sportiva in Palerino, and after crossing the La
Plata river, impelled by a pampero wind, descended
in the department of Conchillas, Uruguay.

The “Pampero” made nine ascents, during which
there qualified as pilots Engineer Newbery, Dr.
Edward Newbery and Major Waldino Correa. In
a night ascent made by Dr. Edward Newbery, ac-
companied by Sargeant Edward Romero, this bal-
loon, was lost, and nothing has since been heard
of the pilot, his companion or the balloon. This
occurred on the night of Oct. 17, 1908.

Owing to this misfortune, the members of the
Aero Club dispersed, and for some time aerosta-
tion was put aside, since all were impressed by
this loss of a gentleman widely known socially
and of a useful soldier. Nevertheless, one day
Engineer Horacio Anasagasti, one of the direc-
tors of the Argentine Aero Club, bought the
yalloon “El Patriota.” and made an ascension
om the 24th of January, 1909, accompanied by
Engineer George Newbery as _ pilot.

Following other successful ascensions, the presi-
lent of the Club undertook to reorganize the
issociation, and his patient efforts were rewarded
vith complete success, since the reorganized club
vas a full membership amounting to 200: members.

Slowly but steadily the Club grew stronger, pos-
sessing at present a park for aerostation, a club
louse, and four balloons, with all accessories. The
‘lub house contains a room for the secretary, a
<itchen, living rooms for the attendants, toilets.
ind an ample aerodrome, where concourses of
viation are held periodically.

The balloons ‘Edward Newbery,” “Buenos Aires,”
‘Patriota,’ and Huracan,” of 2,200, 1,600, 1,200

Pres. Geo. Newbery
147

and S800 cubic meters, respectively, are in use
every Sunday and holiday, when the weather con-
ditions are favorable, for pleasure ascensions and
for distance or point-to-point racing, ete.
Among the ascensions notable for the distance

run, the bour at which it was made, and the
fact that it has crossed foreign countries, may

be mentioned that
the Club, Engineer George
balloon “‘Huracan” began a
on December 25, 1909,

completed by the president of
Newbery, who in the
vVoyare sat ales. om:
from! the grounds of the

gas company, Rio de la Plata, situated in Bel:
grand, and impelled by a strong pampero wind,

crossed the river La Plata into the Republic of
Uruguay, crossed centrally over the entire length
of that country and descended in Bagi, in the
state of Rio Grande do Sud, Brazil, having run
a straight line distance of 550 kilometers in 13
hours.

An aviation meeting was held in April, 1910,
under the auspices of the Club. At this meet there
were entered several of the well-known French
machines, as the Bleriot and Farman, and the
meeting proved a great sucess. The president of
the Club made the necessary flights to secure a
pilot’s license. Other members of the Club have
in contemplation taking out a pilot's license, and
it is possible that in a short time this will be-
come a very important part of the Club’s activity.
But at present ballooning continues to be the

most important sport, and in the point-to-point
racing, which occurs very frequently, the four
balloons belonging to the Club are usually seen

in the air at once.

For the convenience of the members of the
Club, most of whom live in’ Buenos Aires, the
balloon park is in the suburbs of the city only a

Left to Right

Major WALDINO
CORREA

Sr. H. ANASAGASTI
Dr. EDW. NEWBERY

AERONAUTICS

few miles from the harbor in the mouth of the
La Plata. A short distance to the eastward
lies the ocean. Fortunately the prevailing winds
are from the northeast and the members of the
Club have found by experience that they can
float inland on this surface wind and then rise
into a contrary or eastward moving current
and return almost to their landing point. ‘These
two opposing currents are made much use of
in the point-to-point races. In a recent contest
ot this kind some of the pilots went far out to
sea in the upper current, and then sinking into
the lower, returned to the land. But feats of
this kind, and the nearness of the sea for other
reasons, always subjects the pilots to more or
less danger, and one of them has fallen into the
sea so many times that he is called the ‘‘aquatic’
pilot.

The Aero Club has rooms in the building with
the Automobile Club, where they hold business
and social meetings, and entertain their friends.
This building is a fine house with ample rooms

cAEROPLANES FLYING

By E. L. Ramsey.

The new airship now being constructed in San
Antonio for the Marquis de Casanova of Mexico
City, met with an accident in the building shed),

according to a letter received by the Marquis,
and its completion will probably be delayed for
three or four weeks, as it will be necessary to

send to France for
jured in the mishap.

The Marquis expects to go to the Texas city
to bring back the new flyer sometime within the
next month, and immediately thereafter will make
flights about the city.

Among the many new devices attached to the
machine will be a rudder of novel design partly
built from the plans of the Marquis, who has had
considerable experience with aerial craft in
France. The entire control of rudder, planes
and engine will be from the steering wheel. The
engine being situated immediately back of the
driver’s seat, and all parts within easy reach
of the aviator.

duplicates of the parts in-

November, 1910

for entertainments; a good library, including a
library of aeronautics and a splendid cuisine. Many
of the members of the Aero Club are enthusiastic
automobilists, and are now greatly interested in
the art of aviation.

Owing to the fact that he was a member of
the Aero Club of New England and a pilot in the
Aero Club of America, the writer was made an
honorary member of the Argentine Aero Club, and
was royally entertained by the president, Engineer
Newbery, and had the pleasure of meeting mist
of the prominent members, including St. H. Ana-
sagasti and G. G. Davis, chief of the Argentine
Weather Service. The members of the Aero Club
make much use of the reports of the weather
service in planning their voyages, and frequently
carry instruments with them belonging to the
service for obtaining records in the upper air.
The observations made by the pilots in regard
to the directions of the air currents at different
heights are adding much to the knowledge of
the air movements in the Southern Hemisphere.

IN -MEXICSG

Miguel Lebrija, the aeronaut who made an
ascension last Sunday morning, descended about
6 o'clock that same evening at a place about

three kilometers from Cuatitlan on the line of
the National Railway of Mexico, having covered
during the six and a half hours he was in the
air a little over fifty kilometers.

Lebrija said that he obtained a height of about
1,000 meters above the height of the Valley of
Mexico, which would make his height above sea
level about 10,500 feet. He is enthusiastic over
the trip and claims that with his larger balloon
he will establish a record for twenty-four hours.

Captain Nicholas Martinez of the Mexican Army,
and who is one of the attendants of General
Bernardo Reyes, who at present is making a tour
of France, made a very successful flight in an
aeroplane, accompanied by a captain of the Spanish
Army, Sr. Samaniego, and by the Spanish aviator,
Laygori.

WHO WILL WIN THE GORDON BENNETT?

The newspaper man ran across a pessimist the
other day who seemed in great distress. The P.
unburdened himself to the N. M. in this fashion:

“Do you realize,’ said he, ‘that the prospect
for American supremacy in the Gordon Bennett
aviation race, at least, is apparently very poor?
Now, in other events during the Belmont Park
meet we have a chance for duration and height
records with machines already making flights.
There is no question that a Wright machine will
stay in the air as long and go as high as any
other miachine which may be brought into competi-
tion. It might be said, without any suggestion
of a ‘knock’ that none of the Curtiss aviators have
shown thus far form enough to warrant beating
on duration and height performances, comparable
with existing records. And none of the Wright
machines at present known to the public can vie
with the latest foreign speed record, although the
Wright company is reported as building a special
fast machine. Curtiss’ fastest speed yet made
with his machine figures 52.58 m. p. h., at the
Boston meet.”

“How about the amateurs’? asked the N. M.

“Clifford B. Harmon seems to be the only ama-
teur in this country who has done much flying, and
that has been done with a foreign machine. He

certainly stands no chance in a speed contest,
such as the Gordon Bennett is. His two-hour
flight entitles him to consideration in duration
flights.”

“How about Hamilton?”

148

“T'll admit,’ said the pessimistic one, ‘‘that
there you have something. Hamilton may find his
110 h. p. Christie motor of sufficient power to
bring him into the lists as a possibility.”

“Tt is now quite certain that Curtiss is build-
ing a special machine and motor capable of great
speed,’ vouchsafed the N. M.

“Yes, but it is not at all certain that he will
even fly it at Belmont Park. He has been invited
to defend the cup with two others to be selected
but has not yet given an answer to the club. The
Aero Club of America, it is said on good authority,
has offered to provide a ‘retainer’ fee, but it was
not prepared to state the amount.

“Tf Curtiss should find his new machine to be
faster than the record made by any other aviator
in the meet, he may challenge the Belmont Park
fastest flyer to a speed duel. Such a race, undoubt-
edly, would result in bringing a tremendous crowd
to whatever spot Curtiss and his opponent might
select for the scene of the conflict.”

Here the P. O. brought out a table of figures he
had been working on and offered them in evidence.

“The speed record of the world,” he said, “‘is
now 66.18 m. p. h., made in a Bleriot machine
with a 100 h. p. Gnome engine, by Morane. The
fastest American speed records are:

“52.58 m. p. h., Curtiss, Boston, 1910.

“47.43 m. p. h., O. Wright, Washington, 1909.

Here the N. M. excused himself and sought more
congenial company.

4ERONAUTICS

“AVIS
MONOPLANE °

“AVRO
a Cam =— TRIPLANE. ,
CHORD 3-6"

*GLERIOT
MONOPLANE -

-FARMAN
43" BIPLANE
CHORD 6-6"
2 “GEORGE & JOBLING.
Sas GIPLANE -
CHORD S-G

GREGOIRE GYP
MONO PLANE -

CHORD 7-4"

“HOWARD WRIGHT-
MONOPLANE. -

CHORD 6-C

“HUMBER (LoveLAce)

ae MONO PLANE. -
CHORD G-!0"

MONOPLANE.:
CHORD G-IO

» LANE (single-seater)
MONOPLANE. -

“LANE (Two-Seater)
MONO PLANE

CHORD ~T- 10”

- MULUNER
MONO PLANE
CHORD G-6

“ HUMBER (Le BLON DELAGRANrE)

November, 1910

* NICHOLSON
MONOPLANE_ -

CHORD J- 0”

~ORNIS
MONOPLANE_-

CHORD 6-O"

*PETRE
MONOPLANE_

SANTOS DUMONT
MONOPLANE.

CHORD 7-0"

SHORT ('909)

EG BIPLANE -
CHORD G-G" tee
“SHORT (i910)
See a SANE
CHORD 5-45"

SOMMER
BIPLANE

‘CHORD G-9"

SPENCER STIRLING.
- MONO PLA NE -
CHORD G~O

* STAR
MONO PLANE.

CHORD B-0 1 C-O

“TWINING
ER BIPLANE. -
CHORD 4'-G
“WRIGHT @RoS.
BIPLANE
CHORD 6-8"

{ae BIPLANE.

CHORD S-i"

Wing Sections

The above diagrams afford an interesting comparison of the wing sections of aeroplanes
*xhibited at the recent British Show. They are all drawn to a common scale, but have been set at
‘in arbitrary angle of incidence, which does not necessarily represent that of the aeroplane in actual
light.— Courtesy of our esteemed and valuable contemporary ‘““FLIGHT,’’ of London.

149

AERONAUTICS

November, 1910

NOTES ON FRAMING OF AEROPLANES

ADAPTED FROM AN ARTICLE

By O. Ursinus, C. E.

machine constructions, or

other, some little item will be found which

may be turned to good account by the ex-
perienced hand. Wood is used principally thus
far in building aeroplanes, though very recently
some structures both in America and abroad have
been built of steel tubing. The advantage of
wood is its light weight, great strength and easy-
working qualities.

Lately some efforts have been made to improve
on solid wood construction, by using wooden tubes,
for instance. In Boston a hollow spar (Fig. 7)
is being made and put on the market.

N USELESS flying

Diameter in Thickness of Wall

Weight for Running

A man by the name of Wolf, in Germany, has
invented a process for making wooden tubes of
various cross-sections. This wood tubing consists
of veneers 5 mm. thick, glued together. This
method was described recently in Flugsport, an es-
teemed German contemporary. The grain of the
veneer (A) runs im the direction of the axis; B is
diagonally laid linen. C, D, E and F are veneers
with counter-crossing grain. These constructions
possess enormous firmness, as the following table
will show :

Pressure Resistance —_ Limit of Flexibility Power to Resist Crushing

No. Millimeters in Millimeters Meter In Grams in Kilograms in Kilograms Kilograms

1 20 4 225 150 70 85

1 25) 4 275 200 85 105

1 32 4 410 300 130 145

1 45 4 530 500 200 230 a
1 55 8 1280 1000 500 530

py 36-16 4 290 250 120 135

4 36 4 375 300 135 145

The Wolf patented tubes may be made in any
cross-section. Planes or whole bodies can be made
from these veneers.

Steel tubing of various shapes has also been

Aeronautics in the Far East.

James W. Price, of California, who is travel-
ing with a balloon, airship, hot air balloon,
parachutes, etc., in the Far East, reports that
the art is still in a somewhat backward state.
in Hong Kong he made a balloon ascension
in the presence of 15,000 people. From there
he went to Medan in Sumatra, where he in-
tended to make an ascent with his airship at
the invitation of the ‘so-called’ Medan Aero

1

Figs. 3 and

as shown in Figs. 1 to 6.
ribs. Fig. 5 is used
used double or treble,

produced,
4 are used for constructing
for body work, and may be
as shown in Fig. 6.

Club, but the club could not get together the
necessary 4,000 guilders (about $1,600) to pay
for the inflation. Sulphuric acid cost 6c. a
pound and iron filings 3c., which is of interest
to our own airship people. So the Medan Aero
Club had to be contented with a hot air as-
cension. Subsequently he made a hot air trip
for H. H. the Sultan of Lang Kat. From
here his route lay through Penang, S. S., the
Federated Malay States, Singapore and Java,
where airship trips will be made.

0

MeRONAUTICS

November, 1910

fiEee = BPLEVE: AUTOMATIC: STABILIZER

TRANSLATED FROM ‘‘L’AEROPHILE.”

By D. R. Hobart.

NUMBER of investigations in the attempt
A to attain automatie longitudinal stabiliza-
tion. in aeroplanes have been made up to

the present time, but one has been carried

out on a machine in full flight. A publie experi-
ment made in this direction consisted of trials
made at the military aviation grounds at Satory,
near Versailles, France, under the direction of
Captain Eteve, of the Sapper-Balloonist battalion,

the aeroplane used being a Wright, with the addi-
tion of a atic stabilizers after the designs Of

ain, constructec ‘kshops of the
Aeronautical Laboratory at Chalons-

Military
Meudon.

The first arrangement tried out at Satory was
composed of two planes, 4 and B, movable on their
axis HE. The axis HE is carried by a frame-
work QC, 3.5 meters in length, attached to the rear
transverse members of the aeroplane surfaces. A
horizontal vane D, movable on an axis #/' is con-
nected to the planes AB by rods KJ and KL. The
axis of the vane is firmly fixed to a tube H, con-
trolled by a rod MTZ through a bell-erank MHF,

those resulting from the manceuvre made by the
pilot of the aeroplane ; moreover, the vane has the
advantage over the aviator of acting simultaneously
with the cause that produces the disturbance of
equilibrium. In a word, the Eteve stabilizer op-
poses all variations of the angle of attack of the
aeroplane as would be the case if a very long,
vent and instantaneously-acting empennage were
tted.

Under certain circumstances, it is necessary
to be able to vary the magnitude of the angle
of attack of the aeroplane, as when the inclination
of the trajectory is to be modified, for example.
To preserve the automatic action of the stabilizer,
prior to, during and after the mancuvre effected
by the pilot, the axis /’ of the vane can be raised
or lowered by the aid of a lever under the control
of the aviator. All displacement of F involves a
change of equilibrium of the vane and _ conse-
quently a modification of the angle of attack of
the planes AB (Fig. 3, d and e). This indirect
control of the stabilizer offers the great advantage
of rendering the vane sensitive to exterior in-

(a)

POSTION OF EQUILIBRIVAA

- ae
— THE MACHINE "REARS"

)

(CG) neue vipS

(AL) POSITION OF EQUILIBRIUM
WITH LARGE ANGLE OF ATTACK

this rod being in turm operated by a lever
maneuvered by the pilot.
When the leyer is fixed, axis F is immovable

and the stabilizer vane struck by the wind, moves
sensibly in the belt or layer of wind immobilizing
the planes AB, which are compensated; the angle
of attack of these planes is, then, invariable when
the direction of the air current is constant. But
when this latter varies, the movement of the vane
is modified and the planes AB turn in a direction
contrary to that of the vane.

In the “rearing” (cabrauge) of an apparatus fitted
with the stabilizer, the vane DP is tilted and causes
the planes AB, to turn in a direction contrary to
their proper movement. This tends to correct or
straighten out the aeroplane; when it plunges, the
reverse effect is produced and the manceuyre is
executed without interference, owing to the sim-
plicity of the mechanism, a quality indispensable
to an automatic stabilizer.

The planes 4B, considered as depression rudders,
automatically partake of the same movements as

(C) SAME WITH SHULL
ANGLE OF ATTACK

FIG 3

fluences; the apparatus playing the role of depres-
sion rudder and stabilizer at the same time. —
As will be seen from the figures, the rear vertical
rudder of the Wright machine has been removed
and replaced by two hexagonal planes GG, borne
by the stabilizer framework and controlled by
the spring-returned cables ua, b, c, d, and aa bb ce,
dd (Fig. 2). Wheels with spring shock-absorbers
are fitted to the skids of the aeroplane. %
When fitted to the aeroplane, the weight of the
entire stabilizer “tail” is 25 kilogrammes (60.5
pounds), the additional weight earried by the aero-
plane being 12 kilogrammes (26.4 pounds). The
total surface of the stabilizer planes is four
square metres (45 sq. ft.), half of the surface
of the depression rudder of the Wright aeroplane,
consequently if the stabilizer planes are rigid and
will be as equally unstable as a Wright acroplane
when one of the two surfaces of the forward rud-
der have been removed. The flights at Satory
have demonstrated in a complete manner, the im-
portant role played by the stabilizer.
(Continued on page 188).

151

AERONAUTICS

November, i910

THE PRESSEY AUTOMATIC, CONT Ree

SYSTEM for automatically maintaining the
equilibrium of an aeroplane has been pat-

ented by Dr. B. J. Pressey, of Newport

News, Va., in several foreign countries, and
patents are pending in others as well as in the
United States.

In the patent drawings reproduced herewith the
device has been fitted to a biplane using ailerons
for lateral, and horizontal rudders for longitudinal,
stability. The system is designed to be adapted
to any type of aeroplane.

The aeroplane is equipped with a manually oper-
ated, vertical rudder, 3, at the stern, and a hori-
zontal, manually operated, front control, 4, in front.
At the ends of the main plane, and about midway
between the upper and lower sections thereof, there
are supplemental planes, 5.

In connection with these supplemental planes 5,
there is employed a gravity influenced weight, the
aviator in his seat, for holding them in a hori-
zontal, or substantially horizontal, position when
the main plane is traveling on an even keel: and
for causing them to tip when the main plane
dips laterally, to port or starboard, the planes
5 having a lifting effect upon the depressed

The Pressey Automatic Control

end of the main plane, and a depressing effect
upon the lifted end of the main plane, so as to
correct such lateral dip of the main plane, and
restore it to an even keel.

The aviator’s seat, 6, is carried by yoke
suspended from a fore and aft shaft, 8, the lat-
ter being pivotally mounted in bearings at ends
of bar 9 which is secured to a transverse shaft,
10, pivotally mounted at its ends in suitable
bearings attached to the main plane 1, thus pro-
viding a gimbal joint, which permits free tip-
ping a eee a the main plane in any direc-
ion, in respee o said seat; the seat having a
ormal tendency to hang vertie renee is

—by~ reason
a) of gravitation upon the weight,
represented by the seat and its occupant. Lateral
tipping of the main plane is caused, to effect
corrective movement of the balancing planes 5,
in the following manner: lWHach of the balancing

yy
‘,

©

planes 5, is pivotally supported, somewhat for-
ward of the centre by bearings 11 located in
bracketed arms 12, which arms are rigidly con-
nected with uprights, which connect the upper
and Jower sections of the main plane.

To the forward, upper edge of planes 5, con-

nection is
arm of a
pivotally

made by
bell-crank
mounted

means of rod 13, to one
lever, 14, the latter being
upon a fore and aft pin 15,

supported from the main plane; and the other
arms of the port and starboard bell-crank levers
16, are connected by rod 17, which has an eye
18, for receiving the segmental rod 19, secured
to and projecting from cross bar on seat sup-
porting yoke 7. When therefore, the main plane
tips downwardly on the starboard side, the rod
17 will be moved bodily to starboard, and the
starboard balancing plane 5, will be inclined so
as to raise its forward edge and depress its rear
edge, while, at the same time, the port balancing
plane 5, will be inclined so as to depress its
forward edge, and raise its rear edge, thereby
causing the starboard balancing plane to exert
a lifting effect, and the port balancing plane
to exert a depressing effect upon the main plane,
with the result of restoring the main plane to
an even keel, at which time the balancing planes, 5,
will have resumed their normal, horizontal posi-
tion.

When the main plane dips downwardly on the
port side, a reverse action takes place, with the
like result of restoring the main plane to an
even keel. In order to correct forward ‘and aft
dip of the main plane, fore and aft balancing

planes, 20 and 28 are provided. These planes
are carried by transverse rock shafts, which may

be pivotally mounted in any suitable way, upon
structures carried by main plane. In the pres-

ent instance, the forward balancing plane is
pivotally mounted in extensions 21 of the frame
22 which carries the forward, manually operated,
horizontal ascending and descending plane 4.

The aft balancing plane 23 is pivotally mounted
in extensions 24 from frame 25 which earries
the vertical steering plane 3. Projecting upward
from bar 9 is an arm 26, which is connected by
rod 27 to an arm 28 prejecting upwardly from
forward balancing plane 20 and by rod 29 to an
arm 50, projecting downwardly from aft balancing
plane 25.

When, therefore, there is a downward tip of
the forward part of the main plane, retention
of its vertical position by the arm 26 will eause
the forward balancing plane, 20 to tip so as to
raise its forward edge and depress its after
edge; while at the same time the after balancing
plane, 25, will tip so as to depress its forward

edge and raise its after edge, with the result
that there will be a lifting effect on the fore

part of the main plane, and a depressing effect
on the after part of the main plane, which will
restore said main plane to an even keel, A

152

AERONAUTICS

reverse action takes place when the after part of
main plane has a tendency to dip. In case the
aeroplane departs from an even keel, and dips
for instance, forwardly and to one side, all four
balancing planes would immediately be brought
into action.

In ascending and descending, however, depar-
tures from the normal inclinations of the main
plane are necessary and in order that the for-
ward and aft balancing planes 20 and 23 shall
not interfere with voluntary descent or ascent,
the aviator’s seat should, in making such ascent
or descent, virtually be locked to the main plane,
so far as allowing forward and aft motion of seat.

To secure this result, there is employed what
may be termed a sliding-bar 31, firmly secured
to lower section of main plane and parallel to
the lateral swing of the aviator’s seat. To the
ordinary foot rest 32, connected with the aviator’s
seat, a supplementary foot rest 33, is hinged and
this supplementary foot rest carries an extension
which ends in a lug 34, which lug normally
swings just above and free of the sliding-bar 31,
being held in this position by a light spring 35.

In case the aviator wishes to ascend, he places
his foot upon the supplementary foot rest; the
weight of the foot overcomes the foree of the
spring and allows the lug to be carried down and
in front of the sliding bar, thus rendering neutral
for the time being the forward and aft balancing
planes. During such time, the forward and aft
balance would be under the operator’s control by
means of the manually operated plane 4. In case
of voluntary descent the lug 34 is dropped be-
hind bar 51, until such voluntary descent is ended.

November, toro

It is absolutely necessary, in making a turn
with am aeroplane, if that turn is to be made in
safety, that the main plane shall be inclined or
“banked,” to a degree proportional to the radius
of the curve and to the speed of the aeroplane.
Each different curve, at the same speed, demands
a different inclination, as is also demanded by
each variation in speed in rounding like curves.
This invention is expected to give the desired
result with absolute certainty.

If the aviator desires to make a turn to the
right, he would first manipulate the vertical rud-
der 3, by means of lever 36. The aeroplane would
begin to make the turn.

At this instant, centrifugal force would come
into action and cause the aviator, in his seat, to
swing outwardly to an extent just in proportion
to the radius of the curve, and the speed of the

aeroplane. The outward swing of the aviator’s
seat causes the port balancing plane 5, to be
so inclined as to present its under surface to
the air pressure, whereas the upper surface of

This would im-
of the main plane
main plane would be
Suspended weight, the
allowing this special
speed, to be negotiated

the starboard plane is presented.
mediately cause an inclination
to the degree where said
at right angles to the
aviator in his seat, thus
curve, at this particular
with safety.

If it is desired to make a curve of less radius
or at a greater speed, centrifugal force. acting
upon the suspended aviator’s seat, will cause
it to swing out to a correspondingly greater ex-
tent, thereby causing the main plane to be banked
to a greater degree.

Petre R 1.0 AERO CLUB MEMBERS

going to press. AERONAUTICS will gladly de-
vote such space in subsequent. issues as may
be required for letters of suggestion or jaid
in co-operating with other members for a better-
ment of conditions in the Club, and for the making
of it a more serviceable institution.—7he BHditor.

| II) following letter was received just before

New York, Oct. 15, 1910.
To the Members of The Aero Club of America:

The article which appeared in to-day’s papers
stating the view expressed by Mr. Moissant, who
declares that this country is far behind France
in Aeronautics, is so eminently well founded upon
fact that it naturally causes one interested in the
idvaneement of the art in this country to pause
ind think. It appears that hundreds of aeroplanes
have been made and sold as well as hundreds of
rilots’ licenses issued in France. Can it be that
there are so many of those things which have
been done which should have been left undone
ind so many of those things which have been left
indone which should have been done in the short
uistory of American aeronautics that we are at
ast forced to the realization of our own. short-
‘comings by the advanced condition of aeronautical
iffairs in France?

Concerted effort is naturally dependent for sue-
eSsS upon proper organization. The real head of
ne art, the Federation Aeronautique Internationale,
S recognized in France through the Aero Club of
‘rance, and is recognized in the United States
hrough the Aero Club of America. This seems
o put it up to the Aero Club of America to ex-
iain why they cannot accomplish as much with
\merican genius and capital as has been accom-
lished with Frenchmen under the same system of
peration. In the solution of the problem the fol-
owing questions arise:

Can it be that the form of government of the

ero Club of America is too autoeratie to be
ompatible with the democratic spirit of our

merican institutions ?

153

Why is it that the Aero Club of America never
holds regular meetings for enabling its members
to get better acquainted and to co-operate?

Is the International Aviation Meet to be held
at Belmont Park under the auspices of the Aero
Club of America; and if so, why is it the mem-
bers have not been enlisted or consulted ?

Why does the Aero Club of America not own
and control its property directly instead of through
the Aero Corporation, which is governed by the
same five men who originally owned and _ con-
trolled all the property of the Club to the ex-
clusion of the members?

Why did the Aero Club of America assume the
responsibility of entering into such an important
contract as that which was made with the Wright
Company considering. that it might have seriously
checked progress in the art of aviation, without
first consulting the members?

Why has a democratic National Organization of
Clubs not been encouraged?

Why have the members not been invited to take
part in Club affairs?

I take this means of reaching the members of
the Aero Club of America as there seems to be
no other way of bringing these vital points before
them. Yours respectfully,

Louis R. ADAMS.

Dr. Luzern Custer, of Dayton, O., has presented
Leo Stevens with one of his new design statoscopes,
which Dr. Custer described and illustrated in a
recent issue of AbRONAUTICS. The article of Dr.
Custer was translated and printed later in one
of the German aero magazines. Stevens used this
on the first occasion and pronounced it the finest
instrument of its kind yet invented. Clifford B,
Harmon also tried it and with great success.

AERONAUTICS November, 1910

CONSTRUCTION AIDS AND DIGEST. Saye

154

AERONAUTICS

PoE “MESSING

LINK

November, 1910

IN AERONAUTICS

By John D. Pursell.

UBLICATIONS which, a_ short
searched the dictionary for
words, when they touched on
now give full play to their imaginations,
and seldom fail to work in something like this:
“We have the aeroplane now only in its infancy.
One may be sure that improvements will be made
in, the machine such as are not now dreamed
of,” ete, etc. However, they never commit the
indiscretion of naming any general lines along
which this miraculous development will take
place. The modest purpose of this article is to
point out precisely that opportunity for develop-
ment. The facts will speak for themselves.

It seems almost incredible, but it is, neverthe-
less, true that some very homely and everyday
laws of Mother Nature have been studiously ig-
nored by the elect, like the ugly duckling, because
things have prospered very well, so far, without

time ago,
conservative
aeronautics,

them. I refer to Inertia, that property of all
ponderable bodies (including air); and its ac-
companying factor, Accelerating Velocity. These

two potent influences are destined to play a very
important part in the development of all aero-

cars—helicoptere and flapping-wing devices, as
well as the aeroplane. Consideration for your
patience constrains me to limit my comments

to the aeroplane, alone.

Does the present aeroplane exhibit that grace-
ful impression of reserve strength that stands
forth so strongly when a touring car purrs lazily

over a small hill? Verily, I trow not. Rather
let us think of a seven passenger car, equipped

with a bicycle motor, nearly stalled on the car
tracks in front of a rapidly moving street ear.
Where is the exhibition of magnificent reserve
power for emergencies? I submit that the mental
attitude of the driver in either case is very similar.
They both must win out by virtue of personal
skill alone.

Suppose for a moment that the 50-horsepower
Curtiss bi-plane required but one horsepower in
level flight. Wouldn’t this solve all the essential
problems of safety, reliability and commercial use-
fulness simply because of the tremendous, fifty-

nine hundred per cent. reserye power absolutely
under the operator’s finger? The mastery of

adverse elements would be unutterably simplified.
This is not an idle supposition. It is advanced
merely to illustrate graphically the truly marvel-
ous advance which will accrue from any con-
siderable economy in horsepower consumption over
the present figures.

The most efficient aeroplane of to-day carries
about 50 pounds for every horsepower actually
delivered at the propeller. A 25-pound bird, how-
ever, imstead of expending half a horsepower,
exerts scarcely a tithe of that energy. Let us
investigate this discrepancy.

Motors have reached practical perfection, as far
as small weight per horsepower is concerned.
Lighter motors cannot be expected to exhibit
the reliability so vital to the successful aeroplane.
Instead of crowding the motors, let us _ look
rather to the sustaining planes and see why
they are so inefficient when compared with their
prototypes in nature.

In the standard plane of to-day, the approximate
angle of incidence is about 6 degrees. At 6
degrees, the drift or head resistance developed
during flight (exclusive of framing, ete.) is
about one-tenth of the total weight carried. To
be exact, for every 206 pounds lifted, there are
21.7 pounds of drift, which, multiplied by speed
of the machine, and figuring an allowance for
loss in transmission, ete., represents the horse-
power required to carry the 206 pounds. It is
perfectly clear that if we can design a sustainer
capable of producing the necessary lift, with
speed and wing area remaining the same, at only
a fraction of 6 degrees angle of attack, we will
need only a fraction of the horsepower now re-
quired to carry the weight with planes set at
6 degrees, _

Such a sustainer is described below:

In the first place, the vitally important factor,
that which every flying creature employs to sus-
tain itself, rarefaction over wings, body and tail,
is almost totally disregarded in the present de-

sign. (This does not appear quite consistent in
view of the general acceptance of the fact that

there is rarefaction over the tops of aeroplane sur-
faces.—Editor.) A study of the transverse ver-
tical section of a bird’s wing will show that de-
fective pressure must exist during flight, over a
large portion of its upper surface, after a certain
forward velocity is attained. The wing moves
edgewise through the air, and the air passes par-
allel with the under wing surface. The air stream
divides at the thick front edge of the wing, and the
portion of the air stream represented by the thick-
ness of the wing, is deflected upward and over
the upper surface by the wing’s curved forward
section, the extreme forward edge of which is
nearly on the same plane as the under surface
of the wing. This air thrown upward by the
wing’s curved edge, cannot reverse instantly and
maintain close eontact with the upper surface
of the wing, on account of its inertia. The air
pressure, therefore, drops below atmospheric, be-
tween the passing current of air and the wing’s

upper surtace, the space between being filled by
eddies at a pressure below that existing’ im the
free air (to be found underneath the wing)

the degree of rarefaction depending on the speed
and the degree of their inclination to each other.
This, of course, somewhat resembles the “slip”
of a propeller.

How slight the degree of
for flight is at once apparent when we remem-
ber that we require only two to four pounds
lift per square foot, whereas an absolute vacuum,
were it possible to obtain it, would yield about
one ton to every square foot of surface.

A satisfactory demonstration of the importance
of defective pressure may be obtained by taking
an ordinary box kite and removing the vertical
planes, thus allowing the outer air to be drawn
into the rarification forming over the lower planes.
The loss in lifting power of the kite will be ap-
parent. On the other hand, by extending the
vertical keels a slight distance above the upper
horizontal planes, thus protecting the rarification
forming over the upper planes, from any side
currents, the increase in lifting power of the
kite will be noticeable.

In the face of the above, we must agree that
proper conservation of the rarification above a
sustainer is essential to economy of energy in

rarefaction. required

flight.
Now we come to a factor in the proposition,
which seems to have been ignored heretofore,

viz: The efficiency of a sustainer varies inversely
as the fore-and-aft dimension.

Referring to diagram: The dotted curve 2 3
represents the line of equal rarefaction, produced
by the air stream in flowing. over the wing 4. The
space 5 indicates the useful rarefaction, which
corresponds somewhat to the “slip” of a propel-
ler. This line 2 8, must represent an increas-
ing downward velocity, because air possesses weight,
and consequently, inertia. This is self-evident.
As this is an accelerating downward velocity, the
distance 6 7 must be only one-sixteenth of the
distance § 9 because it is one-fourth as far
back from the front edge of the wing. If the
accelerating velocity factor is admitted (and “it
cannot well be denied) the distances 6 7 and
8.9 must compare as the squares of their dis-
tance back from the front wing edge.

The expansive power of air affects the rate
of acceleration, but it has nothing to do with
the ratio, and it is the ratio with which we are
dealing.

The distance 8 9, being sixteen times as great
as the distance 6 7, the average angle of inci-
dence for the large wing is four times that fre-

155

AERONAUTICS November, 1010

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Holder of the World’s Record for Slow Flying, Quick
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At the recent Harvard-Boston Meet. at. Atlantic, the Wright. Flyer,
in competition with Bleriot., Farman, Curtiss and other machines,
took first. prize in duration, distance, altitude, accuracy of landing,
slow flight. and the Hammond Cup for bomb throwing.

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ABRONAUTICS

quired by a quadruplane, consisting of four planes
measuring the same as 2 7, superimposed. Though
the distance 8 9 is sixteen times the distance
6 7, the radius of its are 2 8 is, of course, four
times the radius 2 6, hence the degree of incidence
is not sixteen times as great, but only four times.

Inasmuch as the efficient angle of incidence
for the quadruplane is only one-fourth the angle
required by the monoplane, it will lift an equal

weight, at same speed, but requires only one-
fourth as much horsepower as the large mono-
plane.

Reference to the diagram will show that an
octoplane would yield eight times the efficiency —
requiring but one-eighth the horsepower to per-
from the work, ete., etc. 5

Therefore: Efficiency of a sustainer
inversely as the fore-and-aft dimension.

varies

November, 10910

sustainers will require but one horsepower for
every twelve in the present machines—quite a
saving, we must admit. The 206 pounds men-
tioned above, would be levitated with only 1.8
pounds head resistance, instead of the 21.7 pounds
required with the larger plane. And this, too,
with no increase in wing area or speed. ‘This
means we can figure about 600 pounds earrying
capacity to each horsepower—which opens up
vast possibilities in the commercial machine.

As an angle of incidence equal to but one-
twelfth of the original 6 degrees—namely, one-
half degree—would prove impractical with the
present. form of aerocurve, we substitute the
natural .design found in a bird’s wing. The flat
lower side is to pass parallel with the lower
air stream; the thick forward edge divides the
two air currents, and the sloping upper surface

Or: The angle of

varies directly
as the fore-and-aft dimension of a sustainer.

incidence

Also: A number of corollaries,
so obvious that I will not take space to set
them forth. One would deal with Prof. Langley’s
paradox (7?) of economical high speeds. That
is, a plane driven at quadruple speed requires
only one-fourth the angle of incidence (we see
why trom above diagram), therefore developing
four times the speed at no additional expense in
horsepower.

Im other words, there is an intrinsic advantage
derived from the narrow planes—and no apparent
disadvantages—even constructional, for stronger
machines may be built by reason of their cellular
compactness.

Constructional limitations will discourage the
use of planes much under 6 inches deep. Com-
pared with the present 6 foot deep planes, these

but they are

Aero Calendar of the United States.

Oct. 17..-St. Louis, Mo., Gordon Bennett balloon
race.

Oct. 22-23.—Et. Wayne, Ind., 2 Curtiss ma-
chines. J ;
Oct. 22-30—Belmont Park, L. I., international

aviation meet, including Gordon Bennett aviation
race, latter on Oct. 29. 3
Oct. 22-23—Novice meet of A. C. of California.
Oct. 28-Nov. 1—Macon, Ga., Wright iaviators.
Nov. 1-3— Norfolk, Va., 3 Curtiss machines.
Noy. 2-8—Baltimore, Md., open meet.
Noy. 2-12—Philadelphia, Pa., aero show of Penn-
sylvania A. C. :
Noy. 17-24—St. Louis, Mo., Coliseum aero show.
Dec. 1-S—Aero Show of A. C. of Illinois.
Streator, Ill., Chas. F. Willard.
———_Mobile, Ala., Curtiss aviator.

Chattanooga Wants Meet.

The Chamber of Commerce, of Chattanooga,
Tenn., is desirous of communicating with aviators
for the organization of a meet or exhibition. Cor-
respondence is solicited.

corresponds to the angle of incidence, yielding
the lift, through rarifaction and minus pressure.
And it is this minus pressure that does the work,
anyway. This thick wing cannot be taken aback at
the front edge, when held at small angles, like
the present aerocurve would be.

A multiplane possesses intrinsic fore-and-aft
stability. By designing the ‘‘vertical’ bracing like
the sustainers, and arranging them at dihedral
angles, we may practically eliminate idle head
resistance in the wings, and the lateral stability
will also be automatically increased.

With moderate application of the proposition:
“Efficiency varies inversely as the fore-and-aft wing
dimension,’ and its corollaries; together with
proper conseryation of the rarification above a wing,
we usher in the era of true flight. The com-
mercial flying-machine is now a probability. Ex-
celsior!

$32,700 For Baltimore Flights.

Baltimore has arranged for an aviation
Noy. 2 to 8.

The aviation committeee has arranged the ten-
tative list of prizes as follows: Lord Baltimore
prize, $10,000; greatest speed, $5,000; altitude,
$5,000; duration of flight, $3,500; longest dis-
tance flown, $3,500; slowest flight, $1,500; get-
away, $200; accuracy, $500; bomb throwing, $3,-

meet

500; a total of $32,700. In addition to these,
prizes will be oftered for amateurs, while J.
Barry Ryan has offered the Commodore Barry
Cup for bomb throwing, this to be open only

to members of the Aeronautic
eigners.

Reserve and for-

Dinner to Curtiss.

The best aeronautical dinner that has yet been
given was tendered Glenn II, Curtiss and his flyers,
J. S. Mars and J. A. D. McCurdy by the Aero
Club of Cleveland (O.), on October 12. Forty-three
people attended the banquet, including the Mayor
of Cleveland, president of Chamber of Commerce,
and other leading men. E. W. Roberts, of the
Roberts Motor Co., was one of the speakers.

AERONAUTIGS

November, toro

S.we go to press the arrangements are about
completed for what promises to be the most
extraordinary meeting yet held in America.
The “International Aviation Tournament’ at

Belmont Park, Long Island, New York, from Oct.
22 to 50, inclusive, offers total cash prizes amount-
ing to $67,800, to be competed for under the rules

and regulations of the Federation
Internationale.

The Gordon Bennett race, perhaps, is the prin-
cipal feature of the meet and is the primary cause
of its being held. A’ year ago, Aug. 28, G. H.
Curtiss won the cup at Rheims, France, making the
fastest time for 20 kilometres, 15 minutes 50 3/5
seconds, a speed of 47.06 m. p. h.

In the 1910 Gordon Bennett cup race, Oct. 29,
$5,000 cash goes to the winning aviator (and the
silver trophy to the club of the country represented
by him) making the fastest time for 100 kilo-
metres (62.1 miles) flown over a course of 5 kilo-
metres (3.1 miles).

Aeronautique

LIST OF ALL CONTESTS.
RYAN PRIZE, $10,000. Donated by Thomas F.
Ryan, to be awarded to the aviator who shall

make the best elapsed time in a flight starting at
Belmont Park, around the Statue of Liberty, in
New York Harbor, and return to the starting line;
open to all competitors who shall have remained in
the air in one continuous flight one hour or more,
during the previous contests of the tournament.
This contest is scheduled for Thursday afternoon,
October 27.

GORDON BENNETT ELIMINATION RACH,
first, $1,200; second, $800; third, $500; total,
$2,500. To select representatives of America in the
Gordon Bennett race. Open only to aviators having
pilot licenses. Distance 100 kilometers, over circuit
of 5 kilometers. Three machines making fastest
speed to represent America.

HOURLY DISTANCE PRIZE, first, $250; second,
$100; third, $50; for each one of 12 hours, total,
$4,800. One hour set apart each day for hourly
distance and altitude contests.

HOURLY AUTITUDDP PRIZE, first, $250;
$100; third, $50; for each of 12 hours,
$4,800.

second,
total,

DAILY TOTALIZATION OF DURATION PRIZE,
first, $500; second, $250; third, $100; for each of
seven days, total, $5,950.

FASTEST FLIGHT FOR TEN KILOMETERS,
first, $1,500; second, $1,000; third, $500; total,
$3,000. Over four laps of 2,500-metre course.

GRAND ALTITUDE PRIZB, first $2,000; second,
$1,000; third, $500; fourth, $250\; total, $3,750.
$1,000 additional for world’s record.

AERO CLUB OF AMERICA ALTITUDE PRIZE,
$5,000. Altitude must be 10,000 feet or more.

GRAND SPEED PRIZE, first, $3,000; second,
$1,000; third, $500; total, $4,500. Distance, 25
kilometers (10 laps).

CROSS COUNTRY FLIGHT, first, $500; second,
$250; third, $100; on each of four days, total,
$3,400, awarded for best speed.

CROSS COUNTRY PASSENGER CARRYING
PRIZE, $2,000. Awarded for best speed with pas-
senger weighing not less than 125 Ibs.

PASSENGER CARRYING PRIZE, first, $1,000;
second, $400; third, $200; total $1,600, to be
awarded to aviator carrying greatest weight of
passengers twice around 2,500-metre course.

TOTALIZATION OF DURATION PRIZE, first,
$3,000; second, $1,500; third, $1,000; fourth, $500;
total, $6,000. Awarded for greatest total duration
during meet.

TOTALIZATION OF DISTANCE PRIZE, first,
$1,500; and second, $1,000; third $500; total $3,-
000. For greatest total distance during meet.

MECHANICS PRIZE, $1,000.

DISTRIBUTION OF PROFITS, Aviators par-
ticipate to the extent of 70 per cent. of the first
$100,000 profits, and 40 per cent.of any sums be-
yond; the aviators sharing this on a system of
points.

OTHER PRIZES. Scientific American trophy for
the longest flight made in 1910 in America. Miche-
lin trophy and $4,000 cash for the longest flight in

158

ERONAUTICS November, 1910

PREELELEELELEELELELEE4LELALELELLELALEALHAEEAEESEEALEEEOLEELEDS 5
e

Hello! El Arco! Hello! El Arco!
FORMS CLOSING!!! COPY PLEASE!!!

and not a line written! Not a cut ready!

and we had intended to have a picture of Curtiss on his flight from
Albany to New York when he used an EL ARCO RADIATOR with perfect
results, and another picture of J. J. Frisbie with the first twin EL ARCO .
RADIATOR installation, and a well-worded advertisement asserting in .
terse, crisp sentences that the EL ARCO was the lightest, strongest, most .
efficient radiator ever devised and that the sharp cutting edges of the tubes -
and the compactness of the radiator minimized the obstruction to the air,
and that therefore there was no other radiator so well adapted to cooling
aeroplane engines as ours.

. OAR A.

*

:
’

We had intended to claim that we were the first in this country to
show a radiator especially made for aeroplane work with special metal
throughout and individual caps and fittings, and to remark that E. R. Hewitt,
a member of this firm, the well-known designer of engines, who has been
experimenting scientifically with the problem of engine cooling for years,
laid out the formulae which we adopted for determining the sizes of EL
ARCO RADIATORS for aeroplane engines.

;
In fact, we proposed to blow a very loud blast indeed on our own :
trumpet, and impress on your mind the facts that Baldwin, Beach, Curtiss, @
Frisbie, Gill, Dr. Greene, Russell and Wilcox, to name a few of the well- :
known men, all use the EL ARCO RADIATORS, and the Boulevard
Engine Co., Elbridge Engine Co., Emerson Engine Co., Rinek Aero Mfg. Co. :
are some of the engine builders who have adopted the EL ARCO as part t
of their standard equipment. :
All over now—-You won’t read this—No hope of your remembering
that the EL ARCO RADIATOR is absolutely what it is represented to be
as regards weight, efficiency and workmanship; that its guarantee is abso-
lute and that our services in any problem of radiation are entirely at your
disposal—And ali because we were too busy keeping our promises to :
attend to our own interests. Just look out next time! $
’
’

EL ARCO RADIATOR COMPANY

6 East 31st Street 3 3 New York oy

TEL. 4260 MADISON

in three day So

P.S.S.— We also forgot to say that our automobile radiators are just as good as the ones

P.S.—We forgot to say that we carry aeroplane radiators in stock and make up specials
for aeroplanes, ‘and that we repair and retube automobile radiators promptly.

EFSF SFFSFFSSFSSSSS SSS TISSS STFITSVSPTSSSS SSS PS FSS FFFS FFFFFFIFS

In answering advertisements please mention this magazine.

AERONAUTICS November, 1910

HARTFORD TIRES
STANDARD

for aircraft of all styles. More
than 90% of the American ma-
chines that travel the skies to-
day carry with them

Hen Aviator, Aeroplane or Aeronaut Tires

All the leading aviators use them
They are the right tires for your machine
For Sale by Jobbers Everywhere

Made _by The Hartford Rubber Works Company, Hartford, Conn.

Branches :—57th and Broadway, New York; 863 Boylston St., Boston; 1425 Vine St., Phila-
delphia; 725 Main St., Buffalo; 1831 Euclid Ave., Cleveland; 256 Jefferson Ave., Detroit;
12th St. and Michigan Ave., Chicago; 1564 Broadway, Denver; 19 Houston St.,
Atlanta; 624 3rd Ave., So., Minneapolis; 719 E. 15th St., Kansas City, Mo.;
497 Commerce St., Dallas, Tex.

FOX AERO MOTORS

HE notable achievements of Mrs. Raiche at Mineola have proven the power and endurance of Fox

Aero Motors in actual flight. The First Woman Aviator in America.

@_ Fox Aero Motors are the simplest, most reliable afd most powerful Aeronautic Motors yet

produced. They are two-cycle water cooled, and are guaranteed against overheating under all conditions. They
are equipped with the Fox Fourth ;
Port Accelerator, the greatest im-
provement ever made for increasing
the speed, power and flexibility of
two- cycle motors.

a| Remember Fox Marine Motors

hold the world’s elsiendtcances record

(aanoter boats, and even our first
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and consistent performances.

@. Fox Aero Motors are made in six

sizes, 24 to 150 H.P., four, six and
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prices on application. Deliveries
guaranteed,
The Dean Mfg. Co. 701 Front
“SOUTH CINCINNATI” FOX DE LUXE MOTOR, FOUR CYLINDERS
NEWPORT, Kentucky :: U.S.A Note—Fox De Luxe Aero Motors have radiator attached at

the forward end and are without fly-wheel

In answering advertisements please mention this magazine.

ERONAUTICS

closed circle during the year.
ceed 244 miles made by Olieslagers at Rheims
st July. Silver cup, value $1,000, to the amateur
hose total duration for flights during meet shall
‘greatest providing it exceeds five hours.

It is necessary to

ENTRIES.

France—Count Jacques de Lesseps (Bleriot),
fred Leblane (Bleriot), Hubert Latham (100 h. p-
ntoinette), Rene Barrier (Bleriot), Emile Aubrun

sleriot), Rene Simon (Bleriot), Roland Garros
‘lement-Bayard Demoiselle), C. Audemars (Nieu-
it).

England—C. Grahame White (Farman and Ble-

ot), James Radley (Bleriot), Alec Ogilvie
Vright).
America—Ralph Johnstone (Wright), Walter

‘ookins (Wright). Arch Hoxsey (Wright), Chas.
_ Hamilton (Hamilton), Capt. T. S. Baldwin
saldwin), Tod Shriver (Shriver), John B. Mois-

nt (Bleriot), J. A. Drexel (Bleriot), C. B. Har-
on (Farman), H. S. Harkness (Antoinette), C. FP.
illard (Curtiss), J. C. Mars (Curtiss). J. ASD!

eCurdy (Curtiss). Eugene Ely (Curtiss).

The majority of the Bleriots are fitted with 50
p. Gnomes. Barrier is bringing over the 100
p. Gnome-engined Bleriot used recently by

orane in making his world speed record of 66.18

les an hour. Hamilton has a 110 h. p- engine.

Curtiss has built a new engine of 64.8 h. p.
L. A. M.) and there are some new machines

Hammondsport.

The Wright Company is known to have a fast

ichine. Ogilvie has been at Dayton for some-

ne practicing on a Wright.

All are monoplanes except the Farman, Wright,

milton, Baldwin, Shriver and the Curtiss ma.

ines, if any are entered.

Five Wright machines are promised for the meet

m the Wright Company. Three are sure of being

sent.

Garros is a new aviator. Tis first notable flight
S on Sept. 9, when he flew some distance across
intry ; with another of 15 kil. on the next day.

Le

GORDON BENNETT ELIMINATION.

Wntries for this made to date, October 14. in-
de Hamilton, Moissant, Drexel, one Wright ma-
ne, Harmon, Baldwin, and Harkness.

n the Gordon Bennett race, Leblanc, Latham and
» yet to be named, possibly Simon, will fly for
ance. England has named White, Radley and
Ardle (Bleriot).

XHIBITION FLIGHTS

SPRINGFIELD, Mass., Sept. 17.—Louis G.
ickson, of Springfield, Mass., made several flights
the Sturbridge Fair on Sept. 17. in his Cur-
s type machine. Four short flights were made
oss the field of the race track. The condition
the field was horrible, with a pond, a swamp
1 bumpy grounds to run over. The flights were
de with a propeller, which had a piece knocked
_ of it by a wrench which dropped into it while
motion.

S<NOXVILLE, Tenn., Sept. 22-28.—P. 0. Parme-
one of the new Wright aviators, flew at least
ce every day at the Appalachian lxposition.
JETROTT, Sept. 19-25.—Hoxsey and Johnstone

y their Wright machines every day according
the schedule.
thas. J. Strobel had a dirigible there. Parmelee

Ss a great success as a flier. Some of his flights
ted 50 minutes, and in all of them he indulged
“roller coasting’ and other stunts.

LLULENTOWN, Pa., Sept. 20-24.—G. H. Curtiss
1 J. A. D. McCurdy were scheduled to, fly. On
ount of the dangerous grounds Curtiss refused
allow McCurdy to: fly. Curtiss flew over part
the town. It was advertised that he would
to Philadelphia. The only possible route, with-
going over the mountains, was full of dan-

159

November, toro

Trial flights of the Latham 100 h. p. Antoinette
showed up a speed of 69.5 miles an hour.

THE FIELD.
On the flying field, with its two miles of ¢

skassy
level, 14 gayly colored pylons trace the aerial
course. Starting in front of the Grand Stand the

flying gladiators will give a near view of their
airmanship. Each aviator has his distinctive style
of launching and alighting. The machines, after
turning the last pylon, will approach the grand
stand at a speed of a mile a minute, increasing this
as they sweep past the crowds.

A brilliant period of preliminary flying will oc-
cupy the three or four days before the Tourna-
ment, The hangars. or sheds, in which the racing
monoplanes and biplanes will be housed, have been
finished. Aviators have begun “tuning up,” trying
out motors and testing the stability of their craft.
in the air. TThree-quarters of a mile across the
green flying field, the 30 hangars and repair shops
are lively with corps of expert mechanics, who will
live there during the entire flying season. “These
stables” have already become a center of interest
for hundreds of experts on flying.

The cross-country flights will be out and around
captive balloons furnished by Leo Stevens.

COST OF SEEING THE SHOW.

A number of boxes and parking spaces are re-
served for members of the Aero Club of America
and tickets for the same can be obtained of the
Aero Corporation, Ltd., Room 1101, Fifth Ave-
nue Building, New York, at the following prices:
3oxes seating six or eight are $30.00 and $40.00
respectively per day. Club-house badges with full
privileges of the house and grounds with one lady

guest, are $50.00 for the entire meet. ‘Reserved
seats, $2.50 per day; admission to grand stand
$2.00; admission to field stand, $1.00. Parking

spaces $5.00 per day and $2.00 per person, includ-
ing chauffeur.

Curtiss Machine in Gordon Bennett.

New York, Oct. 17, 1910.—It is now definite
that there will be a Curtiss aeroplane in the Gor-
don Bennett race. This will be a single surface
machine, with a new S-cylinder engine. G. H.
Curtiss will not fly the machine himself.’ Curtiss
has the privilege of defending the cup without
entering into the elimination trials, but as he
will not fiy the machine it is indefinite whether
the aviators who do fly it will be permitted to
go into the race without going through the trials.
There will be at least two other Curtiss machines
of regular type. Willard, Mars, McCurdy and Ely
have all been entered.

OVER I1HE COUNTRY

rata

and 120

gers niles in length, so the flight was
given up.
OLEAN, N. Y., Sept. 22-23.—Chas. I. Willard

(Curtiss) gave exhibition flights.
flight, a piece was thipped out
but bad ground made it necessary to keep going.
The loss of blade surface on one side roeked the
machine so that every wire was loose on landing.
TRENTON, N. J., Sept. 26-30.—Ralph Johnstone
flew every day in accordance with his contract,

In starting a
of his propeller,

meeting with the greatest enthusiasm on account
of his wonderful control.

HELENA, Mont., Sept. 26-Oet. 1.—J. C. Mar’s
flights at Helena were very successful. The gov-
ernor of the state presented him with a gold
watch and nugget fob. Helena has an altitude

of 4,100 feet. This is the highest that a Curtiss
machine has flown, as far as known.

Mars essayed a flight across the Roeky Moun-

tains for a prize offered by Ringling Bros., the
circus men. After some hours searching parties

found the dismantled machine near the top of
the range. Fortunately, Mars escaped injury. The
right hand plane. front wheel and propeller were
smashed in alighting, but the machine was brought
back. His altitude above sea level is reported to
have been 7,500 feet, a new American record.

AERONAUTICS

CHICAGO, Oct. 1-9.—Curtiss, Ely, Willard, Mc-
Curdy and Post were the flyers at an exhibition
conducted by the Chicago Post on a profit-sharing
basis. Willard and Curtiss both made fine flights.
Willard made a sensational one over a part of
the city and went to a height of 4,000 feet. He
slowed up his motor and swooped down over
Jackson Park, then up again to the grounds at
Hawthorne track. Augustus Post did here his best
flying to date. Two days of rain prevented flying.

ELY STARTS FOR NEW YORK—GOES BUT 19 MILES
ATTEMPT GIVEN UP ON ACCOUNT OF
LACK OF TIME.

Eugene Bly, with the new S8-cyl. machine used
by Curtiss at Boston, left on the 9th on an
attempt to reach New York. After going about
12 miles at an altitude of 1,500 feet, the car-
buretor gave trouble and a landing had to be
mide at Beverly Hills.

This was fixed, the motor started and spectators
helped to start the machine. In getting off the
front wheel hit a hidden rock and smashed the
wheel.

The next day, the 10th, he did not get off the
field when the gasoline feed pipe broke and he
landed in a brook, smashing the whole front con-
struction. This was fixed in a hurry and he got
going again and flew for 25 minutes. The motor
went dead in the air and he glided down from
a height of 2,000 feet. In landing he smashed
the front contro] again, and the distance from the
start was but 19 miles, at East Chicago. So
much time had elapsed that it was not deemed
advisable to try to continue.

Miss Blanche Scott made her debut with a Cur-
tiss machine during the week.

The time limit of the prize offered by the New
York Times and the Chicago Post is up on October
16. Present plans do not provide for keeping the
offer open after that date.

SEDALIA, Mo., Oct. 1-7—J. C. Turpin, the
latest addition to the Wright staff of aviators
made his first public flight at Sedalia on the 1st,
and flew every day but one during the week.

SPRINGFIELD, I11., Oct. 1-8.—Hoxsey took the
machine Brookins used in his Chicago-Springfield
flights and created great enthusiasm during the
week. On the last day he made his great flight
to St. Louis.

William Evans of Kansas City
160

November, 1910

RICHMOND, Va., Oct. 3-8.—Ralph Johnstone
filled the engagement successfully, rain preventing
his flying on the 5th and 6th. A rather peculiar
accident happened while flying on the 5th. The
Mayor of Richmond, as passenger, in his enthusi-
asm in waving at the crowd struck the motor
control with his arm and shut off the motor just
as they were rising from the ground. Johnstone
made a successful landing but broke a few spars,
which were repaired on the following day.

SHRIVER HAD BAD SMASH.

WILMINGTON, Del., Oct. 4-7.—Tod Shriver and
J. J. Frisbie filled this date. Frisbie made only some
short flights. “Slim” Shriver made a magnificent
flight on the 3d, over part of the town, and was up
15 minutes in a strong wind. He landed with the
wind behind him, did not shut off the motor in
time, he hit the ground, bounced, then landed nose
on and the machine rolled over. He crawled
out and the first thing he asked was, “Can you
fix it up for to-morrow?’ The doctor found a
bone -broken in his leg.

The machine is one built by
ealled the ‘Shriver-Dietz’: it
Curtiss type, but fitted with a 380-50 Kirkham
motor of a weight of 288 pounds. Bosch high
tension magneto, Livingston radiator, Shebler car-
bureter, propeller 6 ft. 6 in. by 3% ft. pitch, which
gives up to 340 pounds standing push at 1,360
Te pe me

BIRMINGHAM, Ala., Oct. 6-12.—P. O. Parmelee,
a Wright aviator gave an exhibition at the Ala-
bama State Fair. The first day a flight was made
in a drizzling rain; the second day there was
no attempt at flying made on account of the
wind being high.

KANSAS CITY, Mo., Oct. 7-8.—Capt. ‘T. S.
Baldwin and William Evans flew at Elm Ridge
Park. One of the contests was a race between
the two machines for $500, offered by the Kansas
City Post.

Evans is a new-comer who recently bought a
biplane from Dr. Wm. Greene of Rochester. He
sprang into prominence by his sensational flights
at Overland Park in his first trials, with a 40 h. p. —
Elbridge engine. His longest flight was one of;
about 28 miles across country.

himself, and is
is of the usual

LE RONAUETES November, T9010

PERE EREESSESESSESESSE SESS ESESELEESES EEELEDEAEESEEEEESESEESEEEE
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| Specific Gravity 3 rte Ms
. Tension, - vee te ee to sq. in, rer 126,000 Ibs. ey 8q. in. ‘®
ma) Transverse, 87,000 “ .“ “ “ ~ Torsion, - 60,000 “ “ ™ “ '
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il U. S. McADAMITE METAL CO. aa| t
19 Rapelye Street ~~~ : BROOKLYN, N. Y. |i

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AERONAUTICS
OOOOOOHOOGHOOOOOCSOOOOSOGOLCOOOOOOOOOOCOGOOOOHOOOOE ©OOOOOOOOOOOOOOOOOOD

@

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R.

Aeronautic Motor Engineering

engineers and offering the sum of £1000 each for their yearly services.

This firm building motor cars felt that this expenditure was an investment
well made in its endeavor to produce the best results. Now, you cannot afford
such an expensive organization, much less maintain it. We offer you the services
of such men and at a price that is within your reach.

Our specialty for fourteen years has been the design of light weight internal
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to specified conditions. If you have drawn up your ideas can we not engineer
them, and place the material to resist the stresses that are imposed? We determine
these stresses for you, suggest improvements or economical manufacture. We
guarantee results. We conduct tests on the strength of materials, calculate the
strength of structures, and make mechanical drawings.

q/ Recently an ad. appeared in an English technical paper calling for four

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mith
hiph

AERONAUTICS

ST. LOUIS, Mo., Oct. 8-18.—Five Wright ma-
chines are flying daily at the meet of the St.
Louis Aero Club, held in connection with the
international balloon race on the 17th.

Ely filled the Roanoke, Va., date, Sept. 21-22.
At Poughkeepsie, N- Y., Sept. 27-30. Ely . raced
an automobile and made good flights before the
biggest crowd the fair has ever seen. Wil-
lard flew at Riverside, Mass., Sept. 28. George
I. Russell exhibited at the Danbury, Conn., fair,

November, 1910
Oct. 5. Mars was at Spokane, Wash., Oct. 3-8,
and Ely at Youngstown, O., on Oct. 12.
Arch IToxsey (Wright) fiew at Rochester, N. H.,
Sept. 27-30.

‘Yhousands attending the Washington (Pa.) cen-
tennial celebration, Oct. 3-7, stood speechless when
Brookins made his high and sensational flights.
About 1,000 feet up, in one of his flights, the
machine was caught by a gust of wind. It dipped
and plunged downward about 100 feet before it
was righted. The aviator later landed safely.

HOXSEY AND BROOKINS SET NEW MARKS

BROOKINS MAKES NEW AMERICAN
RECORDS.

17534 Miles Across Country.

Total straight line distance from
town to town 1753 miles
Total flying time Beh Gi in.
Average speed per hour....30.4 miles
Elapsed time, start to finish..7h. 12 m.
Left Wash. Park, Chicago..g:15 a. m.
Arrived Gilman, IIl., 75% m., 11.43 a.m.
Left Gilman, I1l. 12:41 a.m
Arrived Mt. Pulaski, Ill., 8614 m.

ee ee earl aici ete 3:20) p.m,
eta Micernlaskielllee isn BAT pain.
Arrived Fair Grounds, Springfield,

W293 /qernileS a os och 4.27 p. m.

Springfield, Tll., Sept. 29.—By going 8614 miles

without alighting, Walter Brookins, in his Wright
yiplane (minus front control), broke the American
record for cross-country flying, made by Charles
<. Hamilton, who set the mark of 74.31 miles in
the flight from New York to Philadelphia and
yack. Curtiss’ longest cross-country flight was
(1.25 miles, in his Albany-New York trip.

The aviator flew for the most part at an eleva-

tion of 800 to 1,000 feet, but occasionally dropped
lower or mounted higher to fly in better air cur-

rents. The average wind for the 5 hours was 914%
miles an hour, head on.

BROOKINS MAKES TWO NEW

Not only

RECORDS.

did he make more miles in one stage
of the trip, but the total distance flown is greater
than either that made by Curtiss or Hamilton.
The latter’s flight to Philadelphia from New York,
and return, totaled 149.54 miles, and Curtiss on his
Albany-New York flight covered 142.5 miles.

The flight was made under the auspices of the
Chicago Record-Herald, which offered a purse of
$10,000.

The start was in Washington Park, Chicago. It

had been arranged for Brookins to land at Gilman
to replenish his oil and gasoline supply. Brookins
waited at Gilman for 45 minutes before the accom-
panying train came in. Train started from Park
Row Station, Chicago, at 10:02. A special car was
attached, which was held when necessary.

An oil pump which didn’t work caused a landing

at Mt. Pulaski. This was repaired after a few
minutes and the flight resumed. In starting, one
;

(161

of the wheels was wrenched off, but Brookins did
not know it and kept on going. From here he
left the line of the railroad and headed directly
for the capital of Illinois, After circling above
the Fair Grounds at a height of 2,000 feet, he
shut off the motor and glided down, the deed
planned successfully accomplished.

Wilbur Wright and the newspaper men followed
the flier in a special car attached to a passenger
train of the Illinois Central. This had to make
its regular stops, which gaye Brookins time to
beat the train to both Gilman and Mt. Pulaski.

For the distances AERONAUTICS is indebted to
Mr. Williams Welch, Chief Draughtsman of the
Office of the Chief Signal Officer, U. S. Army.

ee HOXSEY eee NEW
ECO N
an’p SS a NO
Flew @ ee froth Siar to St. Louis.

8

L
8

q

ST. LOUIS, Oct. 8.—Arch Hoxsey, in a Wright
biplane, flew from Springfield, Ill., to the Country

Club grounds at Clayton, St. Louis county, to-day
and established an American sustained flight record
in an aeroplane by covering ¥%eMiles in an air line.
His time forthe=S6<nedes was 2 his. 45 min., an
average of wade m. p. h.

His objective landing place was the aviation field
at Kinloch Park, but because of his failing to find

the grounds he descended eight miles away. He
alighted on the aviation field at 3.30 P. M. His

time in the air was 3 hours.

Hfoxsey tried to find the field, and circled within
three miles of it five times. His engine could be
heard when he was not in sight. He mistook the
smoke of a brick plant for the tar fire on the
field, and could not locate the field.

He was seen from the aviation field
Soon as Walter Brookins could get an
started he went aloft to guide his fellow
to the field, but Hloxsey veered to the
lost to view. Bombs were
played as loudly as possible,
hear the guiding noises.

He landed at the country Club, five miles
the field, at 3.11. After he had learned the
tion of the aviation field he went into the air
and landed safely.

The flight was the opening event of
meet under the auspices of the Aero
Louis.

Brookins,

Bite te
aeroplane
birdman
south and was
exploded and the band
but the aviator did not

from
direc-

again

a ten days’
Club of St.

Turpin and Welsh entertained the spec-

tators with flights while waiting the arrival of
Hoxsey.
Roosevelt Up.
During the St. Louis meet, with the Wright
machines of Hoxsey, Turpin, Parmelee, Welsh.
Ogilvie, Brookins and Johnstone, and #eblanc with

his Bleriot,
for a/short

Hoxsey took up ex-President Roosevelt

flight.

AERONAUTICS

FLIGHT PROGRESS
(VER COUNTRY

J.H.SMIDLEY MONOPLANE
WHICH FLEW IN WASHINGTON
WITH 2 CYL. STEVENS DURYEA
AIR COOLED !8H.P. MOTOR.

HENRY C.COOKE'S
CURTISS TYPE
AT MINEOLA.

Proro By Jos Burr

MINEOLA. NY

Nor-
wich, Conn., are building aeroplanes of the
triplane type, which have a detachable mid-

HE Stebbins-Geynet Aeroplane Co., of

from the tri-
desired. They
aeroplanes

changing
when

dle plane, thereby
plane to the biplane type
are different from all other American
now on the market, as they involve the use of
three main planes—-two combination front hori-
zontal rudders and two combination rear horizontal
rudders. They are beautiful in appearance and of
simple construction. All joints are firmly held in
place by castings of a special aluminum alloy,
being strongly built and having a number of novel
and original features, several of which are espe-
cially praiseworthy. Although this machine only
has a twenty-four foot spread and only twenty-six
feet long over all, its total amount of supporting
area is 400 sq. ft.; weight 600 pounds in flying
order, and have a lifting capacity of approximately
70O pounds more.

Frame.—Entirely of a selected grade of Oregon
Spruce, finished down to a smooth surface and
varnished. <All struts are fish shape and set in
aluminum sockets which are bolted to top and
lower beams with special strong bolts of small
diameter. The middle plane is set inside of the
six uprights and held in place by aluminum cast-
ings. <A flexible twisted 7-strand wire cable and
Stebbins-Geynet turnbuckles are used for trussing.

Planes.—Top plane is three sections, laced to-
gether, having a 24 ft. spread and 7 ft. depth;
middle plane in two sections, each of 7% ft. in
length by 6 ft. deep, and set 5 ft. apart for
engine; bottom plane in one piece, 16 ft. long,
and a depth of 5 ft.; a total supporting area
of 350 sq. ft. These planes are set 3% ft. apart
and are set at angles of 9 degrees and so ar-
ranged as to have the greater amount of lifting
area above and the greatest weight below the cen-
ter of gravity. The middle plane is detachable,
thereby changing from the triplane to biplane
type when desired.

Construction.—Ribs are laminated of two pieces
of spruce finished down to % x *%4 in. cross sec-
tion dimensions with true curvature of about 1 in

162

November, 1010

AUGUSTUS
POST IN HIS
“CURTISS”

ERICKSON
AT STURBRIDGE
FAIR -

20, and fastened to the beams by a special alumi
num casting. No. 2 Naiad aeroplane covering is
used in covering the plane and pockets are sewet
in for the ribs.

Rudders.—Two combination elevating rudders art
set well up in front, each containing 18 sq. ft
of supporting area and arranged to work in
unison, independently, or in opposite directions
In Model ‘‘B’” machine are also two rear small
elevating rudders which work in unison with the
front rudders. One vertical rudder of 10, sq. ft.
is suspended rear of a small stationary horizontal
plane in Model ‘‘A,”’ while a small vertical rudder
of only 6 sq. ft. is hung beneath the smal] station-
ary plane in Model “B.” The elevating rudders
are so arranged as to balance the machine while
in flight. Wing tips are also used in balancing.
Rudder beams are held in place by a special two-
piece casting which forms a hinge, thereby making
a quick detachable joint.

Mounting.—The Curtiss type chassis is used for
mounting with three Weaver 20-in. wheels and
Hartford ‘Aviator’ tires. Rear wheel gauge is
60 inches and 15 ft. wheel base. In Model “B”
a spring skid is arranged below the main skid
in such a way as to automatically drop when
aeroplane leaves the ground and absorbs all shock
when landing.

Power Plant.—Model *‘A” is fitted with Cameron

25-30 h. p. four cylinder air cooled motor with
a 3%-in. bore and 3%-in. stroke, with Bosch
high tension magneto and Rinek Aero Co. pro-
pellor, giving very good results. A Model “C”
Holmes rotary 7-cylinder motor, which is similar
in design to the famous Gnome Motor, is being
installed in Model “B.’ This motor has a 4x4
in. bore and stroke, and will drive a Stebbins-
Geynet 7 ft. in diameter, G6 ft. pitch, propeller

at 1,200 rev. per minute, and a thrust of 350
pounds is expected to be obtained.

Control.—A very simple and positive control is
employed, known as the Stebbins-Geynet ‘tauto”
control; a pull or push movement operates the

elevating rudders, while the balancing is done

i

AERONAUTICS November, 1910

Worlds Aviators

WELEL PE Y Ae le Ee:

|

International
- - Aviation - -
Tournament

BELMONT PARK

Oct. 22 - - Oct. 30

Alfred Leblanc Alec Ogilvie

Emilie Aubrun Chas. K. Hamilton
Hubert Latham Walter Brookins
Count de Lesseps John B. Moissant
Rene Simon J. Armstrong Drexel
Claude Graham-White Clifford B. Harmon
James Radley Thomas S. Baldwin

Special Train Service from the Pennsylvania Terminal. Boxes, Park-
ing Spaces, and Reserved Seats can be obtained at the Tournament
Headquarters, Room 1105, Fifth Avenue Building, or at Tyson’s,
McBride’s, or any of the leading ticket offices.

In answering advertisements please mention. tis uagazine.

AERONAUTICS November, 1910

Have You Seen The Man-birds Fly at Belmont Park?

Does not the graceful,
sure, and steady flight of
the monoplanes inspire you
with confidence and a de-
sire to fly yourself in one
of these machines ?

Since Bleriot flew the
English channel over 400
people have taken up the
use of his machine. It
holds the records for speed,
endurance, and high flying ;
its greatest performance
being the flight of George
Chavez across the Alps.
Moissant flew from Paris to
London with a passenger,
after having made but three
flights previously in one of
these machines.

The Beach Monoplane

is of the Bleriot No. 11
(cross-channel type). It is
fitted with a powerful gyro-
scope which prevents side-
tipping and gives it far
greater automatic stability
than is obtained with any
other aeroplane. Asaresult
you can fly in high winds
without danger of upset-
ting and without fatigue
from maintaining your
equilibrium in the usual
way by hand.

We can supply the
Beach Monoplane in two
types and sizes. The prices
of these are $5,000 and
$7,500 respectively.

Catalogue and full par-
ticulars upon request.

SCIENTIFIC
AEROPLANE CO.

Box 773

.COUNT DE LESSEPS CROSSING THE CHANNEL IN New York
HIS BLERIOT

_ In answering advertisements please mention this magazine.

AERONAUTICS November, 1910

The Scientific American Trophy

Was the first aviation trophy offered in this country (1907). The contest for this cup
will be one of the features of the International Aviation Meet at Belmont Park, Oct. 22d
to 30th. The winner this year will be the aviator making the longest cross-country
flight. Glenn H. Curtiss won the
trophy in 1908 and 1909, and unless
his Albany-to-New York flight is
surpassed during 1910, he will be-
come its permanent owner.

Another feature of the Meet will be
THE AVIATION NUMBER
OF

The Scientific American
On Sale October 20th

€ The contents will include popular
and elementary articles on aviation,
written so that the average man
and woman can understand and
enjoy every word.

There will be articles on the
difficult art of learning how to fly ;
how aeroplanes are balanced; a
series of carefully prepared draw-
ings of the leading types of ma-
chines, every part painstakingly
labeled, so that the mystery of the
machine’s construction is revealed
at a glance; dozens of pictures of
machines on the ground and in the
air; and a brief history of mechan-
ical flight, in which credit is given
where credit is due for the most
wonderful achievement of our time.
These are but a few of the more
important articles.

@ Be sure to read this epoch-
marking number of the Scientific
American. Tell your newsdealer to
reserve a copy for you—or, better,
send us $3.00 and receive the
Scientific American 14 months for
the price of one year’s subscription.
If you are a home owner, you will
also be interested in our beautiful monthly ‘‘American Homes and Gardens’? which we
will include in the above offer for $2.00 extra. By sending $5.00 you will obtain $7.00
worth of subscriptions, and receive both publications regularly for the next 14 months.

M U N N & Cc O., I nc. Publishers of SCIENTIFIC AMERICAN

Established 1845 361 Broadway, New York and AMERICAN HOMES and GARDENS

The Scientific American Aeroplane Trophy

In answering advertisements please mention this magazine.

AERONAUTICS November, 1910

ORO ERE REE RRR ER OR EE OF

Lightest 2-« Strongest Yet Produced

60 to 120 H. P.

type

Adopted by the
largest aero-
plane makers
and acknowl-
edged to be
superior in
workmanship,
finish and re-
liability.

Compare them
for power and
weight. 456
pound thrust
with eight foot
propeller, five
foot pitch, at 1000 R. P. M. Get our catalogue and reference sheet.

THE EMERSON ENGINE CO. Inc. Alexandria,Va., U. S. A.

ANAM AN NANA AMAA DNA AN LEILA NALIN AN NNER ALAR EERE ELMS

BoP HHH HH HVPE HI HH HHA HH KIKI KK IK KKKKKKKKKK KK KK
Be KP FP HDHD HHA HAH HHH IKI IKI KIKI KK KOK KIO

Fk

SDLD SOOS SSOOSCSCOCSSOVPOSOOSOOSOOSOOOS

I GOODYEAR
Aeroplane «« Balloon Equipment

24 x 3" and 26 x 3" French Type Aeroplane Tires to fit
Farman, Bleriot, Antoinette, Voisin, Sommer and Roe
machines equipped with French and English Rims.

20 x 3" Single Tube Tires to fit American Type Crescent Rims.
Rubber coated moisture-proof fabrics as used on practically all
foreign machines and now being adopted on American Aero-
planes. Weights from 2} to 4} oz. per square yard.

Rubber Aeroplane Springs for absorbing alighting shocks,
Farman Type.

Rubber coated balloon fabrics as used on all German, French
and English Government balloons.

Our line of Aeroplane and Balloon materials is the result of care-
ful investigation into American and European requirements and
standards.

If you want the latest developments in equipment write us.

Dept. Y., The Goodyear Tire and Rubber Company
Akron, Ohio

@eeoesoe POSSESS SSSESCESECEP OOS CCOCO COCO

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In answering advertisements please mention this magazine,

AERONAUTICS

with side movement or slight turn. The rear

vertical rudder is operated with a foot control.
Engine control levers are conveniently placed
Within reach of the left hand and foot brake on

the front wheel. An arrangement is to be tried
out, whereby the front wheel will be connected
with the steering device in much the same man-
ner, as a bicycle is steered on the ground.

Hugh Willoughby’s First Flights.

Hugh L. Willoughby has made his first flights
with the “War Hawk,’ at Atlantic City Beach.
The flights were under 100 yards and less than
10, ft. altitude, but the machine got in the air
at a speed of only 20 miles an hour, running
over a track made of smooth boards about 150
ft. in length. Mr. Willoughby found the steer-
ing easy and natural, and a little drop of the
starboard wing was corrected with a Curtiss shoul-
der control. The patented control of the engine,
with right foot pedal. described in AERONAUTICS
last year, worked to perfection.

The front and rear horizontal rudders worked
in conjunction with each other as in the Farman

machine and some of the Wright aeroplanes. The
landing wheels are arranged similar to the Far-
man. The total weight of the ‘War Hawk’ is
1,019 pounds. The 30 h. p. engine is a stock
automobile engine, made by the Pennsylvania
Automobile Co., and weighs 430 pounds. Mr.

Willoughby is now at work on another machine,
which he calls the ‘Pelican,’ at Clementon, N. J.

On the 15th of November Mr. Willoughby will
leave with his machine for his winter home at

Sewalls Point, Florida.

Novice Flies First at Exhibition.

George Schmitt, of 5 Royce St., Rutland. Vt.,
had a contract to fly and had never been in an
aeroplane. The payment was contingent upom his
actually flying. Ile did not get the machine
ready in time to make any trial flights at all.
He never knew even how to start the Elbridge
engine, as he did not receive it until a day or
two before the date of exhibition. He got his
machine assembled at the exhibition grounds and
just flew, and got paid. He bought the parts
for the aeroplane from Witteman Brothers and
assembled them himself.

November, 1910

Flights in Kansas and Missouri.

O. A. Mattingly, of Pittsburg, Kansas, has been
making daily flights with his biplane on the prairies

west of Pittsburg. Mr. Mattingly damaged his
machine somewhat recently, but repaired it jand

has become so proficient that he has agreed to fly
ae the Ozark Four-State Exposition, at Joplin, Oct.
8-17.

He says he intends to get thoroughly familiar
with the “game,” and then try for the St. Louis
to New York prize.

His machine has an original device of his own
for lateral balancing. The machine and motor
were built by the Holbrook Aero Supply Co., of
Joplin.

The De Chene-Sowers all-aluminum biplane,
which is a Curtiss type in the main, with many
original features, is making repeated flights at
Joplin, and the makers are preparing to get be-
fore the public with it.

New York’s Biggest Aeroplane Factory.

That New York and vicinity has several pliants
for the making of aeroplanes is not so very gen-
eraliy known, but the searcher for a machine can
discover shops tucked away in lofts, in automobile
garages and buildings which have sometime served
a more earthy purpose.

No one has seemed to pay much attention to
the rumor that Capt. T. T. Lovelace, filibuster,
“admiral” of a South American one-boat navy,
airship pilot, yachtsman, alligator hunter, show-
man, aviator and balloonist, a ‘“‘soldier of fortune,”
had joined with Fred. Thompson, who built Luna
Park, the Hippodrome and has for some years
been interested in the Fort George amusement park,
in the building of aeroplanes on a big scale.

On a high cliff overlooking the Harlem river
and Spuyten Duyvil Creek, where Curtiss landed
on his Albany-New York flight, is a huge dancing
pavilion with a half dozen monoplanes in all
stages of construction on its floor. The band’s plat-
form is now taken up with a work bench and
tools. One of thesé monoplanes is for Leo
Stevens. Another building, measuring 150 feet in

163

AERONAUTICS

length, has a line of shafting its entire distance,
running planers, saws and all sorts of woodworking

machinery. In still another building is a big
lathe, drill presses, forges land other machine
tools. Even a casting shop is being arranged.

All the machines are run by electric motors. Off
the big dancing room are other rooms with
draughting boards, work benches and an. office.

The buildings, for years allowed to go to rot
and ruin, are being patched up and the roofs
covered with tin; storm-washed walks are being
rebuilt and trees cleared off the grounds to make
this historic spot a commonplace factory for the
making of flyers.

Captain Lovelace was in charge of the last show
the Aero Club of America had. Then he was at

the Jamestown J[xposition in the aeronautical
department. From there he took an airship to
Panama, which enterprise did not end in any

ascents, owing to impossibility of making the gas
there. He was next heard of in London when
his airship took fire at an exposition, and a
young lady assistant was burned to death. After
being with Wilbur Wright at Le Mans and Rome,
he was manager of the aerial department of the
Humber Company in England. His first public
appearance in flight was at the Doncaster meet.

Stevens Buys Aeroplane.

Aeronaut Leo Stevens, who has been sailing and
building balloons for mlany years, has bought an
aeroplane—two of ’em.

That does not mean at all that ballooning is
decadent, but that the aeronaut wants merely a
new sensation. Ballooning will always hold its own.
In this country the sport has increased in popu-
larity instead of declining.

Stevens has been considering the making of
aeroplanes and has looked over the field and has
now bought a 35 horse power monoplane built
by the Lovelace-Thompson aeroplane and motor
works.

Hamilton Has Speed Marvel.

On. the 9th of October, Chas. K. Hamilton began
flying again after his accident at Pasadena. With-
out preliminary runs of the 110 h. p. Christie en-
gine, he started from the Aeronautical Society’s
shed and shot in the air almost instantly. Wil-
liam Wurster, of the W. C. P. Co., swears his
speed was 100 miles an hour. He says he timed
him over the course, said to be 14% miles, but
never officially measured, even by America’s latest
controlling organization, the National Council, in
89 seconds. This figures out at 116 miles. Per-
haps Brother Wurster was wrong, but, at any
rate, everyone says he has more speed than any
record yet, which means 70 miles an hour.

November, I910

Capr. WiLlo vohby 5 LMechine

The machine is a straight Curtiss type, but built
extra heavy, reinforced all through and guyed with
big wires. New light Goodyear tires and rims
have been put on.

The Hamilton Engine.

The Hamilton engine was designed by Walter
Christie, who says there has been some misprint

in regard to it. The bore is 436 x7 in. stroke.
A. L. A. M. rating makes this 61 horse power.
The makers rate the engine at 110 horse power
at 1,500 r. p. m. In view of the length of the
stroke this would seem to be a conservative esti-
mate.

Coddington & Webb (Mangum Webb and C. C.
Coddington) has leased a five-acre tract on Provi-
dence road, Charlotte, N. C., and will establish
an experimental station for manufacturing aero-
planes. A contractor of Charlotte is proceeding |
with construction of timber building 150x40 and
40x40 feet in size; the company will also con-
duct an aeroplane school.

Dr. William Greene has made his first flight
with his new cross-country aeroplane at Rochester.

O. Chanute Ill in New York.

Oetave Chanute arrived in New York on October
Sth, and is seriously ill with pneumonia. He has
the best wishes for his speedy recovery from thou-
sands of people who are acquainted with him per-
sonally, or otherwise, through his work in aerg-
nautics.

164

AERONAUTICS

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:
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:
|
‘
:
:

the Name

BURGESS CO. & CURTIS

MARBLEHEAD, MASS.
guarantees

Excellence in Design and Workmanship

Our Aeroplanes are Safe

They Fly Well, Too

@ Our Model A flew successfully
but our Model B beats it.

q@_ Our new Model C is even better.

@ The price remains the same.

Call any Day— Weather Permitting
at our Aviation Grounds,
Newburyport, Mass.

For a Convincing Demonstration

Imported Aviation Motors

@_A limited number of the well known Clement-
Bayard Aviation Motors, delivering 30 horse-
power and weighing 108 pounds, may be pur-
chased from the Burgess Company and Curtis,
Marblehead, Mass.

ee ee ee Poefeofneforfefeoge

In answering adz vertisements please me otic mn this magazine

November, 190

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ERONAUTICS

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AERONAUTICAL SUPPLIES

——— At Money

Ins

November, 1010

Saving Prices

NICKLE PLATED TURNBUCKLES, Very Light and Strong, each,

Elbridge Special eather: werent, 2-Cycle Aero Motors 7 ft., 9 lbs. sae
(water coo 8ft., 12 lbs. .
3 Cylinder, 30- 45 ieee we 1-2 lbs. Hee 00 The Gt ft. propeller gives 200 Ibs. thrust at
4 Cylinder, 40-60 H. P., 178 lbs. . . 1050.00 1200 R. P.M

Cylinders 4 5-8 x 4 iy copper jackets,
aluminum bases, hollow crank shaft.
20 x2 Aeroplane Wheels with tires built with steel

Model Pr ealices: Tammitated wood, 10 in. to 12 in.
perfect screw,

Galvanized Steel Cable for * * Guying’ :

rims and special hub, very strong, price, 11.75 1-32 in., 200 breaking strength, price per ft.
J. W. Aeroplane Hubs turned fromisolidibar’ of 1-16 in. , 500 breaking strength, price per ft.
steel, drilled 36 holes, well-nickeled, y 4.00 3-32 in., 800 breaking strength, price per ft.
E. J. Willis poe ouee laminated mood perfect 1-8 in., 2300 breaking strength, price per ft.
screw : Rubber Bands for models, 12 ft. feats 1-8 in.

6 ft., 6 1-2 lbs. 40.00 | square, each, ,

Complete catalogue of supplies, motors, gliders, and light metal castings mailed free, upon request

E. J. WILLIS CO., Dept.“F”

t OIRO ORI IIT Ott ott ttt tet

NEW YORK

67 Reade St. and 85 Chambers St.,

12:

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60.00

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OOOO OO OOOO OOO Ca og

California Aero.

Mfg. & Supply Co.

441-443 Golden Gate Av., San Francisco
We have on hand:

All parts for Curtiss Biplane as per spec ification
in September issue of ‘Aeronautics
Loose Monoplanes, ready for motor $350.
crating forshipmentextra. Immediate delivery.
Greene Biplane, with 8 cylinder Curtiss motor,
2500 Fine flyer, shipping cases included,
Immediate

puaranteed in excellent condition.

delivery.

Farman Type Biplane, with Elbridge 40-60 motor
will give 5 mile flight. $4500 including
pac Wine cases and extra propeller. Immeaiate
delivery.

Aero Wheels from $4.50 up.
“Camasco’’ Unbreakable Wheels, $6.25.
40 H. P. Curtiss, $650, 8 cyl.

20 H. P. Curtiss, ————— 4 cyl.

60 H. P. Hall-Scott, motor in good condition, has
flown a 970 lb. machine, $1450.

““Camasco’’ Knockdown Planes from $150 up.

Distributors of the “‘Parabolel Propeller”

Agents: — Detroit Aeroplane Co. Motors, Detroit "Rotaero,"
Palmer and Goodyear Tires, Naiad Cloth.

““ AERONAUTICS ”’
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NEXT ISSUE

This will interest you

THE KIRKHAM-EELLS

AEROPLANE CO.
New York

AERONAUTICS

November, t9r0

Vermont Man Builds Curtiss Type.

C. C. Bonette, of Passumpsic, Vt., has built a
Curtiss type biplane from the information given
in AERONAUTICS, and is using the machine for ex-
hibition purposes.

FROM PARACHUTE TO ABROPLANE.

In talking with a representative of AERONAUTICS,
Mr. Bonette said: ‘I have been in the hot air
balloon line for the past 18 years, with para-
chute work. I originated some very good features
in this line, including parachute from parachute
act, which I did for the first time at Plattsburg,
N. Y., in 1903. I had the aeroplane idea soon
as the Wrights made flights, and decided to either
buy or build one for exhibition purposes, as I
could see that it was the coming attraction. I
sot prices on machines, and could see where I

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M. B. Sellers in Flight with
165

could save a big amount by building my own
machine, which I did. I don’t believe any ma-

chine was ever built under more difficulties. than
mine. After nine months of hard work, and lots
of remodeling up to two weeks ago, I got a flier.

“My machine is a Curtiss type, leaves the ground
nicely, and is a bird in the air. I have an
Elbridge 40 h. p. engine that is proving very
satisfactory. I have a good offer for the winter
with my machine and I want one engine man, and
one experienced aviator: can you help me to find the
two men? I want these men for six months, and
by that time I hope to be able to drive my
machine. Will you kindiy send me the addresses
of one or two good men?

“I use the Requa-Gibson 7 ft. by 4 ft. pro-
peller. I consider these are the best propellers
in the market.”

a Py

10 h,p. [rated] Motor

AERONAUTICS

M. B. Sellers May Fly in New York.

M. B. Sellers, of Grahn, Ky., who has been
doing such wonderful work in his flights with but
a little over four horse power, has equipped his
latest machine with wheels for starting. These
rise automatically when the machine leaves the
ground and allow the aeroplane to alight on the
runners. Mr. Sellers’ use of this actually ante-
dates the published accounts of the Farman and
Antoinette flights, being used in a model in June,
1908. The use of the weight, as described hereto-
fore fully in A®rRONAUTICS, has been done away
with. Successful flights are now being made with
a Bates 2-cylinder opposed rated 10 h. p. motor.

Mr. Sellers hopes to come to Mineola soon and
show New Yorkers what can be done with a little
bit. of power. His work has been not to just fly—
as almost any machine can do that—hbut to de-
velop the efficiency of surfaces and a_ propeller
to a point where successful flight may be ob-
tained with the minimum of power.

Women Learn to Fly.
—>

Miss Blanche Scott, the young lady who drove
an automobile across the continent. began her
trials at flight with a Curtiss machine at Ham-
mondsport on Sent. 26. After a few flights by
Glenn Curtiss himself. Miss Scott was allowed
to do some ‘“‘grass cutting’ to get accustomed to
the controls. After an hour of this she made a
ecounle of short straightaway flights. The rest
of that week was a repetition of the lessons, with
grass cutting and flights alternating.

Mrs. F. Raiche, whose husband has endeavored
to establish an aeroplane manufacturing business
at Mineola, has made a number of successful flights

with a Curtiss type machine fitted with a Fox
“The Tuxe’ motor. Previous attempts at flights
had heen made by Raiche but his home-miade

engine either fell to pieces or did not work. Then
he got the Dean engine and the ‘‘Missus” tried the
machine and it flew ‘‘to the Queen’s taste.” Of
course Mrs. Raiche had to break a rib or so in
the machine but all aviators of note do that.
America can now boast of two female aeroplane
pilots.

Mrs. Raiche has been presented. by admirine
friends. with a handsome jeweled medal in recor-
nition cf her achievements.

November, 1910

Orville Wright’s Flights Over Dayton.

On Sept. 22, during the Dayton Fall Festival,
Orville Wright flew from the training grounds at
Simms Station over the city of Dayton and back,
making a most spectacular flight. The distance
was about 18 miles. As this was the first flight
ever made over the city, the wildest enthusiasm
reigned, all business being suspended for the time.
The flight was made absolutely on schedule time
and was, of course, a perfect one in every respect,
great height being maintained during the entire
flight. Mayor Burkhardt was a passenger on one
flight.

Novel Features in Illinois Aeroplane.

William E. Somerville, of Coal City, Ill., states
he has made flights with the novel machine illus-
trated herewith. The total area is 510 sq. ft., and
the machine weighs 1,020 pounds. The upper
main plane is 45x 5 ft., the lower 35x 5 ft. The
tail, 8x5 ft., is placed 18 ft. back of the trail-
ing edge. The elevator, 3x10 ft., is 10 ft. ahead
of the leading edge. The engine has four cylin-
ders, 4 cycle, 5x5 in., developing 40 h. p. at
1,000 r. p. m., propeller 7 ft. in diameter by
5 ft. pitch. Angle of incidence 5 degrees when in
the air, on the ground 9 degrees. It will be seen
from the photographs that the top ends of the
main planes are upturned, also that a central fin
is placed on the top plane.

The inventor states that he has found the up-
turned ends of the wings and central fin to be
sufficient to maintain lateral stability. He states:
“In. calm weather I had no use for the Venetian
blind arrangement situated near the extremities
of top plane, but with a breeze the machine rocks
oecasionally and I had occasion to open the blind
on the high side, and the machine immediately
regained an even keel. I am positive as soon as
I get accustomed to being in the air that the
blinds will not be used, as the upturned ends and
controlling fin are all that are required to maintain
lateral stability automatically. The longitudinal
stability is maintained by the peculiar construc-
tion of the tail. The top plane is perfectly flat;
the bottom is slightly curved. I had some trouble
getting the proper angle of incidence on the tail.
but after a few trials the machine flew nicely
without oscillation.”

A monoplane has also been designed and built
with upturned ends and central fin but not yet
tried out.

Eldridge Tries Parachute.

Dr. Thos. E. Eldridge, of Philadelphia, recently
went up in a hot air balloon at the Trenton State
Fair, and returned to earth via parachute. That's
a stunt few will follow.

C. C. Bonnette

166

4ERONAUTICS November, r910

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AERONAUTICS November, 19.

f ‘

The Advantages of

DELCO IGNITION

FOR AEROPLANE MOTORS

Deleo Battery Ignition runs with as little attention from the operator as the

highest priced magneto. It is better for aeroplane work than a magneto
because of greater range of effective spark control, because
of greater speed, and because it makes your motor easier
to start. @ Six ordinary dry cells are used as a source of
current supply and will run your motora very long period.
They will run an automobile 2,000 miles or more. @ With
a Delco equipped motor you never have to spin it to start.
A slight turn is all that is required. @ No other ignition
will give you as great engine speed as Delco. No other
ignition is so simple or requires so little attention. @, Tell
us the type of motor you have, and your present ignition
equipment, and we will quote prices for equipment with

Delco.

The Dayton Engineering Laboratories Co. oe a

Delco Ignition Dept. DAYTON, OHIO, U.S. A.

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tRONAUTICS November, 1910

Orville Wright Flying at Simms Station

Wm. E Somerville
of Coal City, Ils.

167

AERONAUTICS

November, 1910

THE INTERNATIONAL BALLOON RACE

4S.
“PRED ii BLASS

Lr. VoeT-
Lieut. Vogt

Lieut. Vogt is 26 years old. After his work
at Strassbourg University he studied meteorology
under Prof. Hergeseff. Entered German Army and
promoted to rank of adjutant of mounted artillery.
Won first position in three long distance balloon

races.
Colonel Schaeck

Won 1908 Gordon Bennett for Switzerland
and established a world’s duration record of 72 hours.

Alfred Le Blanc

Represented France in the 1907
race at St. Louis and finished 2nd, landing at
Herbertsville, N. J., a distance of 866 miles.
For this trip he made a new duration record for the
U. S. of 44 hrs. and 5 mins. He was second in
the 1909 G-B race from Zurich. Won $20,000 prize
in covering 486 miles across Country in 10 days.

G-B balloon

for the Gordon Bennett trophy, to be held

at St. Louis, Oct. 17.

tries are entered, France,
Switzerland.

Representing France are
Jacques Faure. Germany has Hauptmann Von
Aberecron, Lieut. Vogt and Ing. Hans Gericke.
Switzerland, which country had the cup last, has
Colonel Schaeck and BH. Messner.

There will be no representatives of Denmark in
the race, although the Danish Club had entered
a balloon. It seems, or at least it is so reported,
that the titled pilot selected could find no one in
America who was willing to pay all his expenses
for the privilege of being aide.

a HERE are eight balloons in the fifth contest

Three foreign coun-
Germany and

Alfred Leblane and

Besides the trophy there is a cash prize of
$5,000, also given by Bennett.
The cup and the $5,000 additional has been

given each year, beginning in 1907, when Lieut.
KF. P. Lahm and Major Henry B. Hersey won the
cup and prize on its first offering.

168

ss | 3 oe
UPTMANN VONABERCRON

Hauptmann Von Abercron

Hauptmann von Abercron is 40 years old and
has been interested in aeronautics since 1899, is
a dirigible pilot and captain in an infantry regi-
ment. President of the Lower Rhine Aero Club,
the largest in the world. Has made 160 balloon
ascents. In 1906, he won prize of the Grand Duke
of Baden. He has been in every Gordon Bennett
balloon race and finished third in the 1907 race
from St. Louis. In a 340 ec.m. balloon he has
erossed the Alps. Herr Blanckertz is his companion
in the 1910 race. The latter is a manufacturer in
Dusseldorf, 40 years old, has made many balloon
trips and with <Abercron as pilot won the King of
Saxony’s prize in an ascent of 1000 kilometers
out of Dresden.

PAST G. B. RECORDS.

Paris, 1906—Lieut. F. P. Lahm’, 410. miles.
St. Louis, 1907—Oscar Erbsloh (Germany), 872
miles. , x
Berlin, 1908—Col. Schaeck (Switzerland), \{53"
miles.
Zurich, 1909—h. W. Mix (America), 696 miles

Hawley, Honeywell and Wade Win.

The Aero Club of America has given out the
official figures of the elimination balloon race from
Indianapolis on Sept. 17.

A. R. Hawley, H. E. Honeywell and J. H.
Wade, Jr., will represent this country in the
international race, starting from St. Louis on the
17th of October. The distances and duration of |
each of the competitors follows:

America II.—A. R. Hawley pilot, Augustus Post
aide, landing at Warrenton, Fauquier County, Va.,—
453 miles; duration 44 hrs. 25 min. 30 see.

Centennial—H. FE. Honeywell pilot, W. Lam-
bert aide, landing at Bush Valley, Indiana County,
Pa., 3791%4 miles; duration 23 hrs. 36 min.

Buckeye—J. H. Wade, Jr., pilot, A. H. Morgan
aide, landing at Sowers, Floyd County, Va., 371
miles; duration 837 hrs. 388 min.

4ERONAUTICS November, roto

The Aero Club of St. Louis

ANNOUNCES THE NATIONAL AERO SHOW

November 17th to 24th, 1910

MAMMOTH COLISEUM BLDG., ST. LOUIS, MO.

Complete Exhibition of Aeroplanes, Dirigibles, Sphericals,
Parts, Supplies, Accessories and All Articles of a Kindred Nature

ae BUILDING contains over 38,000 sq. feet of floor space, this has been
laid out to give the public 1-3 and the exhibitors 2-3. More than half the
exhibition space has already been taken, but we wish to show our visitors the best

variety possible—so we would appreciate and do solicit communications from all interested

ST. LOUIS NATIONAL AERO SHOW

Coliseum Building 23 33 3: St. Louis, Mo.

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&

AERONAUTICS

November,

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New Supply Catalog now ready with

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Dirigibles, Finished Spruce and
Ash and all Accessories.

Paragon Propellers made by the American
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tore

4ERONAUTICS

J.H. Wade, Jr. and A. H. Morgan

Son of J. H. Wade, one of Cleveland’s

(Ohio)
wealthiest residents, who presented Wade Park to
the City of Cleveland. He is 27 years of age, and,
with his brother, is interested in real estate there.
Wade has always been in for anything new and is
well liked in his city. What he has done in aero-
nautics has been purely for sport in every respect.

His aide, Mr. A. H. Morgan was a chum of his in
school and they have lived together more or less dur-
ing their entire life. Mr. Morgan is the president
of the American Lithograph Co., and has always
been keen on the sport of ballooning.

Their first trip was made as guests of A. Leo
Stevens, about three years ago, in the balloon ‘‘All
America’ from Pittsfield, Mass., in company with
three others. This ascent was made in a driving
snow storm. The party landed that same evening at
Canterbury, N. H., after covering a distance of
168 miles. They enjoyed the sport very much and
immediately after had constructed a balloon called
“Sky Pilot’’ in which they have made many credit-
able flights. They have taken into the air many
Cleveland boys and have got the better class of the
above city interested. On Oct. 4, 1909, they won third
prize in the Centennial balloon races from St. Louis.

Million Population City—-S. L. Von Phul pilot,
J. M. O’Reilly aide, landing at Trafford, Westmore-
land County, Pa., 343 miles; duration 21 hrs.
16 min.

Miss Sophia—W. F. Assman pilot, P. J. McCol-
lough aide, landing at Macfarlan, Ritchie County,
W. Va., 26914 miles; duration, 24 hrs. 8 min.

Phil. I1.—A. T. Atherholt pilot, C. B. Graham
aide, landing at Dexter, Meigs County, Ohio, 218
miles; duration, 18 hrs. 52. min.

New York—C. B. Harmon pilot, Thos. 8. Bald-
win aide, landing at Powellsville, Scioto County,
Ohio, 198 miles; duration, 18 hrs. 4 min.

Hoosier II.—Charles Walsh pilot, Maj. Samuel
Reber aide, landing at West Milton, Miami County,

Ohio, 99 miles; duration, 7 hrs. 6 min. ,

—-~ C Ky f- hos & <igt_
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Fim. Ww.
Je Ur ae

November, I010

The duration of the America II. is greater by
20 minutes than the American duration record of
44 hours and 5 minutes, established in 1907 in
the Gordon Bennett from St. Louis, which was
later broken by Harmon and Post, who made a
new American duration record of 48 hours and
26 minutes.

The ‘‘America II.’’ and the Buckeye, 80,000, cu. ft.
capacity, were built by Leo Stevens of rubber fab-
ric. The Centennial was built by the IFrench-
American Balloon Co., of which H. E. Honeyweli
is the head.

The ‘‘Centennial” is the same balloon which won
second place in the St. Louis race of October 4,
1909, ten balloons being entered. In this race
it scored 488 miles and was up 47 hours and 41
minutes, establishing for the moment a new
American record.

The free-for-all balloon race was declared to
be won by the. ‘Drifter.’ A. B. Lambert, the offi-
cial in charge, gave the decision to this balloon,
as at the time of start none of the others were
ready to leave. The cup, a diamond studded
and handsomely engraved trophy, was given by
the Indianapolis Motor Speedway. In addition
to the cups offered, gold Speedway Medals will
be given the pilots who finished second, third,
fourth and fifth. The standing of the balloons
in the free-for-all race follows:

Drifter—A. Holz pilot, G. R. Howard aide; land-
ing at Littleton, Wetzel County, W. Va., 325 miles ;
duration, 21 hrs. 15 min.

University City—.John Berry pilot, no aide; land-
ing at McKeesport, Alleghany County, Pa., 350
miles; duration, 20 hrs. 80 min.

Topeka——B. S. Cole pilot, E. M. Jacobs aide;
landing at Washington, Pa., 325 miles; duration,
20 hrs. 48 min.

Luzerne—L. E.
at Noblesville, Hamilton County,
duration 2 hrs.

Custer pilot, no aide; landing
Ind., 23 miles;

H. E. Honeywell

Balloon builder of St. Louis. Won second place
in the elimination race on Sept. 17, and in the
Centennial race in 1909, when he covered 488 miles
and was up 47 hrs. 41 min., a record duration at
the time. Won balloon race from Chicago, July
4, 1908, making 786 miles, with 86 miles of the
American distance record. Won third place when aide
to A. B. Lambert in Indianapolis race, June 5,
1909. On Noy. 18, 1908_ with Lambert he made a
long ascent to Tiger, Ga., 461 miles.

Y Z (J ure bo. u
; ib9

AERONAUTICS November, 1010
THE WEATHER MAP—AN AID TO BALLOONISTS

By Dr. A. J. Henry.

OF MOUNT WHATHER RESEARCH OBSERVATORY.

tion race that took place from Indianapolis,

Ind., on Sept. 17th, experienced baflling

winds, rain and thunder storms, and were
forced to make landings in the earlier stages of
the race. The experience of these aeronauts is
easily understood by reference to the daily weather
map. On the morning of the 17th an extensive area
of low pressure overlaid Minnesota, which during
the day moved rapidly eastward so that its in-
fluence was felt throughout the upper Ohio Valley
Sunday night. It should be explained that the
lower layers of the atmosphere in an area of
low pressure are in a turbulent state, that thun-
der storms and rain have their origin in areas
of low pressure, that ascending currents of air,
often of considerable strength, are sometimes ex-
perienced in the central portion of these dis-
turbances. The experience of this observatory in
attempting to make kite flights in lows confirms
the foregoing in all essential particulars. It would
seem therefore, that it would be the part of
prudence to avoid as far as possible the central
portion of lows in attempting balloon flights o1
any sort, especially those in which long distance
flights are contemplated.

[ou majority of the contestants in the elimina-

MIGHT HAVH DONE BETTER.

In the case in question a postponement of the
ascensions for 24 hours would undoubtedly have
given much more propitious weather and longer
flights. The rear of a low and at only a moderate
altitude, says 3,500. to 4,000 feet above ground,
would seem to the writer as the most advantageous
zone in which to achieve a successful long distance
balloon flight.—Sept. 28th, 1910.

Alan R. Hawley

Member of brokerage firm of William Hawley
& Co. Director of the Aero Club of America
since its beginning. He has made a number of

balloon ascents. In the 1907
finished 5th.

Gordon Bennett he

BRIT?SA. FABRIC TES TING Deve

By T. O’B. Hubbard, Sec’y.

ABRONAUTICAL SOCIETY OF GREAT BRITAIN.

of all descriptions it has been found abso-

lutely necessary to test the strength of the

fabric which forms such an important part
of their construction, and in order that full re-
liance can be placed upon the strain the fabric
wili stand, the machine has been designed by
W. & T. Avery, Ltd., of London and Birmingham,
for the National Physical Laboratory at Ted-
dington.

The fabric of the required length is placed in
specially prepared grips and the strain is applied
by hand power, and the equilibrium is maintained
by means of fine shot which is allowed to flow into
a receiver suspended at the ends of a weighing
sleelyard.

The specimen may be of any length between 6
inches and the maximum of 25 inches, an elonga-
tion of 10 inches being allowed for beyond this
dimension.

The weighing arrangement consists of a main
lever and a steelyard, fitted with hardened steel
knife-edges which rest on hardened steel bearings
carried from the main standard.

The steelyard is graduated on both the back
and the front, the front graduations range from
zero to 200 pounds by one pound divisions, the
graduations jat the back of the steelyard from zero
to 40 pounds by one-fifth pound divisions.

The front graduations are used when both the
lever and the steelyard are being used as com-
pound levers for indicating the loads.

When finer readings are required, the weighing
system is swung round upon the standard so as
to bring the rear knife-edge of the steelyard

Ores to the increased demand for aeroplanes

directly over the specimen; the main lever is then
out of use and the steelyard is in operation as a
single lever, the graduations ranging from zero
to 14 pounds being then used. The end of the
steelyard is fitted with a hardened steel knife-
edge from which a receiver is suspended.

A spring balance is interposed between the re-
ceiver and the steelyard, the dial of whichis gradu-
ated to show the breaking loads, i. e., up to 1,200
pounds, by sub-divisions of one pound, and 240
pounds by sub-divisions of one-fifth pound re-
spectively. An upper reservoir is carried by a main
standard and fine shot is allowed to flow from this
to the receiver. The flow of the shot is regulated
so that the load is applied to the specimen at
the rate of 500 pounds per minute, and the flow
is automatically cut off when the specimen breaks.

In preparing and applying the test, the speci-
men is connected to the roller attachment, the
shot is allowed to flow from the reservoir into the
receiver, and the strain is slowly applied with
either of the two changes of gear, thus keeping
the steelyard floating midway in the carrier. For
low capacities the quick speed is used for the
strain and the weighing apparatus revolved in
the standard so as to bring the steelyard into
use as a single lever. For high capacities the
slow strain is applied and the result weighed by
means of the main lever and the steelyard com-
pounded together.

When the specimen has been broken, the receiver
containing the shot is suspended from the link
hanging from the rear knife-edge of the steelyard
and then balanced by means of the loose propor-
tional weights and the sliding poise.

170

AERONAUTICS

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*;

*-

It is a Remarkable Fact

That For the Past Six Months In America
Every Novice Flight of any Moment Has
Been Made With

ELBRIDGE
Featherweight Engines

@. William Evans, experience one day, flew 30 miles ’cross country
from Kansas City, Mo., with an Elbridge Engine.

@_B. F. Roehrig, initial flight, safely carried intrepid young woman
more than a. mile at San Diego, Cal., using 60-90 Elbridge.

@ J. J. Frisbie became in less than two weeks the admiration
and envy of the flying camp at Mineola, L. I. - Flew in wind and
rain, carried passengers, flew “cross country 14 miles after dark.
@_ George Schmidt, without previous experience with plane or
motor, filled exhibition engagement successfully in Vermont, with
an Elbridge Engine. Requa-Gibson propeller.

@_ J. E. Clark of San Francisco, large number of flights, with an
Elbridge Engine.

@. Numerous other flights by Dr. Wm. Greene, Rochester, N. Y.;
Capt. Bumbaugh, Indianapolis; Henry C. Cooke, Mineola; W. C.
McCollum, Kansas City; E. F. DeMurias, Mineola; Michael
Paridon, Barberton, Ohio; B. F. Walsh, Santa Ana, Cal.; S. R.
Skinner, Staten Island; J. J. Slavin, San Diego, Cal.; ““Bud’’
Gaskell, Mineola, L. I.; Lieut. McManus, Oklahoma; J. R.
Seeman, Washington; C. C. Bonnette, Vermont, etc., etc.

Examples multiply so rapidly it is impossible to print a complete record of flights made with Elbridge Engines.

@ We know of no case in which the operator of any well constructed
Aeroplane of standard type equipped with an Elbridge “Feather-
weight” Engine has failed to fly AT FIRST ATTEMPT.

q@ PROPER POWER IS THE SECRET OF SUCCESS: OUR IN-
FORMATION BUREAU WILL CHEERFULLY ANSWER YOUR
QUESTIONS. And the answers will be based on actual experience, not on
guesswork. Write to-day for catalogue. Agents for El Arco twin radiators.

Elbridge Engine Company

10 CULVER ROAD - - ROCHESTER, N. Y.

November, roro

%

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In answering advertisements please mention this magazine.

AERONAUTICS November, toro

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PARAGON PROPELLERS

Patents applied for.

iP

Copyright, 1910, by Spencer Heath.

Quartered White Oak with Spruce Interior. 8 ft. diam. 12 to 16 Pounds.

Paragon Propellers Excel

In the thrust given per hundred revolutions per minute

In the thrust given per actual horsepower absorbed

In keeping up their thrust during flight—insuring high speed

In the selection of material—nothing but edge-grain being used in,any part
In correctness of design, excellence of execution and beauty of finish

THEY ARE IN A CLASS BY THEMSELVES

Our Eight-foot designs give 400 to 500 Ibs. thrust at 900 to 1,100 R. P. M.

We have pleased every customer. We can please YOU. Ask us for a blank
form on which to tell us about your machine and its engine. We will make you
an estimate on just what you require.

Our propellers are calculated and designed for each machine. No uniform pitch ‘‘ true screws.”’

ikisessseteeiiae neuter eae

AMERICAN PROPELLER COMPANY, :: 616 G Street, N.W., Washington, D. C.
PEPE EEE EE TE EEE ee ee

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Seecseesocoeoooosooooeos PPh bbb ph hhh pb hhh phy

LAMINATED TRUE SCREW R |
A ea

PROPELLERS Aerial Motor

In Stock For Immediate Shipment
Built by Motor Builders who know

their business and who have built
many thousands of automobile motors

UR6-ft. Propeller delivers 200 lbs.
thrust at 1200 R. P. M. @Do

you want to get the best results? If
so get a ‘‘Brauner Propeller.’’
@_Our Propeller has proven more than
satisfactory to those using it

TWO SIZES
Eight Cylinder Eight Cylinder
V Shaped 3: x 3: V Shaped 4 x 4}

Weight less than 175 Ibs. Weight less than 210 Ibs.

White for Information and Specifications

6-ft., 64 Ibs. - - $40.00 WE CAN MAKE IMMEDIATE DELIVERIES
[ites ta eb cee OOD

PML. OOK This is the

S-ft., 11 - = 60.00

Lightest Practical Motor Per

Horse Power Made

This Motor is Built to Stand any Legitimate Amount of
Punishment

P. BRAUNER & CO.
330-332 EAST 98th STREET
Phone, 2189 Lenox ::: NEW YORK

Agents Wanted

DAVID L. HERMAN

508 Moffat Bldg. DETROIT, MICH.
SCOSCOSSCCSSSCSCSCSCSCSCCCC 4 Heeb bhbbhhbtebbhbbebbi

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Meebo do ofe fo oho nfo ofe fo cfoo fe oe ole fo ofo ofo ole ofe oo nfo ole ofe oo ofe ofa ole ofa of ofe oe ofe oe ofe ofa oho ofa nfo ole ofa ofe fe ofe ofe feof

FOSS OPHSOSSSSSPSSPSCOCPOPSSOSOOCOCOOOSOPOOD
Deeerereereerrerrereerrerrereprereepeseseesetad Pow

In answering advertisements please mention this magazine.

AERONAUTICS November, 1910

eee a semen —- = oe ed

FLYING QN THE COAST 3

Cleve T. Shaffer

HAMILTON AT SACRAMENTO

W. A. Merralls, of the Pacific Aero Club, a well-
known builder and designer of mining machinery,
has turned his attention to aeronautics, and is
now at work on a. combination dirigible and laero-
plane, which will incorporate many novel features.
He is also constructing a motor of his own design.
and of large horse power. in which the weight will
be under 3 pounds per h. p. He has kindly con-

EB. P. De Berry, of the Pacific Aero Club, has sented to give AERONAUTICS ‘a complete description
a biplane almost ready for trial. when ready for trial.

Main Planes.—These spread 30 ft. by 5% ft.
Farman type ailerons on rear edges. The fabric
is on one side only and is treated with a secret Capt. Ivy Baldwin, the well-known aeronaut, who
preparation invented by De Berry’s brother. It is operated our army balloon in Cuba during the
both waterproof and elastic, will not crack and Spanish war. has followed the example of Cap-

Ivy Baldwin Flying.

makes a smooth finish. The ribs are 4-ply laminat- tain Thomas Baldwin in deserting the lighter-than-
ed, % x %, camber 31% in., made by the California air ranks, and adds his name to the growing
Aero Mfg. & Supply Co. list of California aviators.

Chassis.—Suggestive of the Voisin. Two pivoted But for a persistent run of bad luck he would
wheels which act, by the usual sliding collar, now be touring the country on exhibition flights.
against a 1 ft. coil spring, which compresses a dis- His last accident was in an attempt to fly the
tance of 5 in. under shock. Two skids are fitted Golden. Gate when the machine became unman-
to the rear cell and skids such as used on the ageable in a strong. gusty. wind and crashed
Wiseman-Peters will be placed on ends of lower to the parade ground of the military reservation
plane. where the preliminary trial was to be made. At

Power Plant.—Rutenber motor, 30 h. p.. weigh- the weather continued uncertain the attempt to
ing 198 pounds, drives direct a 6 ft. 6 in. diam. cross was abandoned.
propeller of 4 ft. 6 im. pitch at 1,400 r. p. m. Captain Baldwin's longest flight to date is 12
Thrust stated to be 280 pounds. miles.

Controls.—Front and rear rudders. Elevator is The machine used is. except in minor. con-
operated by hand lever. Rear rudder by foot lever structional details. almost an exact duplicate of
and ailerons by shoulder brace. the Curtiss, dimensions being the same throughout.

Total surface, main planes, 350. ft. Weight, To the critical eye there are many of the con
without operator, 600 pounds. structional features capable of improvement, and,

comparatively speaking, the workmanship appears
a trifle crude.

Messrs. Wiseman & Peters, a complete descrip- The bamboo upright which extends above the
tion of whose biplane was given in the September top of the elevator plane to connect with the
number of AERONAUTICS, ‘are now at work on a push rod. while mo doubt of sufficient strength.
new machine, which will embody the ideas and should haye some sort of bracing to the rear
improvements gained from experience with their edge of the plane—a tube such as used on the
first aeroplane. They expect to make exhibition Curtiss—as bamboo is notoriously treacherous and
flights with both machines. Mr. Wiseman has at this most vital point nothing should be left
made some very good flights recently. to chance.

; 171

AERONAUTICS

The small tubing of the aileron pivots passes
direct through the wood of the end struts. This
should have a metal clamp or ferrule to be used
as a bearing or reinforcement.

Aluminum sockets with eyes in three sides, for
attaching wires, are used with the usual single
bolt passing through center, instead of Curtiss
type ferrule. Turnbuckles of novel design are used.
A Hall-Seott 30 h. p., 4 eyl., water cooled engine
drives direct a 6 ft. diameter 4% ft. pitch pro-
peller of the same make. Weight, 440: pounds,
with operator 555 pounds.

Flights by B. F. Roehrig.

B. F. Roehrig, of San Diego, Calif., has for some
time been making fine flights with his big biplane.
In fact, he says he had made over five hundred
short flights and that everything ‘“‘seems to work
satisfactorily.”’ The cost of the machine has been
given as $10,800.

The top plane spreads 45 ft., while the bottom
is 34 ft., spaced 5 ft. 10 in. apart. The chord
of the surfaces is 6 ft. 5% in., with the great-
est depth 4% ins. The length of the machine over
all is 47 ft. and the weight 1,539 pounds, including
the aviator and fuel. The front elevator has 45
sq. ft. and the rear 12% sq. ft.

There are only two ailerons, set in the planes
like the Farman, but they move up and down
in opposite directions as in the Curtiss.

A 60-90 6-cylinder Elbridge engine turns an 8
ft. 5 in. propeller, 6 ft. pitch, apout 1,300 r. p. m.
The engine is giving entire satisfaction. The
mechanics think that the propeller is too small
for the engine. This propeller is made of lam-
inated birch, 40 laminations, weight 32 pounds.
McAdamite castings are used throughout. All wood-
work in the machine is laminated, in the main
uprights there being as many as 18 laminations.
in the outriggers to the tail and in other places 7
laminations of hickory and spruce are used.
Roebling cable is used for guying.

November, toro

The Loose Monoplane.

This popular price machine is as well constructed
as the large monoplane of the same make illus-
trated im the July number of AERONAUTICS, and
embodies in its compact make-up some original
ideas of novel description.

The adoption of wooden diagonal cross stays
or bracing in the fuselage is the most striking
feature, there being absolutely no guy wires used,
except those guying the extremities of the planes
to the lower part of the fuselage. Upon close in-
spection the machine is found to be built up almost
wholly of a number of triangles, the advantage
of which from a point of strength is well known.

First-class material of standard make has been
used throughout, such as Palmer tires, Naiad cloth,
Camasco ribs and Aviator cord.

Total spread 31 ft. 8 in. and 20 ft. 6 in., fore

and aft.
_,Planes in two halves, suitable for shipment.
Single surface. Chord 5 ft., camber 4% in, ribs
%4 x % in., 4-ply spruce, made by the California
Aero Mfg. & Supply Co. Beams 14x3¥% in., are
of oak and placed on top of ribs. The fabric, Naiad
No. 2, is laced at the center, and also to a wire,
which passes through the ferrules on rear ends
of ribs, is tacked on under side of ribs. A drum
tight surface is obtained. Incident angle can be
varied by a simple adjustment.

Front edge of elevator is distant from the rear
edge of main plane 9 ft. 7 in., and is moved by a
push rod, connecting with a lever at the right
hand. Surface, double covered, about 21 sq. ft.

tudder, double covered, of about 8 sq. ft.,
is pivoted immediately in the rear of elevator and
is operated by a foot-lever, as is the lateral
stability device.

Fuselage is the usual triangle of the Demoiselle
type, composed of 1-in. round ash, spruce and
oak members, which are fastened securely by
steel clips, making a very neat, strong and easily
detachable connection.

Two 20x24 in. steel wheels equipped with
Palmer tires support the machine in front, and
two skids at rear. Wheel tread 56 in. Seat may
be adjusted to balance motor. This machine would

Power_Plant on Roehrig Aeroplane

172

HERONAUTICS

CSRS

SS SEES SSN NSN NNN NNN NNN NNN NNN CUE

MenWhoFlyEveryDay

MR. SCHMITT SAYS:
Rutland, Vt., Oct. 2, 1910.
To Reegua-Gisson Co.
225 West 49th Street,
New York City.
Gentlemen :—

I purchased a propeller from you
about three weeks ago, it was 7! in
diameter with a 6! pitch and take this
opportunity of expressing my complete
satisfaction with your propeller.

I donot know the exact amount of
thrust developed but the thrust was
sufficient to raise my thirty-foot Curtiss
type biplane with a forty (40) foot run
from a standing start in my first flight
in an aeroplane.

As I am flying in different parts of
Vermont I have every opportunity of
demonstrating your propeller and
would like to have the State agency.

Trusting I will get some particulars
from you soon, as I have some busi-
ness waiting.

I remain,
Yours truly,
(Signed) Grorce ScumMirr.

The above flight was made with a C. & A. Witte
mann 30 ft. biplane with a 40 H. P. Elbridge motor
driving a Requa-Gibson propeller.

November, 1910

L. J. BERGDOLL MOTOR CO.
SAY:

Philadelphia, Pa., Sept. 12, 1910.

Regua-Gisson Co.
225 West 49th Street,
New York City.

Gentlemen :—

In reply to your letter of the 12th,
would say that we are certainly well
pleased with the propeller which you
made for our Bleriot Monoplane,
25 H. P. Anzani Motor.

At first we had some doubts as to
whether we could get a propeller as
good as the original one which came
from France with the machine, but

upon trial found that your propeller

developed wonderful pull, and it is
without doubt equal to the original
propeller.

We made several good flights with
the machine last Sunday and your
propeller is certainly doing good work.

Very truly yours,
Louts J. BerGpott Motor Co.

WILLIAM HAUPT,
Technical Manager.

Here are two of our answers to those who “think cheap” or say

“why pay more.”

We invite all who have used our propeller to tell us their experiences.

We will print your letter under above heading.

Such positive statements

from satisfied users help the progress of the art and sometimes lead an
intending purchaser onto the successful route.

REQUA-GIBSON PROPELLERS

Send complete description
of your machine. A tele-
graph deposit insures
prompt attention.

Requa-Gibson Co.

225 West 49th Street
NEW YORK CITY

SRO Oe

SINS BNA SBSH IE FISHBONE HHO

In answering advertisements please mention this magazine.

AERONAUTICS November, 1910

CARBURETTOR
G.& A.

A J MYERS Inc 244 West 49th St.. NEW YORK
° ® 3 ° Sole Owners U.S. Patent Rights SS
More Power——Less Gasoline—No Adjusting—No Priming—No Float Leveling—No Springs
AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE
SPRAY NOZZLE: Automatically atomizing the proportions of gasoline for high and low speeds,
BALL CAGE: Automatically controlling the openings of auxiliary air for high and low speeds.

Write for Booklet on Carburetion
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air

Positive Automatic

faa us $1.00 and
we will mail you

Build an eroplane.

blueprints and full directions for building a three-
foot model Wright Biplane or a two-foot model

Bleriot Monoplane. Both fly 200 ft. by own
power. Or blueprints and directions for a 20-foot
Glider.

CHICAGO AERONAUTIC SUPPLY CO.
Room 116, 5602 Drexel Ave., Chicago, III.

CBZ
SKEETER ~ Reet

Our Skeeter has a new propeller; You ought to see it

fly, it goes like a streak. The Jersey Skeeter Aeroplant
is 8 ins. long, weighs 1-6 ounce, flies 30 feet.
prepaid 25 cents.

Lincoln Square Novelty Works, 1939 Broadway, N. Y.

Sene

HE GENERAL PATTERN AND MODEL CO. make

patterns of the highest standard for Aeroplanes, Propellers

and Aero Engines. To designers and builders of Aero-

planes this company offers the advantages of exceptional fa-

cilities, requisite experience and the fullest{co-operative service.
Information and estimates furnished willingly. |

GENERAL PATTERN & MODEL CoO.
178 CENTRE STREET 2: 2: NEW YORK CITY

a Warren: ‘Featheshone

"Misi, LH a — Is USED ===

eating Aeroplane
44-60 EAST {23d STREET Manufacturers for covering
NEW YORK

seams and edges of aeroplane

AEROPLANE TENTS

FOR SALE —- August F. Winberg Mfg. Co.
es HI RE Tel. 1887 Chelsea’ . §22 Hudson St., New York.
|
RIBS LAMinaTED WRINKLES pattoon VARNISH

An Elastic Non-Porous Varnish for Silk, Linen,
| Muslin and other Fabrics used in manufacturing of
BALLOONS, DIRIGIBLES, AEROPLANES, TENTS, etc.
More Balloon Varnish sold than all other Manufacturers combined.
Sample Can Free.
WRINKLE PAINT MFG. CO., COLUMBUS, OHIO

FOR

Aeroplanes and Gliders

W.C. DURGAN, 115 Brown St., Syracuse, N. Y.

In answering advertisements please ‘mention this magazine.

AERONAUTICS

appear to be suitable for the opposed cylinder type
of engine. Later models have the spread cut
down to 26 ft. and the chord lengthened to 6 ft.,
with a higher camber.

By Prof. H. La V. Twining.

LOS ANGELES, Cal., Oct. 6——On Oct. 22 and
25, the Aero Club of California will hold a local
novice meet, in the aerodrome, some 12 miles from
Los Angeles, where the club has its grounds and
aerage.

The progress of the members of the club, who
are building machines, will be clearly shown at
this meet. A year ago none of the members had
succeeded in leaving the ground. The club itself
had no home. The big mid-winter meet of the
following January was being agitated. The only
members who had completed machines up to this
time were A. L. Smith and J. S. Zerbe.

Mr. Smith’s machine, a biplane, failed from lack
of a proper motor, and Mr. Zerbe’s multiplane
refused to leave the ground at this time and
during the meet.

To-day the club has two fliers in the persons
of Walsh and Roehrig, formerly of San Diego.
Duesler and Slavin of Los Angeles are able to
make short flights. The Greer Bros. come next
with still fewer and shorter jumps, while the
Eaton-Twining machine brings up the rear with
short hops to its credit.

The Cannon brothers haye made some remark-
able towing flights inside of the aerodrome. Their
machine is a Curtiss biplane. They attached it
to an automobile by means of a bridle attached
to the lower end of the two forward struts near
the middle of the machine. The running gear
is not the same as the Curtiss. It consists of
three wheels mounted on a triangular frame, two
wheels being under the rear of the planes and
one forward of the main planes. These wheels
are flexibly attached to the frame by a spring
mechanism, making the whole flexible and strong.
They were towed in a circular course, a quarter
of a mile in circumference. The machine weighs
350 pounds. Jack Cameron drove the aeroplane.
On the first few trials they met with some acci-
dents, but with a little practice Jack was soon
able to manage the machine with skill and dex-

November, £910

terity. After circling the course, the machine
rose on the side of the course, which brought it
facing the wind.

After rising from the ground, it maintained an
altitude of from 10 to 20 feet, but on making the
turns it sank lower, often scraping the runner
at the tip of the plane on the ground for many
feet, while making the turn. <A spring balance
was attached to the automobile, to which the bridle
was made fast. At thirty miles an hour the
balance showed a pull of 150 pounds.

One passenger was taken on, thus adding the
equivalent in weight of a motor. Under these
conditions it took a pull of over 200 pounds at
thirty miles per hour to maintain the machine
in the air.

The flights were maintained several times around
the course, and the aeroplane was managed per-
fectly by the aviator, with his controls giving
him excellent practice. Im fact the skill with
which the turns were negotiated, with and with-
out a passenger aboard, indicate that Mr. Cannon
will blossom into a full fledged aviator as soon as
a powerful enough motor is installed. They are
installing a 2214 h. p. Ford automobile motor,
“T’’ model, which they are modifying to suit their
purpose. These towing flights are the most. re-
markable of their kind, in so far as I know, that
have yet occurred.

3esides the above mentioned machines, Mr.
Thompson of Pomona and Mr. Day of Long
Beach are planning to be at the meet. Mr. Thomp-
son has made short flights. Mr. Day will have
his machine on the ground next Saturday.

The Knabenshue cup was awarded to Mr. Roehrig
of San Diego. On admission day he flew many
times the required distance, and the directors
of the Aero Club awarded him the cup.

The Citizens of San Diego put up a handsome
cup for the aviator who should make the highest
flight at the coming meet.

The Leonard Smith cup will
who makes the longest flight.
be put up before the meet.

Both Willard and Hamilton are members of
the Aero Club of California, so that in addition
to the local men the club has on its membership
roll two of the noted American flyers.

go to the one
Other cups will

The Loose Monoplane

173

AERONAUTICS

November, tora

AT THE MINEOLA -<AVIATION GROUNDS

MINEOLA, N. Y., Oct. 12.—Mineola’s flying
grounds were quiescent for a period of several

weeks following the graduation of the season’s
first flock of birdmen. Things were very lively

there during July and August with Harmon, Bald-
win, Frisbie and Tod Shriver flying almost every
day. But during September they went their vari-
ous ways—Captain Baldwin, Frisbie and Shriver
to fill engagements in the West, and Mr. Harmon
to Boston, and the field was left almost deserted.

October has brought renewed life to the place,
however, and what with the return of the wan-
derers from their travels and the hatching of a
new nestful of fledglings, the place is busier than
ever.

IVrisbie has come back with a new stunt, prac-
ticed and perfected, it is said, in Wilmington, Del.
Accidentally, or on purpose, he effected a landing
on the top of a large barn, whence he _ grace-
fully floated into a cornfield. - Incidentally, Frisbie
has the speed-bug and talks of replacing his pres-
ent power plant with a big six-cylinder Elbridge
engine.

Charles K. Hamilton, looking the ghost of his
former self since his accident in California, is on
the field nearly every day.

Among the new flyers who have been making
successful trial flights recently are Henry Charles
(‘“Dr.’’) Cooke, Chester Kaufman, E. Ff. De Murias
and Wilson Post. Cooke has a modefied Curtiss
type machine, with a spread of 834 feet in the
upper and 29 feet in the lower plane. He has
strengthened his machine in many ways and on
October Sth and 9th he made half a dozen very
pretty flights. Hither luckier or more skilful than
most, he made all of his landings safely, without
so much as buckling a wheel or cracking a strut.

Kaufman was less fortunate if more spectacular.
Taking out the practice machine belonging to G. E.
De Long, he started across the field with the
engine partially throttled down just to get the
“feel” of the machine. But the temptation to
try a flight proved irresistible and in a few
moments he was flying very prettily across the
field. Half a dozen straightaway flights were
made successfully and then the novice, emboldened,
tried the more difficult feat of circling the field.
The “Graveyard” got him. He was turning nicely
when one of the guy wires supporting the rear
control gave way and the machine crumbled like
a house of cards. Kaufman was extricated un-
injured, but the ‘“‘White Slave,’”’ as the machine
is known to the denizens of Mineola, was sadly
wrecked.

ID. Massan, who came to this country last year
with Paulhan, is now emulating his illustrious
former employer in the realms of the air. He
has nerve, and to spare, and great things are ex-

pected of him for the future. He is using a
machine built by P. Brauner & Co., which is at
present equipped with an automobile engine, but
in which he expects shortly to try a four-cylinder
Elbridge motor.

Bud Gaskell is another nervy youngster who
has made a number of straightaway jumps, but
who has not yet had opportunity to learn to make
the turns.

Dr. H. W. Walden, who had quite a serious spill
a couple of months ago, has recovered sufficiently
in health and courage to give his machine another
trial. Carrying a passenger he indulged in a few
grass-cutting flights on October 8th. He has two
25-30 Anzani engines. The Walden-Dyat Company
has been formed to build aeroplanes and a_ big
shed has been erected on the Mineola field.

Joe Seymour has been away flying af the fair
at Oneonta, N. Y. George Russell was away all
last week flying at the fair at Danbury, Conn.

Herman Steinbrugge has purchased a monoplane
which shows all the signs of strength rather than
refinement in construction.

Miss Todd’s machine is awaiting the arrival
of a Rinek motor. The Rinek company is going
to see that the motor runs perfectly and does
perfect work in the machine, so far as money
and experience can be used.

Harry Chandler and Glenn Ethridge, who have
a biplane of their own type, have bought the
tent that was formerly occupied by George Rus-
sell, and have moved into their new quarters.

The “Imp,” built by Elmer Burlingame, has been
taken back to Boston. Mr. Burlingame intends
building a new machine this winter and bring
it out next spring.

The Mohawk Aviation Co. has succeeded in
breaking one wing of their Curtiss-type biplane in
landing the other day. They have just pitched
a new tent in the parking space.

Harmon, while attempting to fly for the Chinese
prince, smashed his running gear. ‘Tod Shriver,
after being introduced to the prince, got into his
machine and flew to the far end of the field and
returned, in a strong wind, making the flight at
an average height of 10 to 15 feet.

Harry Harkness has done some fine work with
his Antoinette machine, making several complete
circuits of the field at an altitude of from 15 to
35 feet.

Grahame-White has been making some
with Harmon’s reconstructed Farman,
various passengers. He seems to value his sery-
ices highly as an attraction for exhibitions as,
it is said, his price was $25,000 for a week of
flying at St. Louis.

flights
taking up

BOOK REVIEWS

“The Airy Way,’ by George A. B. Dewar, 8vo.,
cloth, 253 pp., $1.75. The Macmillan Co., New York.
“The Airy Way’ is in the main a book of flight;
its theme is the magic and mystery of the master-
feat in all Nature. The author has been watching
for many years the wing feats of birds, bats. and
insects; amongst others, the feats of the swift, thé
swallow, the rook, the herring gull, the saddle-
back gull, the black-headed gull, the golden-crested
wren, the woodpeckers, the fritillary butterflies,
the purple emperor butterfly, dragon-flies, syrphi
flies, bees, the pipistrelle bat, and other species of
its kind. It is perfectly simple, written throughout
in the simplest English.

“Percy Pierce Flyer,’ pamphlet giving full direc-
tions for building the Pierce model, together with
large size scale drawing. Published at 15c. by
Spon & Chamberiain, 123 Liberty St., New York.

“Model Balloons and Flying Machines,’ by J. H.
Alexander, M. B., A. I. E. E., small 8vo., cloth,

127 pp. ills., with, 4 sheets of good drawings with
details for model building. Published by Norman
W. Henley, 132 Nassau St., New York, at $1.50.

Formulaire Pour La Construction Des <Aero-
planes.—Un volume de poche.—Prix: 3 franes.—
Librarie Aeronautique, 32 rue Madame, Paris.

Divisé en cing grands chapitres: Résistance de
lair, Dynamique de Jlaéroplane, Propulseurs
aériens, Moteurs, Résistance des piéces d'un aéro-
plane, cet ouvrage donne sous un format commode
exposé succinct de toutes les formules et
méthodes de caleul ce qui permettra & chacun
davoir toujours sous la main un résumé parfait
de l'état actuel de la science aéronautique.

The Intercollegiate for October certainly ought
to prove of value and interest to every col-

lege man who is a member of the Associated
Clubs. This number contains heart to heart talks

from each of the University aero clubs, and a short
review of the aero journals.

174

AERONAUTICS

aes o ee

hob oesbodesdecdostorte bo fefofocfofofocgefocfosto ole ofosfosfosfontontoctosto ton bootoode fe feed

Hopopofoopofesfosfoote forge ofo fo cfoofoofe ofa cfoofoofooseofoofooge ofoo}e ofocfe fo ofe fe cfoofoofoofoahe fockoage che oho ofooe choale oho fo fhe oho foohoo fone ofoole

PPE P EE EEE PEEL EPL EEE E EE EEE EEE EEE EEE EEE ELE SES

FACTS ABOUT MOTORS

The Cal Riiten =e

Is

1st. A Four Cycle Engine. The type used on 99% of all automobiles and motorcyles. The
type used by all prominent aviators here and abroad, and holding all aviation records,

2nd. A Water Cooled Engine. The only kind that can be depended upon for extended runs
without danger of overheating. Our spiral water jacket, together with piston pump circulation is
the most perfect cooling system yet devised.

3rd. An Opposed Cylinder Engine. The construction conceded by gas engine authorities to
be the nearest vibrationess type, By all odds the construction best adapted for aviation purposes,

4th. A Silent Engine. The only engine yet designed for aviation having both main and
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other
than merely exhibition purposes.

5th. A “Fool-Proof’”? Engine. The utmost simplicity of construction, small number of
cylinders, together with its being of the usual Four Cycle type, enables any automobile chauffeur to
set and run it, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder,
or V-shaped multiple cylinder engines.

6th. A Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and
cylinder heads permits of a remarkably strong construction with minimum weight; while our Vana-
dium Grey Iron Cylinder and cylinder head linings, piston heads, valve cages, valve seats, etc., is the
only dependable material for these parts.

7th. A Superbly Beautiful Engine. The entire design is thoroughly artistic; while all ex-
posed parts not constructed of Magnalium—a_ shining non- -corrodible metal—are nickel plated, the
whole surface being polished to a mirror finish.

8th. A Phenomenally Powerful Engine. This result is secured by the use of a comparatively
small number of cylinders of generous proportions, as distinguished from a multiplicity of cylinders
with their numerous parts and bearings, and consequent friction, and liability to derangement,

9th. An Exceptionally Economical Engine. It is a matter of common notoriety among gas
engineers that economy of fuel, as compared with power developed, is secured by large cylinders,
few in number, rather than by a multiplicity of small cylinders—a consideration of paramount im-
portance in aviation.

10th. A Moderate Priced Engine. While the material and workmanship of this engine are even
superior to the very expensive foreign makes, and not to be classed with the cheap engines flooding
the market, yet our aim has been to furnish aviators with a moderate priced engine, cheaper than
could be produced by themselves, except in large numbers, and with an expensive shop and foundry
equipment,

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all
MODEL E-1: Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $2,000

Prices include complete equipment, NO EXTRAS
Delivery 30 da;s: Terms, 35% Cash, with order; Balance sight draft against Bill of Lading
WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER

Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize
the heat of your engine for the comfort of your passengers. Weight, I4]bs. per gallon of jacket water

SEND FOR CATALOGUE C-2

THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

November, 1910

In answering advertisements please mention this magazine.

AERONAUTICS

Hovdoofoofoofeofonfecfecfeofonfonfecfocfocoahecfe fore focfoofofo hehe pogo

Eee oforheofecfoofoofo che ofoofoofe ofocfoofe oho fe ofe ale ofoofe nfo ofoofoofe ole ofoofe ole ofeofe oho ofeofe ole nfo ofeohe oho che ofoode oho eles

AEROPLANE

WHEELS

Stock Sizes Prompt Deliveries
16x 14 in. Monoplane Tail Wheel. Weight
Br lbs
20x 2in. Curtiss Type. Weight 7 lbs.
ims, either wood or steel.
20 x 24in. Wheels, for Single Tube Tire.
20 x 3 in. ae “ee se ae “e
20 x 4 in. ss Clincher Tire.
Furnished 4 x 5 x 5'2 or 6 inches wide.
Hubs Fitted with Plain or Knock Out Axle or
Bronze Bushed to fit | in. Axle. Other sizes to Order.

Farman Type Running Gear

with any of our Stock Size Wheels. Complete with
Tubular Axles, Suspension Rubber, Side Springs,

Forward Braces, Fittings, etc.

14 in. Steering Wheel

with or without Groove for Wire Cable.
Don’t fail to get Our Prices

We are pioneers in Wire Wheel building and can
furnish anything in this line desired.

J. A. WEAVER, JR., Mfr.

ee

November, 1910

IMPROVED

Santos Dumont Type
AEROPLANES conrereo $1,000

Send for Specifications

All Kinds of Wood and Metal Work
Made to Order. Gliders, Special Parts,
Spars, Struts, Ribs, Skids, Wheels, Etc.

ADDRESS

M. STUPAR "So?citico i.

956 Eighth Avenue New York
ofe cle efoogs fe chs ofe age ofe ofo ofe elo of ofeofe ofo ofa efe of offe of of ofe ofo off fo efoetoets O51 11555445454445444544555554554H55hhhb55h5 5555S 55Hhh5H5bhboobnor4

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PIRI MS

To Aeroplane Meet Promoters
MAN-CARRYING BY KITES

was for the first time in America demonstrated as an attrac-
tion at the Harvard-Boston Aero Meet.

@ There it was shown how easily a man could be sent 200 ft.
in the air supported by from 6 to 15 enormous 18 ft. passen-
ger carrying kites.

@ The height to which he can go (up to 1,000 ft.) varies only
with the wind velocity and nerve of the operator.

@ The Army officers present testified as to its great value for
scouting purposes in war.

@ As this feature is at its best when the winds are so strong
that the aeroplanes cannot fly, it is especially valuable as an
attraction at Aeroplane Meets.

SAMUEL F. P ERKINS, 110 Tremont St., Boston, Mass.

In answering advertisements please mention this magazine.

Successor to J. STUPAR, Pattern and Model Shop

AERONAUTICS

Hearst $50,000 Prize.

The New York American has offered a prize of
$50,000, open from October 10, 1910, to October
10, 1911. The conditions are as follows:

The distance, approximately 3,000 miles, must
be made in 720 continuous hours, or 30 days.
Start must be made either from Boston or New
York City, finish made at’ Los Angeles or San
Wraneciseco, or vice versa, from West to Hast. <A

be made in Chicago on the way. It
contestant whether
be chosen, stopping

landing must
is optional with the

West. Any route may as often

as wanted, and as long as desired in any town.
It is permissible to make flights of any distance

or duration providing entire distance is traversed
in consecutive town to town flights within the
time limit of 720 hours or 30 days. Aeroplane
may be repaired as often as desired. Any broken,

damaged or defective parts may be repaired or
replaced at the option of the contestant at any
stage of the flight, and as frequently as the

judgment of the contestant may dictate. To all
intents and purposes, the contestant may rebuild
the aeroplane on the way by substituting all the
damaged or broken parts, or ‘any other similar
machine, but the prize winner must use the same
machine throughout. Any type of self-propelled
aeroplane or a_heavier-than-air flying machine
capable of carrying the contestant may be used.
Any person, regardless of sex, nationality, race
or residence is eligible to compete. Fourteen days
before attempting the flight, contestants must de-
liver in writing to the New York American ap-
proximate time and place of start, route jand point

of finish. There are no other conditions.
Incorporations.
Reimers-Mair Biplane Co., Chicago, $2,500; A. P.
McArthur, F. C. Reimers and J. E. Mair.
Romano Aerial Navigation Co., of Seattle, $250.-

000; Jean Romano, C. I. D. Looff and William

Looff.

Aerial Equipment Co., Manhattan;
aviation equipment ; capital, $2,000. Incorporators,
ZJenj. S. Catchings, No. 276 Fifth Ave.; Yves de
Villers, No. 735 Seventh Ave.; F. H. Johnston, No.
315 Fifth Ave., all of New York.

Buchanan Aeroplane Co., Detroit, $5,000;
L. January and George A. Marsh.

Morrison Automatie Flying
facturing Company, Cincinnati, O.,
vanus §. Morrison, S. O. Needham, W. L.
man, D. T. Kenner, F. C. Waltz.

manufacture

Win.

Machine Manu-
$10,000; Syl-
Buck-

St. Louis Show Increases Space.

Arrangements have just been concluded whereby
the Coliseum in St. Louis, scene of the first
aero show of the Aero Club of St. Louis, Novem-
ber 17th to 24th, will have fully one-third more
exhibition space than at an exnibition ever held
there before. This has been found a necessary
measure to accommodate the large number of ex-
hibitors, many of whom will show complete aero-
planes.

Although the
provides floor space

regular capacity of the Coliseum
almost equal to that of the

East or

November, toro

NOS, Genesee

Garden in New York, a
raised platform running entirely around the arena
will be constructed and used for the first time
at the aero show. By this system there will be
room for exhibitors all the way around the plat-

great Madison Square

form, the space being about ten feet deep and
the platform itself fifteen feet wide.
The platform will also serve as a promenade

for spectators and a starting place for the races
between model aeroplanes, a number of which have
already been entered for the prizes offered.

When the plan of holding an aero show in
St. Louis was originally considered by the Aero
Club of St. Louis, it was thought that there might
not be enough of an aero industry already estab-
lished to make it a success, and it was argued
that builders of apparatus would be unwilling to
pay money for space.

30th of these objections have been met, however,
for there are more than eighty thriving manufac-
turers in the United States. The money which
they pay for space is only a guarantee for the
Aero Club to finance the undertaking. It cannot
fail to be of great benefit to all concerned, and the
profits of the show are to be divided pro rata among
the exhibitors afterwards. In_ this way the ex-
only be freed from all expense
space in the end, but miay even reap a

hibitors will not
for their
dividend.

250 West 54th Street
New York

CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS

PUBLISHED BY

AERONAUTICS PRESS, Inc.
A. V. JONES, Pres’t aad coat E. L. JONES, Treas'r-Sec'y

SUBSCRIPTION RATES

UNITED STATES, $3.00 FOREIGN, $3.50

ADVERTISING REPRESENTATIVES:
E. F. INGRAHAM ADV. Co.
116 NASSAU STREET NEW YorK City

NOVEMBER,

COPYRIGHT,

1910 Vol. 7, No. 5

1910, AERONAUTICS PRESS, INC.

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.

@. AERONAUTICS is issued on the 20th of each month
All copy must be received as the 10th. eatin
ing pages close on the 15th. es . ; :

¢ Make all checks or money orders free of exchange
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 3

175

AERONAUTICS

SOME

The Roberts Aeronautical Motor.

A new motor is ready for the market, built by
the Roberts Motor Co., Sandusky, O., which com-
pany has had years of experience in both gasoline
engine design and construction, and in aeronautics.
The designer, Mr. E. M. Roberts, M. E., was for-
merly chief assistant and designer to Sir Hiram
S. Maxim, on his celebrated aeronautical experi-
ments in England in ’94 and ’95.

Mr. Roberts has been for the last ten years
considered one of the foremost designers of gaso-
line motors in this country and a leading authority
on this subject. He has designed over one hun-
dred and seventy-five different gasoline engines
and is the author of seven books on gas engines
and kindred subjects.

In the Roberts aeronautical motor all freak ideas
and untried plans have been avoided. No motors
are better known for ease of starting, flexibility
of control, smoothness of running and continuous
operation without missing, than the Roberts marine
and automobile motors.

Roberts marine motors are used to a great ex-
tent for racing where they have to run at speeds
from 1,000 to 1,200 revolutions for hours at the
time, and where the least bit of trouble would
lose a race. The Roberts motor has a long list
of victories, many of them are with boats more
powerful than the boat powered with the Roberts
motor, and a great many of the wins are due
to continuous smooth running without mishaps
of any sort.

Quite a little of this success is due to the long
bearings, especially on the crankpins. The Roberts
motor is 4% in. bore by 5 in. stroke, and the
erankpin is 2% in. long. This means continuous
running without heating. The pistons are long
and equipped with three rings. The bearing sur-
face is nearly 30 per cent. longer than used in a
great many of the high speed types of this size.
The engine is of the customary 3-port type con-
struction with the exception that instead of the
port to the crank-case being controlled by the
piston. <A rotating tubular valve is employed by
means of which the timing of the opening to the
erank-case can be -better controlled and greater
economy can be secured than with the regular
three port type.

The motor is fitted with the well-known Roberts
cellular bypass, which absolutely prevents back
firing or base explosions and permits operation on
a very dry mixture not overloaded with gasoline.
The motor can be run at low speed on a normal
mixture of gasoline vapor and air.

The water circulation is by means of a large
gear pump cast in one piece with the crank-
case, pumping into a passage in the crank-case
and then through a passage in the cylinder walls
in which the water flows around the exhaust
passages and keeps the motor from overheating.

NEW AE eo

November, 1910

MO 1-O Rea

It will be noted that part of the water jacket
is cored into the cylinder casting, the balance be-
ing covered with an aluminum water jacket into
a groove in the cylinder itself. Steel cylinders,
cast iron pistons, and bronze rings are used, and
the crank-case is of magnalium.

The ignition is by a Bosch magneto with special
advance mechanism by means of which the drive
of the magneto is advanced and all sparks occur
at the hottest point in the ignition curve.

The motor weighs complete with Bosch magneto
and carbureter 165 pounds, and will develop 40
actual brake h. p. at 1,000 r. p. m., 46 h. p.
at 1,200, and 52 h. p. at 1,400.

The motors are guaranteed against defective
material and workmanship for one year from date
of sale.

The price including radiator and propellor espe-
cially designed for your aeroplane will be $1,500.

Fox Aero Motor Just Out.

Fox De Luxe Aero Motors have been on the
market for some time, but the manufacturers have
withheld all information until this edition of
AERONAUTICS Waiting until they could complete
their line of aero motors and make a number of
important tests under actual working conditions ;
these tests have now been completed by their chief
testor at Mineola, Long Island.

There are several features about Fox aero
motors, most important of which is the Fox
fourth port accelerator, which enables the operator
to perfectly control the speed of the motor dur-
ing flight.

Second. The radiator is mounted on the en-
gine and there is forced circulation of cooling
water. These motors have been run on chassis
tests for two hours without changing the water
or making outside connections.

Third. Each motor is sent out on thirty days’
trial, under a broad guarantee to refund the
buyer’s money if the motor does not prove satis-
factory in every respect.

It will be remembered that the same company
has been manufacturing Fox marine motors for
years, and the endurance qualities have been
tried out in their speed motor boat, “Br’er Fox,”
which made a remarkable run from Cincinnati to
New Orleans, a distance of 1,554 miles, at an aver-
age speed of 29.08 miles per hour. These aero
motors are of the same type but lighter in con-
struction.

The policy of this company in making a com-
plete series of tests before advertising that they
are in a position to fill orders should be com-
mended. The great demand for aero motors opens
up a big field for the experienced engine manu-
facturer. Full details will be furnished by The

Dean Manufacturing Company, “South Cincinnati,”
Newport, Ky.

See oes eee

Elevation of Roberts Motor

176

AERONAUTICS

November, 1910

JOU UO UO ORO a

She I I II a YO OE AF AFAR A AR AR AE RAR TE AEA IEE IEE RADAR TE A TE AG, Af AGH A fs A, fg.

LS. A.— TRIACA

(International School of Aeronautics and Albert C. Triaca)
Import—Export— Supplies
Bleriot Monoplanes *? ‘srcine’”” $4,200
Bleriot Monoplane ““Gssme'zsrne 7,600
Bleriot Racing Monoplane cnome eneinc 15,000

Also Propellers, Imported and Domestic Fabrics and Engines,

Turnbuckles, etc. Exclusive agency for Aeronautical Instruments of
E. Hue, Paris.

Manufacturing

All kinds of work for experimenters a specialty. Skilful workman
in attendance for rush repairs.

Instruction

Enroll now in our 10-Student limited course beginning November.
All students trained in Constructing, Assembling, Repairing and Driving
the best made Aeroplanes, assisted by expert aviators and mechanics.
We guarantee Aviator’s License which must be had by all flyers in meets.

FOU OULU LIOR FO CO a 2g

Before or after trying other concerns and if you mean business visit the

IS. A. TRIACA AERODROME

Provided with sheds, gas, shop equipped with machinery
for wood and metal work, sample and model room. Located
at GARDEN CITY, L. I., adjacent to Hempstead Plains.

Take 34th Street Ferry, New York; Atlantic Avenue
Station, Brooklyn; or Pennsylvania Terminal in New York.

A.C. Triaca owner of the I. S. A., founded his school in Jan.
1908. The school has kept pace with progress in Aeronautics.

TOO OI OI OOOO IOI ITI III toto to

In answering advertisements please mention this magazine.

‘
:
:
:

AERONAUTICS November, ror
$s RARLEEEEEELEL4EELELLELEREAEEEEEREEELEAGDERALAAALADAALAAELALALSS

The
Aluminum

makes it the motor

as the fuel lasts.

Handsome beyond expression,

or Steel alone.

A reliable, dependable,

fully guaranteed.

LEESESELEEEE SELES EEE EE EE EE EE EE EEE EEE EEE EE EEEEE

¢ seeeeeees POOF

THREE INTERESTING AND
INSTRUCTIVE

Illustrated Lectures

By CARLOS de ZAFRA, B. s., M. E.

Assoc. Member Society Naval Architects and Maes Engineers ;
Member The Aeronautical Society; Special Lecturer
Engineering Faculty, New York University ;
Member Public Lecture Staff, New York
City Board of Education.

A Running Story of the Conquest
Navigating the Ree of the Air from the Earliest Teu-
tonic Legends to the Latest Accomplishments. Illustrated with
145 Stereopticon Views.

High Explosives and Their Uses in Mod-

ern Warfare. A Fascinating Lecture Illustrating by

Stereopticon and Experiments the Manu-
facture and Application of the Principal Explosives of Modern
imes. xplosives and Devices used are through the courtesy

of the U.S. Government and Others.
Systems of Coast Defense by (i0% St 7g.3"

describing isap-

pearing and Rapid Fire Guns, Mortar Batteries, Submarines,

ines, Torpedo Boats, Destroyers; Battleships, Aeroplanes,

Dingibles, etc. 100 Srereonbcon Views and Moving Pictures
by courtesy of the U. S. Navy Department.

Descriptive Circular, Terms or Other Information upon

Request:
Address: CARLOS de ZAFRA

322 West 57th Street New York, N.Y.

Smalley-Aero |

With its great power and never failing reliability 4
‘“Par Excellence”

resembling solid silver.
Very light, being Aluminum,
Gives more pounds pull per pound in weight than any other motor in the world. 4

powerful motor made by responsible people,
Prompt deliveries, and prices right.

‘
General Machinery Ba Bay City,Mich.,U.S.A. ©

PPP PPE SEPSESES SE PSSSD

In answering advertisements please mention this magazine.

for aviation. *

The great fame of our “SMALLEY” Marine Motors for winning more races, ‘
each season, than any other motor, will be exceeded by the power, performence,
and satisfaction given aviators by our “SMALLEY-AERO.”’

It is a motor that can be depended on to stay up and keep going as long 4

t

Two cycle; 44’ bore and stroke; 2, 3, 4, or 6 cylindered. ;
Made completely of Aluminum. Our own exclusively devised Aluminum a
Cylinders with Cast Iron liners where pistons travel. (Patent applied for.) a

Stronger than Iron

and no factor of safety slighted. 4

and 4
Write us for particulars. a

FRPSPPSPEF PSPSPS PSPSPS SPP OSPE

Fe ofp oJ ode ofn eho ofe ofe ofa of ofe ofe ofa che nfs ofe oo ohe ofa oe oho ofe ee olocdecfefe ole ege a

e
A FULL SIZE ILLUSTRATION 4%
OF No. 1-P. PUMP

THIS IS

ofeefeezeepeote

°.
e9

The Smallest and Simplest Practical Rotary Pump

Has only two moving parts. Lifts the oil
higher and discharges with more
force than a gear pump.

Manufactured by

PEDERSEN MANUFACTURING el

644 First Avenue, NEW YORK, U. S.
PEPEPEEE EE EEE ECE TET EES

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AERONAUTICS

The D. L. Herman Motor.

After a great deal of experimenting between one
of the well-known men in the aviation field and
one of the largest gasoline motor builders in the
country, they have developed a very high grade,
dependable aerial motor, V type, S-cylinder, 4-cycle
motor, having L-type cylinders cast in pairs. The
reason that eight cylinders were decided on is
that am engine with this number of cylinders
gives continuous power with little vibration—
something which is necessary in the air and which
cannot be gotten with two, three or four ecylin-
ders. The hollow crank shaft, which is made
from Krupp’s best grade of crusible chrome nickel
steel, has three line bearings of die-cast. cadmium
nickel bronze, which material is also used on the
piston pin bearings in the piston.

One of the patented features, and one which
makes this motor unique, is the sinele cam shaft

of one-piece construction, hardened and ground.
This cam shaft not only operates all 16 valves,

but also drives the centrifugal pump, giving posi-
tive circulation. This construction eliminates 36
moving parts, and also eliminates all pins, ete..
which are liable to work loose and cause trouble.
The cam shaft gear is of special alloy steel, run-
ning into an intermediate fibre-filled gear, thereby
making a light, and at the same time silent, train
of gears. The valve tappets are hardened and
ground, having fibre inserts. Another special fea-
ture is the valve, which has gray cast iron heads
fused on steel stems by a patented process, which
not only makes it impossible for them to wear
loose, but also gives a valve head of a material
which has the same expansion as the iron of the
cylinder, thereby eliminating breaking of valves.

The builders were not suited with aluminum,
and decided that the only material to use was
“Aerial Metal,’ which is produced by a well-known
foundry in this country. It is claimed to be fully
15 per cent lighter than aluminum and one-half
again as strong. This material was used not only
for the crank case, but also for the water jackets,
pipes, gear housings, and, in fact, wherever a light
alloy could be used without jeopardizing the serv-
iceable properties of the motor. The crank case
has spacious hand holes, which make the connect-
ing rod bearings very accessible. The water jacket
being cast separate from the cylinder makes it
possible to thoroughly inspect and check up the
iron cylinder castings in a way that could not
otherwise be attempted. These jackets are not
shrunk on, but are bolted into position with
chrome nickel steel bolts in such a way that the
difference of expansion between iron and aerial
metal may be taken up in the bolt holes, so that
should a cylinder get hot the water jacket does
not crack.

The oiling system is splash, with force feed
oiler to crank case, the reason for this being that
this makes a positive method of lubrication. It
might also be mentioned that a majority of the
successful automobile motors use a _ force feed
oiling system.

The ignition system is high tension, any mag-
neto desired being supplied with the motor. These
motors are built in two sizes. The smaller has
a 3%@-in. stroke and 3%-in. bore, and develops at
1,800 revolutions 45 h. p.; at 1,200. revolutions
34 h. p.; and completely equipped, ready to run,
weighs less than 175 lbs. The hollow crank shaft
is 1% in. diameter, end bearings 4% in. long,
center bearings 314% in. long, pin bearings 1 11/16
in. long, piston pin *% in. diameter, valves 1% in.
diameter. This motor sells at $1,750.

The larger motor has 4-in. bore and 4% in.
stroke, and will develop at 1,800 revolutions 70
h. p.; at 1,200 revolutions 56 h. p.; and when
completely equipped and ready to run will weigh
less than 210 Ibs. The hollow crank shaft is
1%-in. diameter. The end bearings and the center

bearings are 4% in. long, the pin bearings are
2 in. long. The piston pin is hollow and %-in.
diameter. The valves are 2-in. diameter. This

motor sells for $2,500.

In order to prove the dependability of these
motors by the most gruelling test possible, one
of the smaller of these motors was mounted in an
automobile truck, the manufacturers state, and
run over 5,000 miles on very rough roads, loaded

with sand and pig iron, and has not required
repairs of any kind. This motor is expected to

17

‘

November, rorc

The Herman Motor

run until it breaks down. It has been run on the
block without a stop for 72 hours at full load
under brake test, and it has been turned over as

high as 4,200 revolutions per minute.

General Machinery Co. Build Aero Motors.

The General Machinery Co. of Bay City, Mich.,
have for years had unqualified success in their
production of the famous Smalley marine motor,
and discovered something over year ago a
method of casting an aluminum cylinder with
east iron liner for the piston travel, which en-
hanced greatly the power and lightness of their
motor, and met with the unbounded approval of
boat motor users for its lightness, greater power
and remarkable beauty. They have been quietly
and seriously at work to produce an all aluminum
airship motor that would meet all the requirements
for power, reliability and lightness of weight, with
all the good points that made their marine motor
so famous a race winner and so popular with the
discriminating users of boat motors. They have
named their aviation motor the Smalley-Aero and
now have it complete and perfect in every detail.
The great lightness of this motor is obtained by
its material—aluminum—and no factor of safety
has been risked by cutting down the working parts
or in any way sacrificing strength for weight.

a

The Wright Brothers’
made on Dee. 17, 19038.

Curtiss’ first was in the “White Wing.” of
Aerial Experiment Association, May 22. 1908.
first in the ‘June Bug’ was June 21.

first power flight was
the

Ilis

Ralph L. Bray, of 560 Broadway, Long Branch,
N. J., has completed two machines, a monoplane
and a Curtiss-type biplane. The Curtiss machine
has 30 ft. spread by 5% ft. fore and aft in the
main planes, which are spaced 5 ft. apart. With-
out the motor it weighs less than 250 pounds. ‘The
builder is now looking for a motor.

During the recent exposition held at Rochester,
N. Y., the Bausch and Lomb Optical Co., presented
to the city a Stevens-built balloon. This was
suspended half a mile above the city, from’ which
an American flag 80 by 100 ft. was flown.

George A. Richardson, president of the Inter-
collegiate Aeronautical Association, has started a

series of aero lectures. ‘The first was before the
U. of P. and the next before Swarthmore. Soth
were well received. Mr. Richardson is a U. of P.

man, 34 Rodney Dormitory, Philadelphia.

AERONAUTICS

NEW “AERONAUTICAL PATE Nae

The name of Thomas A. Edison attached to an
aeroplane patent naturally calls forth public atten-
tion. His interest in aeronautics apparently dates
from Farman’s financially disastrous—for the back-
ers—visit to America several years ago.

It seems peculiar that the first impulse, after
copying the flapping of the bird, is to follow the
theory of the helicopter, eventually drifting to the
aeroplane as the problem more easily solved. Per-
haps the helicopter will yet be a reality.

The Edison invention provides for a series of
aeroplane members, which, on being rotated
through the air about a central axis of the ma-
chine as a center, iand held at a given angle to
the horizontal, will exert a lifting force trans-
mitted to the body of the machine. Preferably,
these aeroplane members are in the form of box
kites 22, which are connected to the frame of the
machine by flexible means as cords or wires 23, and
are sustained during rotation by centrifugal force.
Means are provided by which the inclination from

T. A. EDISON,
FLYING MACHINE,
APPLIOATION TILED NOY. 18, 1908,

970,616.

front to back of the aeroplane members to the
horizontal may be changed, the lifting force ex-

erted by the air on such members depending on
the angle of inclination of said members as well
as on the speed of rotation.

Flexible propellers have been successfully em-
ployed im the Parseval dirigible.

The apparatus is provided with a central verti-
eal shaft 8, which rotates in a bearing 4 in the
floor or staging 1. The shaft 3 is likewise sup-
ported by a bearing 5 in horizontal member 6,

which is supported from floor 1 as by vertical
members 7 and 8. Members 9, 10, ete., mounted
on the member 6 support a sleeve 11 which

constitutes the upper bearing for vertical shaft 3.
Shaft 83 is rotated within bearing surfaces 4,
5 and 11 from the engine 2 which carries on
the shaft 12 thereof, a bevel gear 13 meshing with
bevel gear 14, pinned or fastened to shaft 3. Upper
and lower members are fastened to shaft 3 to rotate
therewith and are likewise fastened together. The
upper member 15 is formed with a central hub or
sleeve 16 fastened to shaft 38, which bears on
sleeve 11 of the stationary frame of the machine
whereon it may revolve with the aid of any anti-
friction device. This platform 15 is secured as
by members 17, 18 to a lower platform or hori-
zontal member 19, which is adapted to rotate
about the stationary frame, bearing in its rotation
on member 20 of said frame, which constitutes

178

Patented Bept. 20, 1910.

November, r0tc

a ring, rollers 21, 21 of the rotating platform
19 having rolling engagement therewith.

Piano wires or other flexible means 25, extend
from loops attached, one to the forward end, the
other to the rear end of the inner side of each
of the kites. These wires 23 are secured to ro-
tating platform 15 at the upper end of rotating
shaft 3, preferably by means of reels 24, by
which the length of connections 28 may be regu-

lated. By such connection, when shaft 8 is ro-
tated, the kites 22 are acted on by centrifugal

foree to rotate in the horizontal plane of reels 24
when the speed of rotation of shaft 3 is sufficiently
great. ‘The tendency of the center of gravity of
the kites to fly to the greatest possible radial dis-
tance from shaft 3 would cause the kites to rotate
with the upper and lower members thereof hori-
zontal, the side to which wires 25 are attached be-
ing the inner side during such rotation, if no
additional
upper and lower

means were provided to cause said
members to

assume a fore and

aft slant. Piano wires, or other flexible connee-
tions 25 constitute such means, however, and
are attached to the edges of the kites which con-
stitute the rear edges during rotation, these wires
being attached to the lower rotating platform
19 by means of reels 26. By means of these reels
a greater or a less amount of wire 25 may be
wound in or let out, thus controlling the horizontal
angle of members 22 during their rotation. The
kites 22, when so governed, constitute practically
a screw, the pitch of which may be changed. The
lifting force caused by the revolution of members
22 is due to the vertical component of the fore

exerted by the atmosphere upon the kites in theizl
rotation. This force increases, of course, with the
velocity at which the kites travel in their circular
path. This force likewise varies with the angle
of inclination of the ‘kites as they are forced
through the air, and this may be regulated through
reels 26. The tendency of the centrifugal force
acting on the kites is to keep the forward end of
the kites up to the horizontal plane in which reel

24 are situated. Cords 25 restrain the tendency 0 |
the rear ends of the kites to also revolve in the
same horizontal plane, and by shortening these
cords, the angle of inclination of the kites may
be increased. If desired, reels 26 may be com
nected together so that the angle of horizontal
inclination of all of the kites may be instantly

AERONAUTICS } November, toro

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AERONAUTICS

changed at will by the operator of the machine,
this change of the angle of inclination constituting
means for governing the lifting foree exerted on
the machine. If desired, also, spring connections
may be provided between reels 26 and wires 25,
adjusted for any desired speed of rotation to al-

low reels 26 to act in tension between certain
limits, and to allow the angle of pitch of the
kites to vary somewhat from ia given desired

angle according to the conditions.

It is obvious that kite members 22 may take
the form of any aeroplane members now known to
the art, either of flat surfaces or surfaces some-
what curved, and furthermore, that various changes
in the construction and details of the device dis-
closed may he made without departing from the
spirit of the invention.

Louis R. Adams (a vice-president of the Aero-
nautical Society). New York. N. Y.. 965.792. July
26, 1910. filed Feb. 5. 1909. ABROPLANE, one
feature of which is for the central portion of
the lower plane to be in advance of the upper
plane. Another feature is to produce a rigid struc-
ture of light weight and novel design; the frame
of the two planes consists of four principal mem-
bers. the ends of which are secured together in
groups of two. Spreader rods hetween these mem-
bers cause a bow, forming a downward curve in
lower plane and upward curve in upper plane.
Ribs between the members of each plane separate
them and form a suitable surface for attaching the
covering.

Samuel H. Gilson. Salt J.ake City. TWhtah. as-
signor of one-third to Tav S. Milner. Salt Take
Citv. 964.771. July 19. 1910. Filed July 27, 1909.
ABROPLANE. the characteristic feature of which
is that the planes are nivoted to the body or
chassis so as to rock thereon like a see-saw to
maintain lateral stahbilitv.

Halvor Olsen Fiane. 1. S. Navy, 964.957. Tnly
19. 1910. Filed Tune 1. 1909. FLYING MA-
CHINE, comprising a main plane having uprights
at the ton of which two bars or shafts extend at
rivht anoles to each other. One shaft supports
nlanes while the other sunnorts propellers and
this unner structure is capable of a rocking move-
ment without interferine with the transmission
and rotation of the propellers.

Hans Schovboe, Omaha. Neh. 965.021. Tulv 19,
1910. Filed Oct. 15. 1909. FTYING MACHINE.
A cas envelone sunnorting a sling and saddle to
maintain the onerator in an unright nosition
“Ayxiliarv bnovant bodies’? connected with the
foot and hands to serve as propelling means when
reeinrocated.

Frederick H. Wales. Imperial Cal. 965 969
Aus. 2 1910. Wiled Nov. 4. 1909. FLYING
MACHINE. An aerovlane with suverposed sur-

faces and a ear nivotallvy suspended from the lower
nlane so connected to the unper plane as to cause
the latter to slide when the machine tilts and
thereby vroduce automatic eouilibrinm.

Maleolm Grover Adams. Parsons. Kan. 968.1751.
Aus. 2) 1910. Filed Wee. 5. 1908 FLYING
MACHINE. An aerovlane consisting of a plurality
of sunerposed planes. of dome-like form. and ar-
ranged in pairs. One set being below the car and
the other above.

George Otis Dranver, New York. N. Y.
Aug. 2. 1910. Filed Dec. 3. 1909. LANDING
AND STARTING APPARATUS FOR AERO-
PLANES. An upright pillar is provided at the
top with a horizontal arm pivotally mounted
thereon: at the outer extremity of the arm is a
“ring like receiver’ suspended therefrom to re-
ceive a projecting member of an aeroplane.

Hermann Gotham. Celle. Germany. 966.395.
Aug. 2. 1910. Filed Sept. 22. 1909. MEANS FOR
SHELTERING the landing places of airships from
the force of the wind. consisting of a compressed
air conduit surrounding the landing place and pro-
vided with orifices which may be opened and closed
at will. The purpose is to issue air currents of
great velocity in an upward direction to protect
the balloon or airship while landing.

Albert Hugg Friedel, Baltimore, Md. 967.359.
Aug. 16, 1910. Filed Aug. 28, 1909.. FLYING
MACHINE of the aeroplane class having a multi-
plicity of surfaces, both horizontal and vertical.
bisecting each other. Movably adjustable planes
are also provided at the top of the structure con-

965.881.

179

November, 1910

sisting of outwardly and upwardly projecting
planes to which are secured outwardly and down-
wardly projecting planes. At the rear a_horse-
Shoe shaped section is connected to one of the
horizontal planes.

Louis Bleriot, Neuilly-sur-Seine, France. 967.712.
Aug. 16, 1910. Filed Mar. 25, 1909. RADIATOR

for flying machine motors. A series of flexible
sheets form a common wall for interconnected an-
nular cups as a means for conducting water from
the motor. Each cup is connected to two reser-
voirs, through one of which the water is admitted
and through the other the water escapes in the
circulation to and from the motor.

_ Romain de Bersaques, Washineton. D. Ce .as-
signor to De Bersaques Safety Aeroplane Co.. a
corporation of South Dakota. 967.711. Aug. 16,
1910. Filed Aug. 14, 1909. AEROPLANE, a boat
for chassis. wheels mounted on the boat. propeller
shafts provided with screws at both ends and
planes projecting from the sides of the boat pivoted
thereto with means for manuallv raising or lower-
ine the planes in unison. There is also a vertically
disposed rudder and vieldinge fins projecting from
the top and bottom of boat and frame.

Frederick H. Schluster. St. Louis. Mo. 967.571.
‘ng. 16. 1910. Wiled Tune 4. 1909. AERO-
“ATITTC SAFETY APPLIANCE. The object of
this invention is to reduce the danger in learning
to onerate an aeroplane. <A cantive balloon is se-
cured by guy ropes diverging to their ground an-
chorage. From a pulley attached to the balloon
depends the heavier than air machine. the hei¢tht
of which is controlled by a travelling connection
on one of the guy rones. The extent of motion of
the aeronlane depends on the length of rope and
height of balloon. and the divergence of the guy
ropes anchoring it. ;

John Wills Cloud. Tondon. England. 968.127.
Aug. 22. 1910. Filed Mar. 9. 1909. APPARATUS
FOR AERIAL MACHINES. nautical ships. vehicles
and other purposes. This invention has for object
to balance two motors placed side by side so that
the crank shafts will be parallel and geared to-
gether to run in opposite directions. and for the
reciprocating parts to work onnositely in each
engine to balance each other. Propellers are ro-
tated by each engine.

Jacob H. Buss, Saltillo. Tenn. 968.120. Ang. 23.

1910. Filed July 2. 1909. FLYING MACHINE
of the helicopter class, comprising propellers on

vertical axes driven by gears from a motor and a
DNropulsion propeller on a horizontal shaft driven
by a friction disk splined to said shaft and en-
raging the plane face of the gear wheels. <A ship-
ner lever regulates the position and speed of fric-
tion disk.

Gerald Geraldson. Newcastle. Cal. 968.339. Aug.
°3. 1910. Filed Jan. 14. 1909. ABROPLANE
TAUNCHER AND LANDER. A tower having at
the ton two horizontal onvosite branches in the
form of a T is provided with a cable. for each side,
on pullevs for raising and lowering. Each cable.
intermediately of its ends is connected by means of
a pulley wheel with a pneumatic element consist-
ine of a evlinder and piston to serve as a cushion.
The aeroplane is screwed to a releasable hook on
the pendant end of the cable.

Julius Schulke, Jenn, Germany. 968.700. Aug.

20. 1910. Filed June 4. 1907. FLYING AP-
PARATUS of the ornithopter class, comprising

propelling wings arranged in groups on the sides
of car. The wings are of concavo-convex form,
the concave sides remaining downward, while the
outer tips have axially movable vanes so arranged
that on the downstroke the vanes assume a down-
ward slanting position to assist the forward pro-
pulsion. Valve flaps on the wings allow escape of
air on the up-stroke.

Frederick B. Kummer, Sheboygan, Wis. 968,860,
Aug. 30. 1910. Hiled Nov. 22, 1909. ELYING

MACHINE of the helicopter class with one pro-
peller on a vertical axis and one a horizontal axis
at the rear for propulsion. The latter is secured
on a flexible shaft manually adjustable for steering.

Charles E. S. Bureh and Frederick R. Burch,
Seattle, Wash. 968,918, Aug. 30, 1910. Filed Oct.

5, 1908. FLYING MACHINE provided with verti-
cal and horizontal screws, and at the upper ex-
tremity a parachute comprised of a plurality of
rings secured about their outer peripheries to the
framework.

AERONAUTICS

NO) WE 5

CHAVEZ MAKES MOST DARING
FLIGHT OF HISTORY, SAILING
OVER THE SIMPLON PASS TO
ITALY.

Ends in Death.

OMODOSSOLA, Italy, September 27.—George
Chavez, the Peruvian aviator, who was injured
in alighting after his flight over the Alps, died
at 2.25 o’clock this afternoon.

Chavez, who was 23 years old, attracted atten-
tion first Aug. 3 last, when, at the Blackpool
(Eng.) aviation meet, he reached a high altitude.
Sept. 8, at Issy, France, he established a new alti-
tude record officially determined at 8,403 feet. The
accident which resulted in Chavez’ death occurred
Sept. 283 on his second attempted flight from Brig,
Switzerland, to Milan, Italy, for a prize of $14,000,
offered by the Italian Aviation Society of Milan.
Ile was descending at Domodossola, and _ his
machine was within thirty feet of the surface
when. one of the wings collapsed and the Bleriot
monoplane fell in a heap, carrying Chavez beneath
it. Both of the aviator’s legs were broken, his
left thigh was fractured, and it is supposed that
he sustained internal injuries.

The start occurred at.1.29 P. M. At 1.48 came
word from the monastery at the summit of the
Simplon Pass that Chavez had passed above it at
a height of 1,600 feet. At 2.19 P. M. the daring
aviator landed at Domodossola, Italy, some 25
miles from Brig, after a long glide of 3,000 feet.
Just before alighting, and when only about 30 feet
from the ground, Chavez apparently started his
motor again.

Weymann, the American aviator, in a Farman
biplane, was the only competitor of Chavez, who

actually made the attempt. He mounted to a
high altitude several times, but was unable to

reach a sufficient height, last Friday, to fly over
the pass.

It was necessary for Chavez
altitude to clear the Simplon
of which rises 6,592 feet.

Ife maintained apparently this altitude, and fol-
lowed over the road built by Napoleon in 1800
over the Simplon Pass. He accomplished the eight
miles that brought him over the top of Simplon,
and then sailed gracefully over the eighteen miles
down to Domodossola.

Arriving at Domodossola, he had left the hardest
part of his journey behind him, having escaped
the high peaks and the jumble of rocky gorges on
this side of the summit. The remaining distance
to this city offers less difficulty, but takes the
aviator over Lake Maggiore and a succession of
plains to the goal.

The distance from Brig, Switzerland, to Milan
is 93 miles by the course planned, and the prize
was for the aviator who should make the firsi
flight, starting from a tableland 900 feet above sea
level at the head of the Rhone valley, near Brig,
Switzerland. In addition to reaching a_height
that would bring him over the Simplon summit,
and in doing which he must suffer severely from
the eold, the aviator was required to guide his frail
craft oyer wide chasms, notably the Gorge of
Ysette, where a safe descent would be quite impos-
sible, and an accident must mean almost certain
death. Aviation experts had predicted freely that
the only alternative to a successful flight across
the Alps was the death of the aviator.

At the funeral floral tributes came from all parts
of Europe, and thousands of peasants tramped
down the mountain sides with arms filled with
mountain flowers. One little girl laid upon the
coffin a bunch of edelweiss that blooms alone amid
the eternal snows of the Alps, bound with a
ribbon on which she had written: ‘Gathered
among the mountain peaks over which you flew.”

to attain a great
Pass, the summit

LANDS IN STREDT.
PARIS, Sept. 9.—For the first time in the his-
tory of flying an aeroplane alighted in a_ public

180 a har. af

rR: OM

November, roro

A BR Of AGS

square in Paris, and though it was severely dam-
aged, the possibility of such an event was fully
demonstrated. The aviator, Parisot, rose in a Far-
man biplane with a passenger from the manceuy-
ring ground at Issy-les-Moulineaux, and, after
circling the Eiffel Tower, steered his machine so
as to come down in the Esplanade des Invalides.
He had nearly landed when he was forced to turn
sharply to the right in order to avoid some carts,
with the result that he collided with two lamp
posts, which badly damaged the machine. Pending
the framing of a decree which shall be applicable to
the whole of France, the French Aero Club, acting
on the suggestion of the Prefect of Police in Paris,
has undertaken to caution aviators against landing
in towns or urban areas.

ROZOY, France, Sept. 12.—Michel Mahieu flew
3 hours with a passenger across countrys

Jole. 1Am.325- Gok, 32m, oe
pot. alow, .t2-5s
/ NEW RECORDS AT BORDEAUX MEET.
BORDEAUX, Sept. 18.—The last day of the
meet saw several records fall. The new records
are:
— 60 kil., 89 m. 32 2-5 s., by Morane.
70 kil., 46 m. 19 1-5 s., by Morane.
80 kil., 58 m. 5 s., by Morane. Bi

90 kil., 59 m. 52 2-5 s., by Moranc.

100 kil., 1 h. 6 m. 396s., by Morane.

Record for 1 hour, 90 kil., by Morane.

Aubrun flew longest in one flight, 317 kil., in
ee on Sept. 16. Morane flew up to 2,100 m.
Oe fea ee

700 «= DEATH OF POILLOT. 2 ¢ ty) OTS

PARIS, Sept. 25.—In making his sixt
the day, with pupils, at the aviation school at
Chartres, this morning, Edmond Poillot fell from a
height of 90 feet. His backbone was broken, anc
he died in a few minutes without regaining con
sciousness. The passenger escaped with slight in
juries. The aeroplane was a Savary.

200 MILES CROSS COUNTRY IN ONE DAY.
VINCENNES, Sept. 29.—Lieut. Bellenger, army
officer, flew from the parade ground to inspect a
suggested flying field at Sissone. From here he flew
to Mourmelon in his army Bleriot, and visited with
his friends. Towards evening he reascended for his
return to Vincennes.

PLOCHMANN’S DEATH.

MUELHAUSEN, Germany, Sept. 29.—Plochmann,
the aviator, who was injured when his biplane col-
lapsed at a height of 150 feet, yesterday, died
to-day without having recovered consciousness.

NEW WORLD HEIGHT RECORD.

MOURMELON, France, Oct. 1.—Qenryk Wyn-
malen, the aviator, established a new world’s record
for altitude to-day, rising to a height of 9,186 feet.

The best previous mark, 8,403 feet, was made
by the late George Chavez.

Wynmalen first attracted international attention
on Sept. 29, when, at Bourg, he rose to a height of
7,954 feet.

19TH DEATH IN POWER MACHINES.

METZ, Germany, Oct. 1.—Aviator Haas fell and
was instantly killed to-day while taking part in a
distance competition from ‘Treves to Metz.

Haas had covered about twelve miles when, from
some cause yet unexplained, his machine dropped
suddenly to earth in the village of Welle, on the
Moselle river. The aeroplane was demolished.

It is a facet that the majority of deaths have been
with biplanes.

COLLISION IN MID-ATR.

MILAN, Italy, Oct. 2.—The Antoinette of
Thomas collided with the Farman of Captain Dixon
in mid-air, smashing both machines. Thomas
escaped serious injury, but Dickson sustained severe /

J
(Continued on page 188)

injuries.
(el BUS ae eae eee
262.5 Ke&

ERONAUTICS

+

be Fe Feed fo focfocfe fondo ode che ofoode oho che ofochonde oho co ofoofo ford

Aeroplanes

and Aviators

FURNISHED FOR
EXHIBITION AT

—FAIRS—

OR OTHER PUBLIC
GATHERINGS

Prices and terms on application

The Flying Machine Mfg. Co.

2635 Wabash Ave. BE Chicago, III.

Bbeokeedeedordoofoohoodecfoete ole ofe clo ofe fe foofefa ofa nfo nfo ofoofo fe ole fooge oho ofeofe clo ofoofoofoofeofeofoofeofeofeofesfeetooge

+

Be efo co ofe ofe oho ofo oe oe ofa of ofe ofc ofe oho ofa ofa ofa ofa oh of ofe ofe ofe fe fe ofa ofe

NON-INFRINGING

AEROPLANES

Guaranteed to Fly

READY FOR EARLY DELIVERY
Easy Terms for Exhibitors

Manufacturer and Dealer in

AERONAUTICAL SUPPLIES

Aviators for !ournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER
1020 E. 178th Street New York

November, toro

PEPEE EE bh obbhohebobehehepefepepefebebeferp

&

All Communications

Intended For

Glenn H.

Curtiss

Should Be Addressed
to

Aviation HEADoUARTERS
1737 Broadway
New York

JEROME S. FANCIULLI

BUSINESS REPRESENTATIVE

PEER bE eee EEE EEE EE EE EEE ELE EEE EE EEE LED beh bode Pooh ob beled foofesfeofeofesfesfeefesfctesfeofooboofeofeefoefeefssfeefecfecfesfecfeofeofeofoate

PEPE P EEE Ebb bb bbb bobbled he bedott bebo dofeobontedehooheobooboahecocfecfoado do iofoofonfocfocfeofonfoefecfeceohoofoefocfesfocfoofoofootoofesfocfeofonfoefeofecfeofoofoofe fe dfecdod,

Pobeb ob ole ode ofeofeodeodeofesteserfesfefeefofefofefeofefefeebefecfeoe

In answering advertisements please mention this magazine.

AERONAUTICS November, 1910

KKAKIAAAAAAAAAAAA RARER EAA AAA AAA AAR KR AAS A AK AR I OO

ALL SING THE PRAISES OF

AERONAUT LEO STEVENS’
BALLOONS

“The ‘BUCKEYE’ was by far the finest balloon in the race and I congrat-
ulate you on its construction.” Pilot J. H. Wade, Jr.

“No balloon was ever constructed or more handsomely designed than the
‘BOSTON.’ ” Chas. J. Glidden.

“Your balloon ‘DELIGHT? is the finest piece of workmanship and grandest
rider I have ever seen.” Clifford B. Harmon.

“Our “PHILADELPHIA II’ is a wonder. I have broken every record
from this city and every member of our club congratulates you.”’

Dr. Thos. E. Eldridge.

“A STEVENS balloon every time for me.”
N. H. Arnold.

“Our balloon has done wonderful work during its three years’ service.”

Luke J. Minahan,

Pres. Aero Club of Pittsfield:

‘““A more perfect balloon was never constructed than the ‘PENNSYLVA-
NIA I. Arthur Atherholt,

Pres. Aero Club of Pennsylvania.

“T never fear traveling in the upper air ina STEVENS constructed balloon.”

David Todd,

Prof. of Astronomy, Amherst College.

“A STEVENS balloon for me every time.”
Leroy M. Taylor.

“My balloon ‘DELIGHT’ could not be bought for twice the price I paid

for it.”
E. B. Weston,
Dayton, O.

“The ‘MICHIGAN’ is the most perfect balloon I have ever seen.”
L. Metzger.

“I admire the ‘CLEVELAND’ it is a perfect beauty and the 365 miles it
carried me on proved its ability.”
H. Percy Sherman,

Williams College, Williamstown, Mass.

OOOO OOOO OAR I OOO Ug
FRI III IOI OS ISI II IIIS SII SOI IOI IO IOI III IOS IOI I MI I

JOO OOOO OOOO Ca”

In answering advertisements please mention this magazine.

1ERONAUTICS November, 1910

THE BALLOONS
AMERICA Il.

Pilot A. R. Hawley, aide A. Post, 453
miles; duration, 44 hrs., 25 min.; and

BUCKEYE

Pilot J. H. Wade, Jr., aide A. H. Morgan,
371 miles; duration, 37 hrs., 38 min.

IN THE

National Championship Race
FINISHING

FIRST AND SECOND

For Duration
AND

FIRST AND THIRD

For Distance

Were made of Rubber Material
Furnished by

A. LEO STEVENS

BOX 181, MADISON SQUARE, NEW YORK

—=— BEST FOR AEROPLANES

In answering advertisements please mention this magazine.

AERONAUTICS

November, ror

eb deb bef ofe oe ofe oho oe ose fe oforge he oho of fe ofe fe oe oo of of ofe of ee ofa ofa ofa ofe of ofe ofa oe ofc of ofe ofe ofa oe ofa oe ofe ofe obs obs ofe ofa ofa ofa ofa ahs of ofe ok

C. & A.

WITTEMA

Aeronautical Engineers

Designers, Constructors, Developers of Aeroplanes, Gliding
Machines, Models, Separate Parts

Our Illustrated Catalogue of all materials for the construction of any
type of aeroplane free. Write for it. Estimates promptly given on
any type of machine or parts thereof.

Our works are devoted exclusively to the building of Aeroplanes. Thus
we can devote our entire productive capacity toward building and constantly
improving this one line. We are not mixed up in the manufacture of other
work which might tend to divert our efforts and attention.

WORKS:

TELEPHONE :
Ocean Terrace | —<_ | 112-W
and = ay, i ;
Little CloveRd. yy i West Brighton
Staten Island Post Office
N.Y. C. Stapleton

Fe as

GLIDERS IN STOCK

PPERTETEPETET ETE ET EEE TEE Ee oe

In answering advertisements please mention this magazine.

Poste ve ae ofe ae o]e oho of ofe oe ofe of cffo-ofo oc ofe ofe afe ofe ole ofe oe ahs oe cfs ofc ofe ole ofa ole nla cle ole ale ala ale ala nL a2e

AERONAUTICS

Nee che) A ERT AL

TO OUR FRIENDS—We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad. in ARRONAUTICS. This
will help us, and eventually be of equal service to
vourselves.

International Aeroplane Supply Co.

It is with much regret that AERONAUTICS was
imposed upon to the extent of accepting an adver-
tisement of the “International Aeroplane Supply
Co.,” of 1777 Broadway, New York. An advertis-
ing solicitor brought in the advertisement. Owing
to pressure of business the contract was not veri-

fied, and the advertisement was inserted in the
September number. A great mass of mail was

the result. This solicitor represented himself to
the agent of the building at 1777 Broadway as a
member of this alleged company, and partially ar-
ranged for the renting of an office in the com-

pany’s name. The agent turned over to the so-
licitor such mail matter addressed as had been

received at the time.

Needless to say, the solicitor is not soliciting
any more—at least, not for AERONAUTICS. If any
money has been sent the matter should be taken
up with the Postoffice Department.

Elbridge Co. Adopts G. & A. Carburetor.

The G. & A. Carburetor, controlled by A. J.
Myers, 244 West 49th St., N. Y., has been adopted
by the Elbridge Engine Co., as its work has been

found most satisfactory on their two-cyele en-
gines. The G. & A. carburetor is very flexible.

A large number has been ordered by the United
States government, after competitive tests on a

The speed
range of the motor was from 90 to 1,200 reyvolu-

250 h. p.. Jencick submarine engine.
tions. In another test, a National engine, could
be slowed down to 70 revolutions. ‘The G. & A.
carburetor is the standard equipment on tbe An-
zani and Otto engines, and the Aster, Aries, Adier,
Delaunay, Westinghouse and other cars. It is also
used by Santos-Dumont, Latham and Chartes Ii’.
Willard.

November, oro

MARKET.) PLA Cp

Shelby Cold Drawn Steel Tubing.

Tubes for some few years have been used more
or less as an experiment in aero work, but in the
past two years there has been a widespread de-
mand for them throughout the entire country on
account of their special adaptability for this class
otf work that demands the maximum of strength
with the minimum of weight.

The Peter A. Frasse Co. carry in their various
warehouses in New York, Buffalo and Philadelphia,
very large stocks, principally round sizes in from
1/16 in. OD to 5% in. OD in various thicknesses
ot walls from 1/52 in. to % in. Also carry a line
of square sizes and some oyal and rectangular
shaped tubes.

They will-exhibit at Belmont Park Meet October
22d to 30th, 1910, space No. 28.

Harkness Buys an Emerson.

Harry S. Harkness, who wishes it known
he is neither from California nor Cleveland, nor
a millionaire, has a 150 h. p. six-cylinder, two-
cycle Emerson engine in his shed at Mineola. Pre-
sumably he will use this engine in one of his
Antoinettes.

W. L. Fairchild, another Kmerson owner. has
been making trials at Mineola with his mono-
plane, recently illustrated in ArRONAUTICS. It is
rumored that Curtiss is to try one of these en-

that

gines. The Emerson engine is »ronounced good
even by competitors. Yairchild is enthusinstie
over its performance.

Ball Bearings in Aeroplanes.

Here is a New Year resolution from the R. I. V.
Co., of 1771 Broadway, New York.

“Showing the manufacturer and the individual
buyer what a perfect ball-bearing is, looks like
and works like; what precision in a ball-bearing
means to every car, aeroplane or machinery owner,
in. dollars and cents, and what it means in reputa-
tion to a manufacturer of perfectly designed
mechanism, cars or airships; of producing and
marketing ‘the best’; of backing up our claims by
the fullest guarantee; of meeting our promises of
delivery ; of according the fullest business courtesy
to customers and attention to orders; of generally
increasing our business along the same conservative

lines that has made R. I. V. respected, and of
pleasing customers who appreciate quality, and

conservatively extending credit of 10 to 30 days
to those entitled to it.’

Leading Vanderbilt Cars Carry Warner
Auto-Meters.

The big Vanderbilt Automobile Cup Race proved
another triumph for cars equipped with Warner
auto-meters. Harry Grant’s Alco, the winner, and
the second, third and fourth cars carried Warners.
One of the features of Grant's victory was his
steady and consistent pace which was maintained
from start to finish, giving him the new American

road race average of 651/5 miles an hour. This
steady pace is a silent testimonial of the value

and accuracy of a Warner on, a racing car.

The Warner also scored heavily in the Wheatly
Hills and Massapequa races, the two minor events
ot the day. Eighty-three per cent. of the cars en-
tered in the three races were equipped with
Warners. The other 17 per cent. of the cars were
divided among three other makes of speedometers.
Every big race sees more Warners in use as they
are the only speed indicators that can be depended
upon by the big racing drivers.

Bicycle Champion Buys Aeroplane.

The Church Aeroplane Co., of Brooklyn, N. Y.,
is making a specialty of building@complete aero-
planes, ready for the engine, both of standard de-
signs, and built to order from working drawings
furnished by their customers.

D. A. Kreamer, the ex-six day bicycle champion,

has one of the Church biplanes, and has been
making some very successful flights, towed by

an, automobile, and when 75 or 80 feet high, cut-
ting loose and gliding several hundred feet to the
ground.

181

AERONAUTICS

Ilaving gained considerable experience in han-
dling the machine in this manner, he is now about
ready to install an engine. The manufacturers
received a very nice letter from Kreamer stating
that he considered the workmanship to be very
nearly perfect, and he was equally well pleased
with their mahogany propeller built especiaily for
his machine.

This company also built the Bleriot XI. mono-
plane, which is being used in James Montgomery's
new play, ‘‘The Aviator.’ A monoplane similar
to the Bleriot XI., but somewhat larger, is being
built for Frederick Pearson, a Harvard student,
and is now ready for the engine.

Another monoplane is under way for Mr. lake
Wadsworth Longfellow of Boston, and will be

on exhibition at the Boston February Show, and
the manufacturers claim that this machine will
be as well constructed and finished as the finest
racing yacht.

The Church Aeroplane Co. is also prepared to
furnish finished wood parts, such as struts, wing-
bars, ribs, skids, ete., either plain, laminated, or
hollow, in clear spruce, white ash, mahogany and
bass wood. .

Also, cold
black, or nickle,
wheels.

They are handling the high grade ‘Paragon’
propellers exclusively, and soon expect to have
several of these om exhibition at their new factory,
123 Smith St., Brooklyn, N. Y.

This company has built a great many models
of various types, some of them being furnished
to the Harvard Aecronautie Society, Cleveland Aero-
nautic Society, Boston Y. M. C. A. Society, the
International School of Aeronautics, etc., as well
as the five foot model of the ‘Curtiss Albany-
New York Flier,’ which the New York World now
has on exhibition in the rotunda of the Pulitzer
building.

Complete parts of every description for model
builders and experimenters are carried in stock,
and the variety of such parts is continually being
increased.

Plans are well under way for a new type of
aeroplane, which the Church company is about
to put on the market, and Mr. Church, who de-
signed the machine, has termed it a ‘“‘monobiplane.”
Complete details of construction are not ready
for publication, but the manufacturers expect to
have this ready in the very near future. It is
claimed that the new combination skid and wheel
alighting device will be constructed in such a man-
ner that it will be able to start and alight on
very rough ground. This machine will also have a
front and rear control, and a new device for lateral
stability which is designed to be about 75 per
cent. automatic.

in drop-
aeroplane

rolled sheet steel fittings
and two types or

Enters Aeroplane Trade.

The J. I. Case Thrashing Machine Company will
compete with the Mitchell-Lewis Motor Car Com-
pany in the manufacture of aeroplanes. It will
begin immediately, under the personal supervision
of Lewis Strang.

The New Fabric, “‘Penacloth.”

The Pennsylvania Rubber Co. has been experi-
menting for several months to secure a satisfactory
fabric, has thoroughly tested the material now of-
fered and believes that it far surpasses anything
which has been produced heretofore. It is proofed
with rubber and colored yellow to protect the
rubber from the injurious light rays. Tested for
durability, it does not deteriorate in sunlight as
most rubber coated fabrics do.

The weight of ‘“‘Penacloth” is 61/3 ounces per
square yard. This is an ounce or two heavier
than most fabrics which are now in use, but as
the strength is a very important consideration.
The strength of this fabric is phenomenal for its
weight, being 130 pounds per square inch.

There has been a number of accidents lately
which could be attributed to the tearing of fabric
on the planes and it therefore seems that most
experimenters will be looking for a stronger ma-
terial. A fabrie of this strength will help to hold
the strueture together in the same way that brac-
ing wires do.

November, 1010

The width of this fabric is 40, inches.

The advantages of a water-proofed fabric are
that it protects the wooden frame work from
dampness and will not stretch, or absorb moisture
and thereby increase its weight in damp weather.
The added weight of this fabric over the ordinary
material is quite inconsiderable, adding only about
seven pounds to the total of even the largest
machine.

Roebling Exhibit at Belmont.

At the Belmont Park International Aviation
Tournament, the John <A. Roebling’s Sons Com-
pany will show their standard aviator cord. Sam-
ples of all sizes of both single strands and flexible
cord will be displayed.

Roebling plated aviator wire will also be ex-
hibited in sizes ranging from No. 10, B. & S.

gauge, weighing 2.91 pounds per 100 ft. down to
No. 21 weighing .227 pounds per 100 ft.

Insulated wires for use in airships and auto-
mobiles and specially constructed light wire ropes
designed for use as emergency brake cables for
automobiles will form another detail of the ex-
hibit.

“Camasco” Adopted for Trade Name.

The California Aero Mfg. & Supply Co. have
adopted the trade mark Camasco from the initials
of the firm name, which will be used hereafter as
a trade name for the monoplane, biplane, propel-
ler wheel and other aeronautic specialties manu-
factured.

They report that work on a number of machines
being built to order has taxed their facilities so
that their own type, of Camasco machines, a mono-
plane and a biplane, will not be on the market
for a month. A pleasing feature, however, is that —
several deposits have been made on this type,
merely on the class of work being turned out
on the former. Full descriptions of those ma-_
chines will appear in AERONAUTICS.

They report also the sale of a ‘‘Loose monoplane”
to Mr. Ed. Smith of Stockton, Cal. The Loose.
Monoplane Co. has given them large orders for
ribs, spruce and ash, in special shapes. ‘That
trade is not alone local, may be judged from the
fact that shipments have just been made of Camasco
knock down planes, to New Zealand and Nome,
Alaska.

A large stock of models and model supplies
will be shortly installed.

Their large show rooms at 441 and 4438 Golden
Gate Ave., San IF rancisco, could be termed a
good sized aero show, four full sized machines
being at present on exhibition. A ‘Greene’ aero-
plane, veteran of many flights, two Loose mono-
planes and a Demoiselle type, besides several
gliders, aero motors and a large number of pro-
pellers, accessories, etc.

A “Visitors Welcome” sign throngs the place
from opening of doors. It is the meeting place
of all the local aviators, and all visiting en-
thusiasts are cordially invited to make it their
headquarters.

Agencies have been secured for Naiad cloth, all
makes of aero tires, Detroit Aeroplane Co. and
Michigan Airship Co. motors, Paraborel propellers,
Roebling aero cord, and many other specialties.

“Caveat Emptor.”

That there is a special need for knowing the
exact horsepower capable of being developed by
an aeroplane engine, while not so necessary in
the automobile, is claimed by Joseph Tracy, whose
engine testing device has been installed in many

of the large automobile factories, such as the
Atlas, Continental, Simplex, Winton, Mercer, Mo-

line and others.

In one certain specific
engine sale would have
economy for the purchaser had such sale been
contingent upon test by an apparatus like the
Tracy Dynamometer. The old business motto
“Caveat Emptor’ (Let the buyer beware) still has
worth, although generally business ethics of some
big concerns have made it almost obsolete. There
are bound to be misrepresentations perpetrated
upon the unsuspecting purchaser of aeronautic ma-
terial, and it is no great trouble to keep this
little advice in mind.

instance an aeroplane
resulted in greater

183

AERONAUTICS November, 1910

The Loose Monoplane

IN A DISTINCT CLASS BY ITSELF

Original in every respect but embodying the best
principles now used on all successful monoplanes

ELHE IEMPROVED “DEMOISELLE”
A larger machine

150 Pounds for 150 square feet—a 26-foot span—Designed for 5 pounds per sq. foot,
No infringements—Ready for Power Plant

4 ply laminated ribs Roebling steel cable

SPECIFICATIONS: 20" steel wheels Palmer tires

#" steel axles Naiad cloth

ONLY A LIMITED NUMBER AT THIS PRICE

Send for circular

The G. H. LOOSE MONOPLANE CO., **catPusX°

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W000 For Aeroplanes : t NAIAD

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£ Spruce --Pines --Bass--Whitewood-- ~ eronau lca 0
+ White Cedar, Etc. f
FULLY EQUIPPED MILL—LOW PRICES - Manufactured Especially for
% Manufacturers Supplied Aeroplanes
z WM. P. YOUNGS & BROS. i
* First Ave. and 35th Street - New York
Sp peeerbeeereeerteereberetet L l Light, Str t, S t ro n Ong

Just Published
FLYING MACHINES:

AVINGHACHINES Construction and Operation
CONSTRUCTION E OPERATION, By Jackman — Russell — Chanute
IACKMAN, RUSSELL: CHANUTE HIS practical book shows how

Moisture Proof

Sample Book A-6, Data and Prices on Request
to build and operate Flying Ma-
chines. The book i is known as

the “‘Aeronautical Bible.’” Pocket

size, 250 pages, fully illustrated, bound
indoth, Price $1.00 oepaid! Sold
by booksellers generally.

The Charles C. Thompson Co.
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545-549 Wabash Avenue, Chicago

Air-Tight and
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The C. E. Conover Co.

MANUFACTURERS

101 Franklin St., New York

SESE EE EEE EEE SEES hE Eh eh he teh fe fofecforh

In answering , advertisements please mention this magazine.

AERONAUTICS November, toro

The
Master
Magneto!

(Made in Germany)

@ All sizes for Single, Double and Dual Ignition—1, 2, 4, 6 and 8 cylinders—every
one a true high-tension are flame magneto generating the secondary current in the
armature independently of any outside coil. New illustrated ignition catalog free.

J. §. BRETZ COMPANY, Sole Importers, Times Bldg., New York

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and_ confidential
reports.

JOSEPH TRACY

Consulting Engineer

116 West 39th St. ssimaret leg st New York

STEEL TUBING

Importers of Piano
Wire, specially up-set
for use in Aeroplanes

All diameters and
gauges carried in stock

Also Nickel Steel Tubing
for Propeller Shafts

NEW YORK PHILADELPHIA BUFFALO
130-132 Worth Street 408 Commerce Street 50-522Exchange Street

G. L. BUMBAUGH largest in the world; the ‘‘ Indiana,’’

1029 N, Illinois St. :: :: ‘Indianapolis, Ind. || which holds the endurance record of

Designer, Contractor, Operator | the U. S.
|| For Sale—Four new spherical balloons,
Constructor || four new dirigible balloons, just finished.

AIRSHIPS AND BALLOONS | Will sell at reasonable prices.

EDWIN LEVICK|AERO MEAT! ! tec is:

going to be
any aero meat when this steel frigate bird whizzes
over the Alps.

|| Builder of the Balloon ‘* Chicago ’’ the

Aeronautical
A N D M A RINE

Photographers

Telephone 108 FULTON STREET Cable

100 John NEW YORK Photonews, N.Y. Because it’s a non-capsizable Gyroscope,
Helicopter, Parachute, Fly-wheel, Monoplane--
Photographs of Practically every Aeroplane and Airship in the World | safe, sane, swift and strong.

Lantern Slides and Enlargements our Specialty P.S.—Tack a Big Vertical Tail on Her and She's Perfect! !
Write for Catalogue Agents Throughout Europe JOS. Es BISSELL, Box 795, Pittsburg, Pa

In answering advertisements please mention this magazine.

pERONAUTICS

Biggest Propeller a Gibson.

The largest propeller ever made has been turned
ut by the Requa-Gibson Co. for a monster 2,200
sound aeroplane building in California. It is 141%
t. in diameter.

A conversation with Mr. Gibson on various sub-
ects relating to propellers brought out the fol-
owing statement :

“We are employing a large force of men, spe-
ialists in this work, and by the use of many
pecial devices, instruments, ete., combined with
he extreme accuracy, resulting from our special
rocess of manufacture, we succeeded in producing
ropellers, which were so accurate as to cause
emarks from some purchasers, who have taken
he trouble to check up the characteristics of the
ropeller, and compared them with the markings
n the same propellers, and have found them
orrect in every instance. This is a very great
hing to say.

“By the usual process of elimination we have
esolved not to cater to the light weight craze.
t costs the purchaser too much money, and the
alue of this course is shown in the fact that
ight out of ten accidents, such as striking stones,
ticks, wires, ete., do ruin an ordinary propeller,
ut are not sufficient to put ours out of business.
Ye can repair them in a perfectly satisfactory
ianner. Trance has shown America the way in
ve building of automobiles, and so it is doing
1. aeroplane building. We, for our part, are will-
ig to be shown, in some respect at least, especially
1 regard to finishing.

“We realize how much efficiency is lost by care-
sss and incompetent finishing, and after spending
msiderable sums in securing the best possible
asults, our propellers have the appearance of be-
ig finished in a piano factory.

“We propose in 1911 to continue improving,
1d as we have been in the lead in this country
1 the past, so we propose to be in the future,
nd our reason for this optimism lies in the
niversal satisfaction so unstintingly expressed by

very one of our customers except upon one
vint, delivery.
“Let this be our explanation and apology. We

re endeavoring to produce the best, and having
me so, we will in the natural course of events
2 rewarded by the support of those who appre-
ate that America to be in the lead must take
ist as much pains as our foreign competitors.”

No Change in Naiad Cloth.

The C. EF. Conover Co. at present do not ex-
eet to make any change in their cloth, as the
ind they are now selling has proved so _ satis-
ictory they do not think it necessary to make
oy change. Among the manufacturers and others
ho have bought their cloth extensively are the
owing :

Aerial Navigation Co. of America, Aeronautical
uppiy Co., Auto & Aeronautie Supply Co., Cali-
omnia Aero Supply Co., Hamilton Aero Mfg. Co.,
. & A. Wittemann, ‘P. Brauner & Co, Burgess Co
Curtis, Detroit Aeroplane Co., Elbridge Engine
o., Harvard Aeronautical Society, Scientific Aero-
lane Co., Fred Schneider, Glenn H. Curtiss, Dr.
. W. Walden, Chas. J. Strobel, H. C. Gammeter,
. W. Gill, Chas. K. Hamilton.

Loose Monoplanes.

The Loose Monoplane Co. believes that for the
resent and for some time to come the machine
hich is and will be in the greatest demand is
1e small monoplane to carry one person. The
oose monoplane is built ready for the motor
nd propeller. It is designed to carry 5 pounds
ar square foot, but is only called upon to carry
pounds per square foot. Not so large that it
squires a 50 foot hangar to house it in and not
>» small that the aviator is crowded and uncom-
ywtable while in flight. It is a matter of less
yan half an hour for one man to remove the
lanes after which it ean be housed in a hangar
feet wide by 25 feet long. In short the
oose monoplane is in a distinct class by itself—a
iachine larger than the ‘‘Demoiselle’’ and smaller
nan the ‘Antoinette,’ designed to fly with about

183

November, 1910

thrust from a. motor of 20 to 3

160 pounds
horsepower.

The fuselage is of triangular construction, mak-
ing the most rigid machine of this type that
could possibly be built. Oak, spruce, and ash
are used besides steel tubing, making a machine
of durability. It has also been kept to the acme
of simplicity throughout and where the vibration
of the motor has a tendency to loosen a nut there
are split pins, making reliability a third point in
the construction. A big skid track is of great
benefit in landing by keeping the planes well off
the ground.

One of these machines has been purchased by
E. H. Smith of Stockton, Cal., who has ordered
a 20-50 opposed Detroit motor.

Hartford Tires Have Big Demand.

It is surprising, even to aeronautical publish-
ers, to learn that it is not wncommon for the
Hartford Rubber Works Co. to receive several
orders for 50 to 100 pairs of aeroplane tires
at one time, but such is the statement made by
this company whose patrons include Wright Bros.,
Curtiss, Hamilton, Johnstone, Willard, Burgess,
Brookins, Curzon and others. The line for 1911,
which includes the single tube tires, Aviator,
Aeroplane and Aeronaut brands, will not be
changed.

Ferdinand Bayer, 104 West Main St., Gaines-
ville, Ma., wants to correspond with manutac-
turers of and dealers in materials for construc-
tion of aeroplanes, airships, ete.; material to in-
clude steel, aluminum and engines.

AERONAUTICS

First 1911 Elbridge.

The first 1911 Elbridge engine has been assem-
bled and it was found to weigh, with all required
fittings, 155 pounds for 40 horse power rating. It
is expected that the engine will give at least 10
per cent. more power.

A very large percentage of the successful flights
by novices during the past month were made with
Elbridge engines. On one day at Mineola recently
with five men in the air, three of them were
flying with Elbridge engines. <A partial list of
the men who have made flights at Mineola this
summer with Elbridge engines shows that the
trick has been done by Dr. William Greene, J. J.
Frisbie, Bud Gaskell, George Russell, F. E. De
Murias, Joe Seymour, Henry C. Cooke, Charles
Willard, Chester Kaufman, Wilson Post and oth-
ers. The distances varied from try-out jumps
of a few hundred yards to cross-country flights of
many miles.

New Rotary Oil Pump.

The Pedersen Manufacturing Company, 644 First
Avenue, New York, besides their well known me-
chanical lubribators, are now offering a new small
rotary oil pump, that on account of its small size
and light weight is especially adapted for aero-
plane engines. The construction of this pump is
very simple, consisting of only two moving parts,
but the pump has considerable lifting and discharge
power.

Several types of these pumps are made, the one
illustrated in full size being the No. 2 pump, which
has means for regulating the amount of oil pumped,
so that this pump in itself constitutes a complete
regulatable oiling device.

This pump consists of a casing with an enlarged
end bore, a shaft fitting in same and having a
cross slot at its largest diameter, in which slot
fits a piston or slide, with lugs on each end.
In rotating the shaft, the slide rotates with same.
and the lugs by coming in contact with the taper
serew placed eccentric in the head or cover of the

184

November, r9Ic

case is given a lengthwise movement in the slot
The regulation is obtained by varying this move
ment, which is accomplished by the taper screw, as
when this screw is at its extreme inward positior
the slide has its greatest movement, and vice versa

The movement of the slide takes place when ii
is opposite the suction and discharge ports, and as
the movement is toward the outlet port, oil is
drawn in at the suction side, and confined betweer
the wall and the piston during the rotation. Wher
the reverse movement of the slide takes place, thi;
oil is forced out through the discharge port, and a
the same time a new charge is taken in at the sue
tion end. This is repeated as the shaft revolves.

These pumps can also be used in connection wit]
single or multiple sight feeds.

New Bretz Office.

The J. S. Bretz Company have just opened up :
complete western oflice and salesroom at No. 121:
Woodward Avenue, Detroit, Mich. The suite of of
fices occupies the whole of the second floor of a ney
two story brick, stone and plate glass building tha
was erected especially for automobile use in th
heart of the automohile district. H. J. Porter ane
J. W. Hertzler, the western sales representative o
the J. S. Bretz Company, will make their head
quarters at the new address, and show a complet
line of F. & S. Annular ball bearings, German stee_
balls, U. & H. master magnetos, and Bowden wire

Bosch Magnetos at Berlin.

Bosch magnetos were used on 27 machines, includ
ing Farman, Sommer, Wright, Euler, Grade, Fat
man, Aviatik, Voisin, Antoinette and Behrend. Si
different types of Bosch magnetos were employer
There are still two more types used in aeronauti
work.

.
In the Berlin aviation meeting held last a

AERONAUTICS AND WA

[Continued from page 146)

making such a vessel, practically as they de
to-day, silk, linen and cotton cloths, goldbeat
er’s skin, linseed oil and even solution o:
rubber. Attempts, however, to make balloons
for the purpose of demonstrating in the lecture
room the lightness of the gas proved failures
Seventeen years after this important discovery
of hydrogen, it remained for Montgolfier, it
1782, to be the first to bring about that col:
location of materials necessary for a successfu
balloon.

Montgolfier began his experiments by using
hydrogen as the lifting power. This he in
closed in small silk bags and in small thin
paper bags, which easily rose to the ceiling and
higher, but which would remain in the ait
but a very short time owing to the porous
character of the materials used in their con-
struction.

Had Montgolfier at this stage turned his
attention to the question of making the en-
velope impervious, as was afterwards done by
Charles and Robert, he would have produced
then and there the balloon. But instead of
doing this, he sought for a new lifting powef,
and he turned his attention to smoke. During
a visit to Avignon he procured a silk bag of
about 40 cu. ft. capacity and upon burning
paper in the mouth of this bag, when inverted,
it rose rapidly to a height of about 75 feet.

[To be continued)

AERONAUTICS

20 Years Experience

PEPE MEG GO GOES Of Oo Ugo MgO NG Og CGO eRe Oe Oey ae

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK,

913 F STREET, WASHINGTON, D.C.
| HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

PP PEEP bb hehe hobo ole ssosfe cfoofe of ofo oho eso ofe oho ofa nfo ofa nfo fo ofe ofa ofe oho ofa ofe ofa ofe ofa of ofa ofe ofa ofe of sefoofoofe oo

November, rtoro

PEEP EE eb bh re A i EF N : S Pe eee

SPECIAL ATTENTION TO AERIAL
NAVIGATION

PATENT ATTORNEY

256 BROADWAY, NEW YORK CITY

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PATENTS

Competent Patent Work Pays in the End.
You get it here at Minimum Cost.
Also Working Drawings and Reliable Data
r Flying Machines.

AUG. P. JURGENSEN, M. E.

170 BROADWAY, NEW YORK CITY

F. O. ANDREAE

REGISTERED
SOLICITOR OF PATENTS

Aeronautic Inventions Pasadena,
a specialty
at home and abroad Calif.

Serious Work

PATENT

100-Page Book
H. L. WOODWARD, 730 9th St.

BUSOU) tie. Complete Acre

Book Catalogue
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Aeronautics, 250 West 54th Street, New York

Protective Patents

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P A T E N ale S¢& Late net: Us. Ree Bice

ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

American and foreign patents secured promptly and
with special regard to the legal protection of the in-
vention. Handbook for inventors sent upon request.

30 MCGILL BUILDING WASHINGTON, D. C.
PATENTS feturne> so

Send sketch for free search of Patent Office Records
How to Obtain a Patent, and What to Invent, with List
of inventions Wanted and Prizes offered for Inventions
sent free. Patents advertised free.

We are experts in AIRSHIPS and all patents and
technical matters relating to AERIAL NAVIGATION.

VICTOR J. EVANS & CO., Washington, D.C.

HAVE YOU AN IDEA?

IF SO, WRITE FOR OUR BOOKS:

*‘Why Patents Pay,’ ‘100 Mechanical Movements”

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Patents control the Automobile.

of successful patents, mailed free.

re A SPECIALTY

Improvements in Aerostructures should be protected without delay.
experimenting, and your discoveries may be made and patented by others.
unimportant point to-day, may control the Aeropline and Dirigible in the future as the Selden
Do not give your ideas away ; protect them with solid patents.

We render an opinion as to the patentability of any invention without charge.
sketch and description, photographs or a model for immediate report.

booklets giving full information in Patent Matters, a list of needed inventions and a history
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AERONA

OLIGS

November, 1010

7X. M. MAGEE & SON Ei Sftfocx Wage.
TENTS, FLAGS, AWNINGS ES

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vee 1 AT FULTON ST., N. Y.

Tel., 5635 Cort.

AEROPLANE WHEELS

All Sizes built to order on extremely short
notice. @We do experimental

work of all kinds. qd Wwe are specialists in Nghe
tubular, frame construction work ze :

THE TIGER CYCLE WORKS CO.

782 Eighth Avenue - Phone, Bryant, 1268 - New York

HIGH-CLASS MACHINE WORK
FOR AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
Pedersen Lubricators have proven to be the most reliable

PEDERSEN MANUFACTURING COMPANY

(ESTABLISHED 1884.

636-644 FIRST AVENUE

INCORPORATED 1906)

NEW YORK

AEROPLANE WIRE WHEELS

20" x 2", 20" x 244", 20" x 3", 20" x 4", Curtiss Type in Stock—
Wood Rims or Steel ‘Rims, WEIGHT 7 LBS.
Monoplane Tail Wheel, 16" x 142"— Weight 3 lbs.

For any stock size Wheel
Farman Type Axles {yi3eaioren
14" Wire-Spoked Steering Wheels

J.A. WEAVER, Jr., 956 8th Ave., N. Y.

Specially Selected for Aeroplanes
ALL SIZES IN STOCK
J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

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GET OUR CATALOGUE
No. 15-A

THE ADAMS COMPANY
DUBUQUE, IOWA, U.S.A.

In answering advertisements please mention this magazine.

The White Aeroplane
Company

15 MYRTLE AV., BROOKLYN., N. Y.

Miniature Gasoline Engines
for Models
Complete catalogue of Aeroplane Wheels,
Ball Thrust Bearings, Turnbuckles,
Sockets, Propellers, and Supplies for
Models mailed on request, or at our
booth International Meet 5

Auto & Aeronautic Suppl C0.

@ Aeronautic Supplies of Every
Description in Stock
@, Wood Cut as per Specifications
2100 BROADWAY (73rd St.) NEW YORK

"PHONE, 6948 COLUMBUS

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Chocolates

Health Food Chocolate

Most Suitable for Aeronauts or those
requiring a Non-Bulky Sustaining Food
Office, 150-154 CHAMBERS STREET, NEW YORK

W I R E Aviator wire of high

strength—Plated finish—-Easy to solder
—Aviator cord of twisted wire.

John A. Roebling’s Sons Co., TRENTON,

AERONAUTIC

—_—_————_ Edited by
Major B. Baden-Powell and John H. Ledeboer

The first end leading paper in Great Britain devoted to
Aviation, Aerostation, Meteorology, Aerology, Etc.

THE ONLY RELIABLE TECHNICAL JOURNAL

ISSUED A special feature is a complete illustrated list of
MONTHLY all Aeronautical Patents published every month

JOne Year, - 85 cents \ P

SUBSCRIPTION (Specimen copy 5 cents /

ostpaid

27, CHANCERY LANE, LONDON, W.C., ENGLAND

TENTS OF EVERY DESCRIPTION MADE ON SHORT NOTICE
ARTHUR F. SMITH, 93 JOHN ST., NEW YORK CIT}

AERONAUTICS

November, 1910

Sieeoo st Ef bE ty AD VER TESEM EN Ts

FOR SALE—New 4-cylinder Climax engine.
Weight, 110 lbs,, 25 h. p., $125.00. Will ship

C. O. D. on receipt of $25. Address L. WESTLEY,
2733 Dupont Ave., So., Minneapolis, Minn.

TYPEWRITERS—AIll makes. Caligraphs $6.00;
Hammond, Densmore $10.00; Remington, $12.00;
Oliver $24.00; Underwood $30.00. 15 days’ free
trial and year’s guarantee. Harlem ‘Typewriter
Exchange, Dept. F, 18, 217 West 125th St., New
York City.

BACK NUMBER WANTED—Will pay $1.00) for
copy of AERONAUTICS of May, 1910. Address
A. C. A., care of AERONAUTICS.

MOTOR FOR SALE—One 35 h. p. water cooled
motor that has made an 800-pound aeroplane fly
(but for which building a 50 h. p. motor same
design). Good as new. Gives 260 pound thrust.
Weight 165 pounds. Condition guaranteed O. K.
Should be used on and abundantly ample for
600 or 700 pound machine. Price, $500. Write
quick if wanted. Address Box 188, 6th and
Broadway, Monett, Mo.

FOR SALE—One pair Pennsylvania wheels and
tires 20x4 in. Am placing axle-type wheels on
new aeroplane and wish to dispose of these fork-
type wheels used on previous machine. Will take
but little less than cost price as they are entirely
new. Address E. C. Marble, 98 Market St.,
Chicago, Ill.

INVESTORS’ OPPORTUNITY—New mechanical
combination cyclonic lift and power glide for
practical flying, commercial prospects.

Latest, greatest, safest, most perfect and re-
munerative cycloplane proposition ever offered in-

vestors. Address C. B. Melott, Yonkers, N. Y.

MOTORS—8-ceylinder “‘V,’’ 30:40 h. p. Early de-
liveries. Prices moderate. Hudson-Fulton Auto
Co., 247 West 47th St., New York.

ADVERTISER desires backing to learn practical
operation of aeroplanes. Will give security and
interest in future operations, if desired. Details
to responsible party on request. R, care ABRO-
NAUTICS.

Tar AMERICAN SCHOOL OF AVIATION CORRE-
SPONDENCE COURSE.—A thorough technical as well
as practical training in Aviation for all; aviator,
inventor, designer, manufacturer, athlete, traveler, etc.
Practice is provided upon the best aeroplanes, and will

not interfere with other occupations.
Write for particulars

M. K. KASMAR, Secretary,
1952 North Avenue,

Chicago.

185

NEW BLERIOT XI monoplane latest type quan-
tity of spare parts, $2,600. Duty cam be satis-
factorily arranged. Owner leaving for France.
Hamer, 128 Bishop St., Montreal, Can.

FOR SALE—Demoiselle type monoplane; guar-
anteed to fly; ready for immediate shipment. Blue
prints and instructions for building monoplane, $1.
Write for prices to J. Horat, Lafayette, Ind., man-
ufacturer of aeroplanes to order.

FOR SALE—Patent and license for two of the
best kites made. (lst) the exclusive license to
make, use and sell kites smaller than 36 in., un-
der Patent No. 698,634, known as the ‘‘Conyne
Kite,” the “King of Aerial Advertising.” (2nd)
Patent for sale outright for one of the cheapest
made, most durable, best flying, light wind kites.
Any manufacturer, with these two kite patents,
would almost be able to control the toy kite market
of the United States. He would be in the same
position that I am in the aerial advertising busi-
ness.

Get busy. There is big money in it.

For information,

SILAS J. CONYNE,
3508 McLean Ave.,
Chicago.
Se
FIRST-CLASS Machinist and Tool Maker would
like position with party engaged in air craft con-
struction. Student of the Y. M. C. A. aeronautical
course. Now building own machine, including en-
gine; 15 years’ experience in different branches of

mechanics.
FRED’K CRIBIER,
299 N. 5th St., Newark, N. J.

MAN WITH EXPERIENCE in heavy gliding
models would like position with reliable parties in
aeronautics. Valuable lateral stability device as an
inducement for good position. Wesley Emmes,
i, B. 37, Peterboro, N. H.

HOLBROOK

Aerial Motors and

Propellers
35 H. P. 50 H. P.
4 Cylinders, 4 Cycle, Water Cooled

We are going to sacrifice
four of these motors as
an advertising medium

Write for terms

Holbrook Aero Supply Co.
Joplin, :: Mo.

AERONAUTICS

The
Aeronautical

Society
OFFERS REAL BENEFITS

All interested in the Art will be
benefitted by becoming members.

$10 Per

Annum
No Initiation Fee

DUES:

@.No other Association in
the world has accomplished
as much.

@If you desire to learn
what the Society has done
for the Art in the last eigh-
teen months, send for the
brochure reciting the ac-
complishments from the
formation of the Society in
July,- 1908). to December,
1909. It is practically a his-
tory of aviation in the U.S.
during the above period.

@ For the purpose of in-
creasing the sphere of use-
fulness the membership
should be augmented.
Every additional member
advances the general good.

Address the Secretary for booklet and ap-
plication blanks at P.O. Box 28, Station D,
New York; or 1999 Broadway, where
weekly meetings are held.

@The Aeronautical Society offers the
courtesy of its grounds at Garden City,
L.I., to all who are desirous of qualify-
ing for pilots’ licenses of the American
Aeronautical Federation. Write directly
to Secretary, American Aeronautical
Federation, 170 Broadway, N. Y. City.

PPP PPP PP PP PPL PA AL LP ALLL LAL ALL ALL LL ALL rer

November, 1910

CL UB” = NEA

Go do: B nnct Balloo: Trcphz

The United States Aeronautical Feservve is
the latest aero organization, and it bids fair to
rapidly become the greatest in this country.

Since the actual recruiting work began at the
Boston meet 3,200 citizens joined the association,
so it has been announced. -

It was started by John Barry Ryan. The
Reserve is planned to be a nation-wide associa-
tion of aeroplane inventors, professional and
amateur aviators, designers and builders of aero-
plane engines and other aerial equipment, army
and navy officials prominent in the regular sery-
ice and in the militia of the states, financiers.

statesmen. newspaper men. sportsmen, and hun-
dreds of others interested in aeronautics, from

President Taft down to the humblest aeroplane
mechanic—and all banded together to advance
the aeroplane as a war engine, to make of it
something better than a mere exhibition toy, and
of its aviators something besides air chasers of
prize money.

There will be captains for each of the states
and territories in the Union.

Headquarters have beem arranged by Mr. Ryan
in the old Lenox mansion, northeast corner of
Fifth avenue and Twelfth street, New York, which
is being overhauled and refitted for the purpose.

One important feature will be the library. It
is planned to have as complete a library of old
and current books and journals and data of all
kinds as is possible—something needed greatly
in this country.

It is expected to swell the membership to 50,000
members by January Ist.

The qualifications necessary to membership are:
active member, viz.: Any aviator qualified as such,
initiation fee one dollar, annual dues two dollars:
apprentice member, any individual interested in
aviation, initiation fee one dollar, annual dues
one dollar.

For further information address Richard R. Sin-
clair, general secretary, 55 Fifth avenue, New York.

The National Association for the Promotion
of Military Aeronautics, formed in Washington.
ID. C., some weeks ago among officers of the
National Guard of the District of Columbia, by
Captain Charles J. Fox, commanding First Bat-
tery, Field Artillery, N. G. D. C., has discontinued
its existence as an organization and its members
have joined the United States Aeronautical Re-
serve. The association was formed along the
lines of the National Association for the Promo-
tion of Rifle Practice, and its object was to pro-
mote aeronautics as a branch of military science.

Many officers of the National Guard of the Dis-
trict had joined the association and it was planned
to make it national in scope, with Washington as

186

AERONAUTICS

maneuver
aeronautics

national aerial

a headquarters and a
instruction in

ground and camp of
at College Park.
When Commodore John Barry Ryan, of the
United States Aeronautical Reserve visited Wash-
ington and succeeded in actively interesting officers
of the Army and Navy, in his national organiza-
tion. the members of the Washington association,
at a special meeting, decided that they could best

promote the objects of the National Association
for the Promotion of Military Aeronautics, by
joining the larger body.

Captain Fox called upon Commodore Ryan in
Washington. and the organizer of the United
States Aeronautical Reserve said he would wel-
come the District Guardsmen in the Reserve.

A large number of officers and enlisted» men
of the Nationa! Guard of the District of Colum-
bia have joined the Reserve, and they hope to
establish at the National capital an aerial ma-
neuver ground, where experiments in aerial tac-

tics can be worked out.

Prominent among the District Guardsmen, who
joined the Reserve. is Colonel Charles H. Ourand,
commanding the First Infantry, N. G. D. C., who
years ago drew many of the designs for the ma-
chines used by Professor Langley in his experiments
on the Potomac in mechanical flight.

The Aero Club of St. Charles College has
been formed at Helena, Mont., where Mars has
been flying. J. C. Mars was elected president.

The Aeronautical Society was addressed by
its president, Hudson Maxim, on Oct. 15th, the
subject being “Some New Discoveries in the Con-
stitution and Dynamics of Language.” L. E. Dare
gave his experiences during his tour with a model
exhibition over the country.

On Sept. 22, Lieut. Frederick E. Humphrey, late
of the U. S. Signal Corps, lectured on the sub-
ject of “The Value of the Aeroplane to the Signal
Corps in Time of War.”

The New Jersey Aercnautical Leazue has been
started at the Guttenberg race track, N. J., for

the promotion of aeronautics in that state, by
about. thirty members.
At the last meeting about ten more members

were proposed. There was a model aeroplane exhi-
bition at the Guttenberg Motordrome. under the
auspices of the League on October 4th.

The officers of the League are as follows: Mr. A.
Ermetti, president; Mr. C. Christianson, vice-presi-
dent; Mr. J. E. Ring, treasurer; Mr. W. A. Kraus,

secretary.

| ASCENSIONS. |

ALTON, Mo., Sept. 27.—John Berry. George 8.
Milnor and Miss A. Lanzwith made an. ascent.
After making an intermediate landing Berry too’
up five children.

TOPEKA, Kan., Sept. 30.—The balloon Toveka
made a short flight, reaching an altitude of 8,200
feet, and landing at Meriden, 12 miles away.
I. S. Cole acted as pilot and H. W. Jatobs. presi-
dent of the Western Aero Club, made his iniiial
flight.

HAMILTON, O.. Sept. 28.—The balloon Drifte*,
with Albert B. Holz of the Holz Balloon Company,
Cincinnati, as pilot, and Louis and Charles Trout-
man of Hamilton as passengers, left its moorings
on its eighth trip this morning at 10:45 o'clock.

DAYTON, O., Sept. 20—E. B. Weston, pilot,

Leo Stevens and Clifford B. Iarmon,; passengers,
started from Buck Island at 11.40 “A. M. and
landed at 5 o'clock at Washington Court. House.
Rattlesnake Gulch.

DAYTON, O., Sept. 22.—Another ascension was
made on Thursday in the balloon “Cleveland,” Leo.
Stevens, pilot. Passengers, E..B. Weston, -O. J.
Needham, Dr. J. C. Eberhardt, and Dr. L. E. Cusier.

Mrs. C. B. Harmon acted as pilot in the “De-
light,”’ Mr. Weston’s balloon, with Ralph Devoe and
Mr. Harmon passengers. Soth balloons landed
about 25 miles from Dayton, at Clinton, O., and
both covered about the same distance in the time
space of 3 hours.

November, 1910

Are You Interested In

Manufacturing Processes
Manufacturing Appliances
Light-weight Power Plants
Aeroplane Motors
Industrial Development

Engineering In Any Branch?
THEN YOU SHOULD READ

Cassier’s Magazine

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Important Illustrated Articles
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AERONAUTICS November, 1910

DOOOOOHOOOOHOHOGHOGHOOOOOOOOHOOOHOOOOE ETEVE STABILIZER

RECORDS (Continued from page 151)

made by Wright Aeroplanes with

The preliminary attempts were made in order
to verify the equilibrium of the modified aero-
plane, which machine was placed at the disposal
of Captain Eteve by General Roques, engineer-
director. After having made some flights at Pau in
company with M. Tissandier, Captain Eteve, be-
ginning with the 4th of May commenced opera-
tions, first demonstrating the correct operation
of the stabilizer when running on the ground: next
making flights of 500 and 600: metres with turns
on the 7th of May. and following with flights of
3 and 10 minutes on the 9th. On this day, the
fact that the ordinary Wright can be readily
controlled, was demonstrated. The operation of
the depression rudder was found to be considerably
simplified, and in spite of the large surface of
the depression rudder of the Wright machine. the
stability was such that the apparatus frequently
remained in equilibrium for some minutes without
the intervention of the pilot.

On. the 12th and 13th flights of 31 and 17
minutes duration were made, and on the latter day
a height of 30 metres with a figure 8 turne was
attained. On the following day an 18-minute
flight outside of the Saint-Cyr polygon. while
on the 20th a flight of 8 minutes with the ap-
paratus out of transverse equilibrium was made.

as sole and standard equipment

ALTITUDE, 6175 ft., Walter Brookins
CROSS-COUNTRY, 175% miles in 5

hrs. 51 minutes, Walter
Brookins (world record)

DURATION, 3 hours, 5 minutes,
Ralph Johnstone

SLOW SPEED, 22.82 m. p. h., Walter

Brookins (world record)

ACCURACY, 5 ft. 4 in. from mark,
Ralph Johnstone

(world record)

SHORT CIRCLE, 53 secs., Walter

Brookins (world record)

SUSTAINED CROSS-COUNTRY
FLIGHT, 97 miles, Arch
Hoxsey
BENZ car with MEA, winner in
Gaillon Hill Climb, 97: miles
p. h., 8% grade

FOREIGN LETEIRRE:G

(Continued from page 180)

MORANE HAS ACCIDENT.

PARIS, Oct. 5.—Leon Morane. with his brother
Rohert as a passenger, attempted to win the
Michelin prize of $20,000 for a two-man flight
from Paris to Puy-de-Dome, a mountain 4.800 feet
high. near Clermont-Ferrand. but fell near Boissy
and broke one leg. His brother was badly injured.
The machine was a 100 h. p. Bleriot.

FLEW 261 MILES CROSS COUNTRY IN 5 HOURS.

Henry Wevmann, the American aviator. on Sent.

7 nearly won the prize. He got within 12 miles

of the finish when the time limit>was up. Several

landings were made, and his. journal lasted in all

7 hours. of which he was actually flying- 5 -hours

1 min.. maintaining an average speed of 40.8 m..p.

h.. in his Farman machine. <A record for .cross-

country flving in one day. for either one or two

men. :

The conditions of the prize demand the trip to be
made in 6 hours. alighting on ton of the mountain
after cirefine the cathedral of Clermont-Ferrand.
5 miles from the mountain.

pr
Be Eater OFFICER DIRS IN AEROPLANE.

ST. PETERSBURG, Oct. 7.—Capt. Macievich. the
tussian military aviator, was killed in a fall from
a Meisin biplane. The accident occurred during an
altitude competition. which was won by Lieut.
Matyevieh, who reached a height of 3.957 feet.

Macievich had risen 3.930 feet. but decided to
descend. When at a height of 1.640 feet his
machine suddenly upset, and the aviator was
thrown out. Every bone in his body was broken
with the exception of an arm. It is the belief of
physicians that he died of heart failure before
reaching the ground. Loss of control of a lever is
supposed to have been responsible for the accident.

Standard High Tension Equipment
of the German Mercedes

Marburg Brothers

1777 Broadway
New York

AVIATION WEEK
Space 26, Belmont Park Exhibition

It is reported that 120 Bleriof aeroplanes Nave
COOODOOQOQOOOOOQOOOOOGGGOOGHOOHOOOO6 been ordered by the French government.
188

PEON AO TIES, November, 1910

R Edited by
E. PERCY NOEL

Published Weekly

Every Saturday 2 Two Dollars a Year

The First Weekly Aeronautic Publication in America

: Every week AERO brings to its subscribers, first and
‘above all, the news, written and illustrated with a re-
gard for detail.

; Every week a corps of expert aeronautic writers
from the big cities of the United States and the capitals
“of foreign countries send the news to AERO.

4 The mechanics of aeroplane construction are taken
“up at length. Descriptions are illustrated with line
drawings and photographs, and are a regular feature.

Signed articles by aeroplane, dirigible and spherical
pilots appear from time to time.

People having things for sale, such as second hand

motors, aeroplanes, as well as those wishing to buy a
-bargain; men wanting positions, employers seeking men
‘and a dozen other w ants are included in the Classified
Want.Section each week.
‘ AERO is endorsed by leading aviators ane aero-
nauts, clubs, societies and manufacturers in this country
‘and abroad, and those who are now reading it wonder
how they ever got along without it. You cannot afford
to miss it another week. The next issue may contain
just the information. you want now.

IMMS

MAGNETOS

Special Aeroplane
Types

HE same organization

of magneto experts

which has been pro-
ducing, ever since the first
days of automobiling,
Simms Magnetos for auto-
mobiles, motor- cycles,
motor - boats, commercial
vehicles and stationary
motors — and made them
superior to all other mag-
netos—has also developed
amore Efficient and Reli-
able Aero-Type.

Fill out this blank and mail with $2 bill to Publishers of AERO
Ninth and Walnut Sts., St. Louis
PUBLISHERS OF AERO:

Please find enclosed *2 for which send AERO every
week for one year to

Y using a special metal
for certain parts of
this magneto, the

weight has been materially
reduced without sacrificing
in theslightest degree the
vital element of safety.

THE

THREE-STATES
AERO SHOW

N account of the postponement of the
International Meet and the sub-
sequent conflict of dates, the

THREE-STATES AERO SHOW,
announced to be held in Philadelphia,
October 22nd-November 5th, will be held
November 2nd-12th inclusive.

As this is only ten days instead of two
weeks, prices of floor space have been re-
duced 25%. Attractive subdivisions can
now be made and arrangements closed for
showing small exhibits at low prices.

HE Simms Aero-Type
Magneto is used and
highly endorsed by

the most famous European
aviators. Read this testi-
monial from Mr. J. T. C.
Moore-Brabazon, winner of
this year’s Michelin Cup.

“Thave pleasure in stating
that my aeroplane, which
won the Michelin Cup, was
fitted with your magneto,
which has never given the

\M/y very slightest trouble.”
\) AVIATORS should write
for Booklet D des-

Se cribing the Simms

cram muy Aero-Type Magneto.

The SIMMS MAGNETO Co.
| 1780 Broadway :: New York City

| London Representative: Paris Repreeentative:
Simms Magneto Co,, Ltd. Cie des Magnetos Simms

For all information, address the manager

HENRY M. NEELY

Aero Club of Pennsylvania
Betz Bldg., Philadelphia, Penn.

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In answering advertisements please mention this magazine.

AERONAUTICS November, 1910
Z beede obo obecfefocfocde cde cfoobe obs afe ofo obo ofeofocfoceafoofoobeofeoe ole of of cfe ofe cfe chefs

BALDWIN’S “am
AIRSHIPS, BALLOONS, AEROPLANES

VULCANIZED PROOF MATERIAL
Aeroplane Fabric a Specialty

All Curtiss, Mars, Willard, Hamilton, Shriver, Russell, Seymour, Burgess
Co. & Curtis, Frisbie, and all the best fliers have their Aeroplanes Covered
with Vulcanized Proof Material. :: Use Vulcanized Proof Material and Win

Lahm Balloon Cup—697 Miles. Forbes and Fleischman, Balloon ‘““New York”

Best Duration Indianapolis Balloon Race—35 Hrs., 12 Mins. Forbes and Harmon, Balloon
“New York”

U. S. Balloon Duration Record—48 Hrs, 26 Mins. Harmon and Post, Balloon ‘New York,”
St. Louis Centennial

U. S. Balloon Altitude Record—24,200 Ft. Harmon and Post, Balloon ‘‘New York,” St. Louis

Centennial
Gordon Bennett Aviation Prize
30-Kilom. Aeroplane Speed Prize
Grand Prize of Brescia for Aeroplanes
Quick Starting Event at Brescia
2nd, 10-Kilom. Aeroplane Speed Prize
2nd, Brescia Height Prize—Glenn H. Curtiss

New York World Prize, $10,000—Albany to New York. Glenn H. Curtiss
New York Times Prize, $10,000—New York to Philadelphia and return. Charles K. Hamilton

BALDWIN’S VULCANIZED PROOF MATERIAL

USED IN THE U. S. GOVERNMENT DIRIGIBLE AND SPHERICAL BALLOONS

\ X JILL last from five to six times as long as a varnished balloon. The weight is always
the same, as it does not require further treatment. Heat and cold have no effect
on it, and ascensions can be made as well at zero weather as in the summer time.

The chemical action of oxygen has not the same detrimental effect on it as it has on a

varnished material. Silk double-walled VULCANIZED PROOF MATERIAL has ten

times the strength of varnished material. A man can take care of his PROOF balloon, as
it requires little or no care, and is NOT subject to spontaneous combustion. Breaking
strain 100 lbs. per inch width. Very elastic. Any weight, width or color. Will not
crack. Waterproof. Notalcum powder. Norevarnishing. The coming balloon material,
and which, through its superior qualities, and being an absolute gas holder, is bound to
take the place of varnished material. The man that wants to have the up-to-date balloon
must ure VULCANIZED PROOF MATERIAL. Specified by the U.S. SIGNAL CORPS.

Prices and samples on application

EEE EEE EEE EEE EEE EEE EEE EE EEE EEE EEE PEELE EEE EE EEE EE EE Shhh Mb bebop fefebobbfespebebefeofesfeobeoh

Captain Thomas §S. Baldwin

Box 78, Madison Square
NEW YORK

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In answering advertisements please mention this magazine.

{AERONAUTICS

November,

1910

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AtGarden City, L.I.

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Engines have within the
past month or so come

RINE

rapidly to the fore, and are to-day admitted
by experts as second to none for aviation.

Successful Aviators Know
rereerer Their Value -r-¢re+

Any doubt you may have as to the Superior
Qualities of the Rinek Engines must be dis-
pelled after consideration of the fact that they
are amongst the very few which have been
found **A// ae ” under the severest flying
conditions 6 3 ES eS #

TYPE B-8, 60 H.P., weight, 275 lbs. complete
TYPE B-4, 30 H.P., weight, 130 Ibs. complete

IT WAS WITH A

RINEK

50 H.P., 8 Cylinder Engine
THAT

PHILIP W. WILCOX

President Aero Club, Columbia University
On Sunday, Aug. 14, 1910
FLE On first attempt,

making a complete
circuit of the Aviation Field, at an
average height of from 75 to 100
feet. The aeroplane was of the
Farman type, and the speed esti-
mated was about 40 miles per hour.
Mr. Wilcox has since been making

almost daily flights, duplicating the
above.

-v muse
the beef Ou
quent high @

ccuse
ree years,
nt

? a Edward Tilden is its president.

' Flies in Home-made Machine. 4
| Philip Wilcox, the Columbia College J
, Student woh recently built a biplan

| | brought his machine out on the field yes
;terday to itest it He liad no idea 9g

F f @
if ) gsolng in the air, but when he had gone B
‘along the ground a distance of 300 feet Hie
and evervining was running smoothly the
}temptation was too great ‘and he turned g
| up his forward planes. He shot fifty feet
l into the air. struck an ever keel and flew

.,for a quarter of a mile Not content fia
{with that he again elevated his forward
planes a went to a height of 100 feet.

b | ile iiew about a mile, returned and made Binoy

fe 2 mosc rat eeful lauding.
| All the aviators were enthusiastic over
;this penformance of a new man Jin a

lh |home-made machine, and Captain Bald- §
win was so pleased that he threw his #
arms about Wilcox’s neck and hugged
hin.

Armor ehould dictate a . tateme
ad pa-r-

Phenomenal Efficiency PROPELL ERS Finest Material and Workmanship

SeeFpefoGocke fo ofeofeofe oko ofe ole ofe cg acfaclocfeofe cle nfo necZaofeofeefeofe fe fore ofeore Go efo fo afe ofoofe ofa ozo ofa ofoeke azo oho fo che eGo fo efeoGeobesborde dees:

THE RINEK AERO MANUFACTURING CO.

EASTON, PENNA.

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In answering advertisements please mention this magazine.

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AERONAUTICS November, 1910

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80,000 Foot Racing Balloon

IN STOCK
ALSO ONE OF 40,000 FEET

Write quick and get in the big races this Season—
both National and International, and others” = =:

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Sebeobedecbebeobedohedeobedbobodecbebebobeobebedobesk

Largest in America—testing with Air

Our Balloons have won every contest against all makes—here they are:

CHICAGO—9 Competitors—Won both Distance and Endurance
trophies by a big margin.

INDIANAPOLIS—6 Competitors, Ist and 3rd prizes.

PEORIA—3 Competitors, Ist Prize.

ST. LOUIS—9 Competitors, Ist, 2nd and 4th Money.

CAN YOU BEAT THAT!

How we do it: by using the very best material in the country; building on safe,
practical lines, with good workmanship.

AIRSHIPS — AEROPLANES— INSTRUMENTS

FRENCH AMERICAN N BALLOON Co.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

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Printed in Bank Street, Number Fifty-nine, on the Presses of Eaton ¢& Gettinger.

No.

Vol. VII

DECEMBER, 1910

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THE AMERICAN MAGAZINE

S$
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41st ISSU

PRICE 25 CENTS

WILLIAM EVANS OF KANSAS CITY—In Greene Biplane With Eibridge Engine

against Captain Baldwin for a purse offered by the Kansas City “Post.”

country from Overland Park. Two weeks later he entered a match race
Evans’ is the longest flight ever made by a novice.

er practising one day Evans made a public flight of nearly 30 miles cross

LBRIDGE ENGINE COMPANY

Culver Road

Rochester, N. Y.

REQUA-GIBSON PROPELLERS

EL ARCO RADIATORS

AERONAUTICS December, 1910

LIGHTEST AND STRONGEST
YET PRODUCED

100 to 125 H.P. Type—290 Pounds

Adopted by the largest aeroplane
makers and acknowledged to be
superior in workmanship, finish and

reliability~
Compare them for power, and

weight. 456 pound thrust with
eight-foot propeller, seven foot pitch,
at 1000 R.P.M. Get our catalogue
and reference sheet

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Branch: J. R. Westerfield

Temporary Quarters at 1855 Broadway Telephone 1772 Columbus

SSDI MN MM MOMMY

In answering advertisements please mention this magazine.

AERONAUTICS December, 1010

IT The Cheapest Speed hieatdc|

Price is relative. First cost means little. It’s the years of satisfactory service that deter-
mines real value. Here the Warner Auto-Meter stands supreme—without a rival. It is so
refined in construction that it remains absolutely accurate, depend: able and reliable for years
'| under conditions which would ruin a $250 chronometer in
an instant. Auto-Meters over 8 years old are as accurate-
|| to-the-hair as when new. We never yet have seen a
‘* worn-out ’’ Auto-Meter. Other speed indicators become
inaccurate in a short time, and must be replaced every
year or 18 months, yet they cost almost as much at first as

Wimmer Auto-Meter

Quality has so much to do with satisfaction and the pleasure that
| goes with it that even the owner of a moderate priced car should
afford a Warner Auto-Meter. It’s good business judgment to
use it.

Warner Instrument Company,

BRANCHES:

| Atlanta, 116 Edgewood Ave. Detroit, 870 Woodward Ave. Philadelphia, 302 N. Broad St.

| Boston, ‘925 Boylston St. Indianapolis, 330-331N. Illinois Pittsburg, 5940 Kirkwood St.

| Buffalo, 720 Main St. Denver, 1518 Broadway [St. Portland, Ore., 14 N. 7th St.
Chicago, 2420 Michigan Av. Kansas City, 1613 Grand Ave. San rancisco! 36-38 Van Ness

Cincinnati, 807 Main St. Los Angeles, 748 S. Olive St. Seattle, 611 E. Pike St. [Ave. -

Cleveland, 2062 Euclid Ave. New York, 1902 Broadway St. Louis. 3923 Olive St. Other Models up to $145 |

1039 Wheeler Ave.
BELOIT, WIS.

@e WRIGHT FLYER

The aeroplane that has proven itself to be safe,

practical and always ready. The only machine

built to accommodate two people comfortably.
Holder of the World’s Record for Slow Flying, Quick
Turn and Accuracy of Landing; and American Record
for Long Distance Cross Country Flights, Duration,
Distance and Altitude.

At the recent Harvard-Boston Meet. at. Atlantic, the Wright Flyer,
in competition with Bleriot,, Farman, Curtiss and other machines,
took first. prize in duration, distance, altitude, accuracy of landirg,
slow flight. and the Hammond Cup for bomb throwing.

Planes, propellers and motors built entirely in our
own factory. Write us for terms and delivery date.

& WRIGHT: COMPANY 22°30 Moss.

Ra Ae OL OL IIL OLY 9OOOOOSOOOOOOOOOOOOOOOOOD

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AERONAUTICS December, Toro

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COORD OO CLLR COLO OLE: CF

—_—_

WOOO OCLOCLOOK
"ROUND LIBERTY WITH A BOSCH
MOISANTS FLIGHT —GRAHAME-WHITE &
DE LESSEPS ALSO USED BOSCH

~ be OCT. 30-1910- INTERNATIONAL AVIATION MEET.

cece

[IMS CTLOCSSOOOMK

Zz
ZANS

The Gordon-Bennett Cup was won by Grahame- White. The fastest time was made b-
Le Blanc, both in Bosch Equipped Bleriots. Hamilton’s Hamiltonian and Latham’s Antoinett
are also Bosch Equipped. All Curtiss and Curtiss type, all Bleriots, the Farmans, th
Demoiselles and Latham’s 50 H. P. at the International Meet used Bosch Magnetos.

Vo
NTT.

ec Aeronautics | no.

Copyrighted, 1910, Aer

onautics Press, Inc.

eae RONAUTICS

PONG Da VV, AU:

By Lieut.-Col. W. A. Glassford.

SIGNAL CORPS,

(Continued from the November number)

The success of this experiment induced
ontgolfier to repeat it on a much larger
ale, and on returning home to Annonay he
mstructed a large globular envelope of coarse
1en, lined with paper, and about 30 ft. in
ameter. On burning chopped straw within
is envelope it swelled and exerted a lifting
wer of several hundred pounds,

A short time after this experiment a public
hibition of its power was given og the sth
June, 1783, on which occasion the balloon
se to an elevation of more than a mike, but
mained the air for a few minutes oaly,
scending gently to the earth about a mile and
e-half from the place of ascension.

The particulars of this experiment soon
ached Paris, where a few persons became
ger to repeat it. A subscription was raised
defray the expenses and the construction

a balloon was confided to the brothers
ybert under the supervision of Professor
iarles. It was at first intended to imitate

roughout the experiment at Annonay, but
‘ofessor Charles advocated the use of hydro-
n, which, of course, necessitated an imper-
ous envelope. The brothers Robert had al-
aly been experimenting with solutions of
outchoue for making cloth impermeable and
is was used on the present occasion to render
2 envelope capable of holding the gas.

The balloon was a small one of about 13 ft.
diameter. It rose from the Champ de Mars
ig. 27, 1783, surrounded by innumerable spec-
ors, to a height of 3,000 ft., and remained in
2 air for three-quarters of an hour, settling
the earth in a field about 15 miles from
iris, where the peasants of Gonesse, who
ok it for a monstrous and diabolical animal,
ached it with shotguns and pitchforks. Ac-
rding to the local priest its wounded body
haled a nauseous and characteristic odor.
le collapsed bag was finally tied to the tail
a horse and di ragged over the roads until
ere was nothing left of it.
Among the enlightened people
- enthusiasm was unbounded.
ousands of people, undaunted by pouring
in, flocked to witness, on a later occasion,
imposing spectacle of a globe rising in the
in artificial flight and carrying passengers

y'
of the cities
Hundreds of

ie first balloon to carry passengers was of
= Montgolfier type and Pilatre de Rosier
e first aeronaut. The general excitement

189

U. S. ARMY.
soon had its effects on the fashions. Hats,
both ladies’ and gentlemen’s, took the form

of balloons, and garments in general followed
suit, as far as compatible with the human
shape.

Two kinds of balloons suddenly became
practicable, each working on a somewhat dif-
ferent principle from the other. It is said
that Montgolfier was not yet aware of the
true principle of the ascensional force of his
balloon. He seemed to think it was due to
some kind of gas lighter than air which was
generated by the fire; it was later that the
true principle, viz., the expansion of air by heat,
became understood.

The balloon soon assumed the shape of a
sphere, on account of this form being that
which gives the minimum weight of envelope
for a given volume. Let us now consider for a
moment this spherical balloon with hydrogen
as the lifting power. We will suppose our-
selves to be in the basket of a balloon and
that we are ascending and drifting along in
the aoe ae As we go up, the air becomes
lighter and there is less air above to press
down, the pressure of the atmosphere becomes
less and there is a corresponding expansion
of the hydrogen in the balloon. The gas in
the balloon, which follows the same laws as
the air outside, expands correspondingly to
the Setuehed presstare of the air, and if the
balloon has been completely filled on starting,
some of the gas must now escape, as other-
wise, its expansion will saon cause the bag to
burst through internal pressure, and then a
catastrophe would be at hand, It is therefore
customary to leave an opening in the lower
part of the balloon for the escape of expand-
ing gas. We are, then, losing gas as we rise
and will continue to rise to a height where the
weight of the balloon and what it carries
equals the difference in the weights of the gas
and of a bulk of air equal to that which the
gas displaces. When we arrive at this point
there is equilibrium, but only for a moment.
We are now, so to speak, weighing ourselves
in a balance more sensitive than that used in
a chemical laboratory; but what with the de-
fects of construction of the envelope and of
the diffusion through the lower opening, the
balloon is losing gas at all times. The balloon,
therefore, now begins to sink and will continue
to do so until we lighten it by throwing out

(Continued on page 232)

AERONAUTICS

THE AEROPLANE ENGINE FOR?

By Anthony H. Jannus.

T is a great mistake in this age, when wonders
develop into realities so quickly, to expect the
ideal without giving the necessary time for
development. This tendency is manifested by

those seeking to solve their engine problem by
searching the market for gas turbines, light and
wonderful steam turbines, explosion engines using
higher explosives than gasoline and the like. It
seems reasonable to assume that the limitations of

the present types of gasoline engines and the pos-
sibilities of better combining their acknowledged

good qualities offer an extremely wide field to
which many can turn who are expecting the un-
developed to blossom into instant utility. That it
is possible better to combine the best in gas engine
development should certainly be granted. The
4-cycle stationary cylinder engine is regarded as
the height of conservative gas engine development
Let us then consider those of its faults which are
obviously remediable. The rotating cylinder en-
gine has unquestionable merit, but by a compari-
son of the consumption of fuel, oil and labor neces-
sary to keep the present very fragile specimens in
good order, it does not yet seem to have solved
the problem. It may well be said, to the detri-
ment of the above statement, that the rotating
cylinder engine, and one might as well say the
Gnome, holds practically all records. This does
not, however, prove it superior to the aeroplane
engine of 1911 as you shall see. Neither would it
be wise to predict the early defeat of the Gnome
in aeroplane competition, with machines cquipped
with other engines, as much depends on the plane
and operator.

A 4-ecycle gas engine involves two valves for
each cylinder, with at least one of these mechan-
ically operated. These valves require the utmost
consideration in the construction of cylinders,

crank-case and water-jacket. In addition to this
they must be driven and must not get out of ad-
justment. Obviously a steam engineer suggests

ports as the simplest solution, but this also in-
volves complications, not so much in constructing
as in correct functioning. The valves must have
seats, usually cast integral with the cylinder. They
must not prevent too much of the head of the
cylinder from being cooled and their springs and
adjustments must be accessible. The operation ot
these valves must be accomplished with a shaft
running only half as past.as the engine and with
attendant gears for this reduction in speed. These

valv
ing

as they are invariably

of t
valy

res must, in

effect upor

he cylinder.
cs time to

1

I

must result in

swe
fly w
and
lest

eps of the

piston,
rheel, or other

both the

inta

December,

IOL

their operation, have some retar¢

ke and the exhau;

smaller than the di

amet

The whole process of giving thes
individual functior

yverform their

but one explosion to ever

forth for three cycles.
by this idleness for three
mensurate, however, with other losses in light, hig
d, high-powered gas engines now doin

making
cylinders,

it necessary
to hammer i

The amount of

y fou
for

t bac
pow:

cycles is only con

£§ adel

The lubrication of the best 4-cycle engines seen

usually apparatus,

{

a problem

as

the amount,

‘or the lubricant involves

tv of the pressure on

four cycles involves

idle cycles

shaft) to

explosion cycle. This

spee

duty.

still to be quit
and receptacle
and

Sas

lari

of the

ing the three
not criving th
the

in the roitatin

trifugal force

chie

ture
of

only, and
the engine,

this waste oil

bon
C

dev

automobile

tiss

ised such as the
engine, the brazed

aeroplane

dificult forms

ods
the

is

valves

have had

involved in

s

m

not upon the
would

cylinder

such
~€S, Which may get out

of
the

mu

(so

as pumps, pip

order. The
pistons durin

quali
weig
es <ay
irreg
g ear

ch waste of oil du

called as th

insure sufficient
is so markedly evide

gas

engine wher

agnifies oiling troubles, as
A system of oili
then that is directly dependent upon the fired mi

proposition,
forming and ignition
ooling by water has at p
vantages over the air-cooling systems that it seer
worthy of the
ingenious methods of jacketing cylinders have be

1

most caref

motor, and
east jackets.
as the chief obst

of

the valves
road of uniform coolir
and head. Where cast jackets are used great weif£
crevices around 1

resulting

f among its disadvantages.

seem a

wit

ul ¢

oth

ns ¢

corners and
an temperatures
walls. A netw

in uneve

valve seats and cylinder
water pipes and
able things on
water leaks are
for each group of four
were it not

(or
be
the

the thing
difference

an

in

joints is

&-eylinder

one

also frequent.

vibration

in
for
of

number of reve

ey a
oil f

e c&
to

»ylutio

certain solution
h its attendant cé
troubles.

resent so ma

‘onsideration.

copper-jacket of the C

ny a

Ma

‘adil!

jackets of the @
ers, and many ve

All of these

met
acle

»f the cylinder wa

of the most
‘Vv’ type engi

One jacket
the “VV” type)

of i
ork
noti
ne a
for
wo!)

the valves and

the cylinders.

Tr

(ERONAUTICS

lis last objection could be overcome by casting
1e cylinders en bloc, but that involves too much
eight for the base and in the fillets at impos-
ble corners of a cast jacket or too many leaks
‘ound the valves of one that is fastened on. This,
ywever, Would be ideal were it not for the valves,
anifold, and the like.

The objections, briefly, to the accepted type of
cycle stationary cylinder engine are air cooling
ith its attendant reduction in power, the valves,
e uneven torque, the oiling mechanism and reser-

virs, the uneven jacketing, and the weight and
tricacy of pipes and joints for the water cireu-
tion. Nothing has been said of carburetion and

nition as the development in these lines has been
pid and consistent.

Now in crystallizing these criticisms of the obvi-
sly defective into the ideal engine of 1911, the
gine that is to be (and is) the logical develop-
ent of these observations of faults to be remedies
may surprise you to know that a careful expla-

tion of the engine in the engraving will be
ough to convince you that theoretically the en-
ne described should remedy these evils, and
uve the proof of it to the performance of the
gine in the last three months and in the years
come. The engine before you has no valves

xcept the auxiliary air valve of the stock Scheb-
carburetor) but has four ports which are capa-
of functioning with greater economy of fuel
d evenness of torque, at the one most efficient
2ed, in such a manner as to make the engine
wer exceed that of-its A. L. A. M. rating. The
jal imperfect functioning of 2-cycle engines is
logical result of endeavoring to make a port
Zine sufficient at any speed and is as imperfect
2-cycle engines as the set spark of 4-eycle en-
tes, or set valves for variable speed steam en-
ies. Although the ports are designed for effi-
ney in fuel consumption and cut-off at, say,
00 r. p. m., the engine will keep running as
was 300 r. p. m. The waste of mixture at this
w speed is great, but in aeroplane service one is
,00r Operator indeed who can not use propellors
table to the most efficient speed of the motor.

>

2

\fter citing so many obvious detects in the best
yele engines let us take a like view of the
dities, with which likely enough you are most
qdiliar, and which we readily call to mind when

yele is mentioned to us. Until very recently
, collection of ports, carburetor, piston-rod and
nk-shaft has been able to pass as a 2-cycle
rine. As the price -was low, and they would
tk a motor-boat, thousands were sold. How
ny of you can call to mind a 2-cycle engine
h which you have had experience that em-

lies the finest conceivable engine workmanship?
2 comparison is rather that of a scow to a
ine yacht. When you realize that the work-
mship on this engine of 1911 is as fine, and
builder will tell you uner, than that on any
h-eclass, high-priced aeroplane engine in exist-
se to-day, you must realize that this engine
not be relegated to a place with cheap, crude
ducts of the typical American small factory
h but one type and one aim. Another reason
the difference is that the designer and builder
this engine also builds a record-breaking heavy
y marine 4-cycle engine which will bear the
sest inspection in its class also.

rranting then the excellence in workmanship and
cing aside all the prejudice which has been ac-
nted for, let us study those things in the de-
a which make this engine the highest powered
lL most reliable motor in sight for 1911 aero-
nes. Speed being the cry, and high power
essary to produce it, this engine seems to be
best in the field.

‘he usual 2-cycle engine does one thing which
‘esponsible for most of the lubrication troubles—
Bp, Cast a large by-pass on the side of the
nder. The objections to this method are usu-
two. The first reason is that this by-pass
essitates additional size to the base of the cylin-
and the crank-case, the sum total of a number
tvlinders being considerable weight and less base
ipression. The second and most important ob-
ion is that the mouth of the by-pass invariably
ls from a part of the crank-case well within
field of the oil being splashed by the connect-
rod; hence every quick rush of gas from the
p to above the piston carrics cil from the base
pre it is wanted to above the piston where it
farmful. A by-pass, then, that takes this com-
ssed mixture from the base at a point. suffi-
tly well removed from the splashing oil, would
one of the greatest 2-cycle difficulties. This
engine has a four-port system and two of

191

5

D

December, 1010

these ports perform the duty of the old by-pass
system. They are so arranged that the com-
pressed mixture leaves from the side of the piston
through a short 3 or 4 in. of aluminum by-pass
to above the piston, having merely gone a distance
equal to that part of the piston holding the rings.
By examining the engraving of the engine you will
sce the aluminum plates on the side of the engine
opposite the carburetor. Notice that this passage
is well up from the crank and out of the rar ge
of splashed oil. In going through this passage
another very desirable function is performed which
is another exclusive feature of this new engine.
The compressed gases, upon being released and
going through the side of the piston, keep the
piston cool. The nearest approach to this in other
2-cycle engines is the Whitehead motor where they
have fallen from grace by resorting to a valve in
the head of the piston.

After seeing that there is nothing
remove oil from the crank-cases of this motor,
let us turn to the method of getting the oil into
them. It has already been suggested that a
method involving no extra mechanism and which
depended on the mixture used would be ideal. This
is accomplished in this motor in a manner abso-

unusual to

lutely certain. The oil is mixed with the gasoline
in the tank and all fuel and oil enter the engine
through the spray nozzle of the carburetor, thence

into a warm manifold. Ientering as an atomized
spray, the mixture is necessarily very cold, but
three things occur which insure the gasoline re-
maining a vapor and the oil a liquid. The mani-
fold is hot and receives this heat from the ex-
haust of the motor. The inlet port and exhaust
port are separated only by a thin cast gray-iron
wall, which heats the manifold, and against which
the

gas and oil strike in entering the crank-case,
The separation of the gas and oil is further in-

sured by the whirl that the gas makes in the crank-
case, due to the motion of the crank, the change
in direction it makes to get to the by-pass port,
and the fact that the compression literally squeezes
the oil out of the gas. Therefore the oil is prac-
tically poured into the crank-case and feeds a
splash basin of the crank-case more surely than
a mechanical oiler and with the additional ad-
vantage that if the process which brings it in does
not occur, the engine would not run. This oil then
lubricates the crank-shaft bearing, connecting rod-
bearing, and piston, just as in any splash system.

Jn addition to the cooling of the crank-case and
piston the

by incoming mixture the 1911 engine
has a jacket through which a large rush of water
can easily pass. The cylinders are cast en bloc,
this method being the strongest for its weight
when there are no valves or valve seats to con-
sider. The side wall and head are entirely sur-
rounded by water, except where spark-plug and
pet-cock enter, and have more nearly even cooling
from this than any other method affords and with

less weight of jacket. The pump is put directly on

one end of the cylinders and the discharge at the
other without involving a single pipe in between.
One might say that the cylinders near the pump
would always be cool and those at the discharge
end get only very “hot water. This would be so
with a small pump forcing water through intricate
pipes and spaces, but where the water has an
easy flow through large openings and is pumped
at the rate of a barrel a minute (at 1,000 r. Doon:

engine speed) the difference in temperature of the

water from one end to the other is slight indeed.
A glance at the engine will easily reveal its

great strength. 3eside the block cylinders strapped

together at the top, through the middle, and at
the base, the two crank-case sections are beauti-
fully ribbed and _ stiffened. The bolts that hold
this crank-case together may be seen going from
the bottom of the crank-case through the base
of the cylinders, exerting a crushing strain on
the aluminum. No one of these bolts has a thread

in the aluminum and as they are of the finest steel
and hand made nothing in light construction coulda
be stronger.

When you realize that there are six cylinders,
5x5 in., and that they each give an impulse every
revolution you can begin to conceive the power
possible from this engine. Six explosions to a revo-

lution and cach one as strong as the explosions
in a 4-cyele cylinder. We may stop here and
examine this statement—each explosion as strong
as the explosion in a similar 4-cycle cylinder—and
append it by saying that they are stronger, at the
most efficient speed of the engine. In refutation
many will say that the mixture is foul in a 2-cycle
cylinder. One may answer this by saying the same
of a 4-cycle cylinder, for the piston in a 4-eycle

AERONAUTICS

engine can only scavange its own stroke, leaving the
firing chamber full of the products of combustion.
Who shall say that they have proved 4-cycle ex-
plosions stronger than 2-eyecle when properly de-
signed ports afford as good an opportunity for clean
charge at one certain speed as a 4-cycle, bearing
in mind that both are mixed with a slight residue?
This continuous torque certainly does away with
two idle cycles of the piston and keeps pressure
always above the piston, preventing it from scrap-
ing oil from the wall of the cylinder on three
strokes and burning it on the fourth. The in-
creased efficiency of using the same pistons and
crank oftener instead of carrying a greater number
over two more cycles certainly seems to account
for the enormous power of the 1911 engine. It
would take 12 cylinders 5 x 5 in. in a 4-cycle engine
to represent the same eylinder capacity. Such an
engine would weigh so much as to be prohibitive in
the present state of the art of flying as it would
weigh 700 or 800 lbs. The equivalent in 2-cycle
weighs but .286 lbs., with wires, spark-plugs and
ignition system, and combines the ideal simplicity
with great strength, needs no flywheel, no oil tanks
or pumps or pipes or gages, and is most efficient
at 1,000-1,200 r. p. m., which is a good speed for
many excellent air propellers. The largest power
in light engines suitable for aeroplanes seems to
be the Gnome with 14 cylinders, 4.36 in. bore by
4.7 in. stroke, and is rated at 100 h. p. Recent
articles in reliable publications seems to indicate
that the engine develops less than its rated horse
and this delicate and intricate mechanism
lbs., consumes 4 litres (1.06

power, ]
weighs at least 280

December, 101

gal.) of expensive castor oil and ‘300 grammes 0
petrol per horse power and per hour,’ to quot
the Gnome catalogue. This for 100 h. p. equal

9.46 gal. of gasoline and 1.06 gal. of oil, or ap
proximately 10% gal. of fuel and oil per how
for 100 h. p. or less.

As well in fuel consumption as in horse powe
does the 1911 engine excel. The engine will tes

above 140 h. p., but is modestly rated at 100-12
h. p., and when delivering 100 h. p. uses 6.1 gal
of mixed oil and gasoline per hour, making but 23
grammes per horsepower per hour consumptio:
for an engine capable of delivering 125 h. p. anc
better.

A good comparison between the engine of 191°
and the Gnome, its nearest competitor, is that 0
the French locomotive and its American equiva
lent. Wonder at the workmanship and elaborate
ness of small parts is inspired by all French ma
chinery, but of what avail when competing wit
an engine void of small parts and as exquisitel
executed?

The extreme lightness of this large engine ma
not appeal to that class of experimenters wh
believe that aeroplanes should be built upon th
argument “that a stone can be thrown farthe
than a feather, the heavier the aeroplane the bet
ter.’’ Nevertheless there are those who readil
realize that aeroplanes must be designed for engine
and propellors for the combination and it is to th”
class that 125 h. p. and a weight of 350 Ibs. fc
engine, radiator, water, and propellor will appea-
especially when combining the best in conseryatiy
engine practice.

SOME NOTES ON THE NEW WRIGHT MACHINE

Wright company built a special machine,

ITH the expectancy of keeping the Gordon
Bennett aviation trophy in America, the
flying 80

miles an hour. A
private trial fully justified expectations based on
design. This followed closely regulation Wright
lines, except in size, weight, absence of passenger's
seat and running gear. Following are the only

capable of

correct figures published:
The spread was 22 ft., the main planes 3% ft.

fore and aft.
two main planes totaled but 145 sq. ft.
the regulation cylinders, which are
bore by 4-in. stroke, were arranged on a special
crank case. The A. L. A. M. rating would be
61.2 h.p. The weight of the machine was 780 Ibs.
without the operator. The combination warping
and rudder Jever was at the aviator’s left, the
elevator rudder at the right hand. The outriggers
and tail were the same as on the standard 39-ft.
machines. There was, of course, no front elevator,
as all have this at the

The actual supporting surface of the
Hight of
now 4%-in.

machines now being made

extreme rear. It was, in fact, a duplicate of t
other 22-ft. machines, except for motor and a
ning gear. Besides the regulation four whe
mounted with rubber bands two to each ski
there were two additional wheels mounted on ¢
axle fastened at each end to the front ends
the curved skids.

There were at Belmont two more 22-ft. Mm
chines, with the standard 30.6-h. p. (A. L. A. M
motor, of 4 cylinders. These weighed 610 Ibs. wit
out the aviator, who added another 150 lbs. Bo
of these warped and steered right and left by t
lefthand lever, as Brookins is used to that positi
for this lever. :

The third machine of small size had a spread
27 ft. 7 in., the other dimensions of the plan,
being “the same as the ones mentioned abov
This was known as the altitude machine and W
used by Johnstone at Belmont and by Hoxs:
at Baltimore. The warping lever on this machi
was at the right hand.

(Continued on page 232)

192

AERONAUTICS

Decenber, 1010

PLIGHT PROGRESS ABOUT THE “COUNTRY

P. O. Parmalee’s Express

Parmalee Starts Aero Freight Line.

Fastest Speed for American Machines.

For the first time in aviation history an article

of trade has been transported via aeroplane from
one city- to another. On November 7, P. O. Par-
malee, in his Wright biplane, similar to those

made for the general public, carried 10 bolts of silk
weighing 70 Ibs. from Simms Station, near Dayton,
to Columbus, the consignee and backer of the en-
terprise being the Morehouse-Martens Co., dry
goods merchants of Columbus. The distance by air
line is 58.3 miles, and the time for the trip, with a
wind of 5 to 7 miles an hour (on the ground) was
59 min., an average speed of 59.3 miles per hour.
The value of the goods transported was $600. The
Wright Company, acting as the “common ecarrier,’’
applied their established tariff of $71.42 per pound.
The grocer and baker have not as yet taken up
the new rapid delivery.

The aeroplane left Simms Siation at

10.41 A. M.,

passed South Charleston, Florence Station, London,
West Jefferson, Alton, over High Street, the center
of Columbus to the landing at the Columbus Driv-
ing Park. The time to the Driving Park was 66
minutes. The machine crossed High Street at
11.40, the time to that point being 59 minutes for
the 58.34 miles. The balance of the time was em-
ployed in manoeuvres at the Driving Park. The
cented of the track it almost exactly 2% miles

east of High Street, so the total distance flown was

60.84 miles, as measured by Mr. Williams Welch,
of the office of the Chief Signal Officer in Wash-
ington.

This speed is the greatest yet made by any

American aeroplane.

Corrected Distance Hoxsey Flight.

The distance from Springfield Fair Grounds to
Clayton, Mo., Arch Hoxsey’s first landing place on
his record American cross-country flight, October
8, has been accurately measured by Mr. Williams
Welch, chief draughtsman of the U. S. Signal
Service; as 895 miles. After stopping there to get
his bearings he went on 7% miles further to the
aviation field at Kinloch Park, St. Louis, TIIl.,

making a total distance of 97146 miles. Average,
32.5 miles per hour.

Rexford Smith Flies Near Washington.

Rexford Smith has made at College Park, Md.,
his first successful flights in his Curtiss type

biplane, fitted with the 6-cylinder 100-125 h. p
Emerson engine. He only began experimenting
with it on the 12th of November and it was flown
by three different people, making 11 flights in all,
of some 200 yds. in length. No attempt was made
to make long flights. Mr. Smith is going carefully
in order to avoid breaking up the machine. The
machine is larger than standard Curtiss machines
and has a system of control designed by Mr
Smith himself.

Orville Wright left November 15 for Germany

connected with the affairs of

company.

to attend to
the German

matters
Wright

Vv

AERONAUTICS

December, Toro

Clark & Fitzwillims’
: Cycloplane :

2

Flights in Unique Glider.

Messrs. Clark and Fitzwilliams, of 123 Southamp-
ton Street, Buffalo, N. Y., have devised a unique
glider with which eight, so they state, successful
glides have been made, the operator weighing 119
lbs.

This machine has approximately 100 sq. ft. of
surface. Although it is 15 ft. by 16 ft., it weighs
but a trifle over 55 lbs. The main wing is built so
that it can be warped or put at any angle. Unlike
any other glider, it has a bicycle arrangement by
which it can be propelled at a sufficient speed to
make flight possible. The elevating plane, which is
2 ft. by 8 ft., projects 4% ft. from the main wing,
while the rear plane, which is 2 ft. x 2 ft 8 in., ex-
tends back 7 ft. from the center of the main wing.
To this plane is fastened the rudder, part of which
is above the plane and part below. The machine is
equipped with three wheels, two in front and the
driving wheel half way back.

The machine is so arranged that, while in motion,
it can be controlled by means of levers which are
fastened to the framework directly in front of the
person seated in the machine. Fittings, turn-
buckles, ete., and Naiad cloth make the machine
complete in every detail. Although unexperienced
in gliding, flights beyond 100 ft. have been made
successfully without a mishap. This machine was
the result of three weeks’ labor, and is to be used
entirely for experiments.

A new design of an aeroplane is to be con-
structed in the near future. Small models of this
design, driven by rubber bands, have flown at the
height of 15 ft. for a distance of 62 ft. This new
design of aeroplane will of course be 5 ft. by 5 ft.
8 in., and is to be driven by a contrivance which
will be rigged up in lieu of a motor.

“Sky Pilot” Takes Sky Trip as Un-
willing Passenger.

Cc. O. Hadley, of Steurer & Hadley, Tarrytown,
N. Y., a one-time Y. M. C. A. aero course student,
has been building an aeroplane at Empire City

racetrack. During October, while testing his Em-
erson engine, with one man holding on each

extremity of the plane, himself in the driving
seat and the fourth man _ stretched out on the
lower plane at work on the engine, the machine
pulled the two first mentioned men off their feet
and actually left the ground with the aforesaid
dangling in the lower stratum of the upper air.
As quick as Hadley discovered the predicament
of his unintending birdmen he shut the engine
off and the aeroplane decided to come back to
Mother Barth, without damage to either Mother or
the machine. Rev. H. BE. Wright, a minister of
the Gospel at Tarrytown, and U. G. Teetzell were
the two men who hung to the wings.

Penn. State College Starts Big Work.

The Pennsylvania State College, of State College,
Pa., is to be congratulated upon being the first col-
lege or university in this country to take up work
in aeronautics on a large scale so far as known.
The School of Engineering of this institution is now
erecting a level circular track, two hundred feet in
diameter, for making tests upon aeroplanes, pro-
pellers and planes. A car operated by an electric
motor runs on the track at speeds up to 60 miles
an hour. To this car are attached the planes or
propellers to be tested. The frictional resistance,
or lifting power of the planes and the propelling
force and efficiency of propellers are determined
through a series of dynamometers which record by
electrical means on instruments placed upon a plat-
form in the center of the circular track. The
problem of plane shape and surface can be readily
studied by this apparatus, as can those relating to
the shape, size and speed of propellers.

M. F. H. Gouverneur, of Wilmington, N. C., has
done work somewhat along this line, and with par-
ticularly fine facilities. He has made experiments
upon surfaces mounted on a flat car, and run over
a perfectly level stretch of track, propelled by
an electric car. Mr. Gouverneur is interested in a
trolley company in that city, and at night time
there is no difficulty in making experiments to his
heart's content.

Captain Willoughby’s Control.

In the November number a note was made of
Captain Hugh lL. Willoughby’s first flight, and in
this note it was stated that ‘‘the front and rear
horizontal rudders worked in conjunction with each
other as in the Farman machine and some of the
Wright machines.’ It is possible that this may
have given the impression that Captain Willoughby
made use of others’ ideas. In a letter to ‘‘Aero-
nautics,’’ he states:

“When Orville Wright made his first flight at
Fort Myer, he gave me permission to use his

warping wings, and in return I desired him to use

my combination rudders (a patent having been
applied for). Mr. Farman got them in a similar
way. When he made his first flight at Brighton

Beach I desired him to use my patents.

“By my permission Mr. Curtiss and Mr. Christie
have put it on their monoplanes, and six other men
have also adopted it on machines now building. I
have publicly stated that I desired that it shall be
used by everybody, and that I will not sue on in-
fringements.”’

B. H. Dale, Little River, Kans., is another who is
making a Demoiselle. A. Weiler, Jr., Syracuse,
N. Y., is copying the style of monoplane put out
by Max Stupar, of 9626 Erie Avenue, Chicago. Mr.
Stupar is also building a ‘‘Stupar-Dumont’’ mono-
p'ane for J. Ponzio, Pullman, I1l., which will be
vcady for trials the first of December.

194

AERONAUTICS

Ely Flies From War Ship.

Shortly after 3 o’clock P. M.
Eugene B. Ely, flying his Curtiss biplane, glided
from the platform erected on the front of the U. S.
cruiser Birmingham, stationed in Hampton Roads,
Va., swooped down until he touched the water, then
rose rapidly. Five minutes later he had landed
safely on Willoughby Spit, near Norfolk, a dis-
tance of about three miles.

Impact Damages Plane.

The impact with which the machine struck the
water after its thirty-seven foot drop from the
front of the cruiser scarred one of the propeller
blades, and a small piece was split from the blade.

He did not wait for the Birmingham to get into
motion, which would have added to his momentum
and thus have aided him greatly, but, seizing an
opportune moment between the intermittent show-
ers, he was off before those on the ship with him
and on the other vessels stationed at various points
nearby to follow and assist him in case of need,
were aware that he was ready for his flight, the
first of its kind in history.

Ely proved that it is possible to fly safely from
a ship, and after having done this, asserted with
emphasis that it would be an easy matter for an
aeroplane to alight on a vessel, either while the
latter was moving or standing still.

A platform twenty-five feet wide and eighty-five
feet long had been built on the Birmingham, with
a five degrees incline. The aeroplane was equipped
with pontoons, which would keep it on the surface
of the water for some time in case the machine
should drop.

The flight was witnessed by many naval officers
and others of high rank

Arrangements were made on November 12 for
a flight by ‘Bud’ Mars (Curtiss) from a platform
on the deck of the Hamburg-American liner Penn-
sylvania under the auspices of the New York
“World,” starting from a point fifty miles at sea,
and newspaper men had sailed ahead, and had
waited for several hours, the Pennsylvania came
along, but without the aeroplane. In testing the
engine ~the propeller was broken, and the aero-
plane was taken off the ship before it started.

on November 14,

E. H. Wiseman, 1383 E. 92nd street, Cleveland,
Ohio, is experimenting with the third aeroplane,

a monoplane with a 3-wheel chassis, with a 4-cyl-

Photo Copyright by Underwood d:> Underwood

Eugene Ely in his Curtiss aeroplane starting on his flight from the deck of the U. S. Scout Cruiser
Birmingham in Hampton Roads

195

December, T910
inder, double opposed motor, 4x4, 25 h. p. This
flew several hundred feet two days before Curtiss

made his Euclid Beach to Cedar Point flight, and,

so far as known, is the first Cleveland-built aero-
plane to fly. The cylinders are steel, water cooled,
and the engine weigs 88 pounds. It gives a thrust
of 200 lbs. at 1,000 revolutions, with a 6 ft. by
7% in. blade. The plane has 32 ft. spread, 25 ft.
fore and aft. Single elevating plane and rudder,
both in the rear. Supporting surfaces, 162 SOr, tt;
Shelby steel tubing is used, with basswood ribs
%xX% in., set 18 in. apart and covered with oiled
muslin. Lateral balance is obtained by means
of ailerons in the tip of each wing. The machine

straps on the shoulders for lateral
a single lever, similar to the old-
lever of the Oldsmobile runabout,
for up and down and sideways movement. The
lateral beams in the wings are Shelby tubing.
The single lever swings left and right for the rud-
der. The upper end, which breaks over, works
the elevating plane. The ailerons are set inside
the wing surface, hinged to the front beam and
extend about two-thirds back.

is controlled by
balance and by
style steering

According to R. O. Rubel, Jr., of Louisville, Ky.,
who has recently returned from a trip through
the West, there is great activity all over the
country.

The Montgomery monoplane, in
ready to make flights. This is built by James E.
Plew, of Chicago, and Victor Lougheed. The
Holmes rotary motor, which has not yet proven
to be a success, is still being experimented with.
A new model will be brought out which is said to
resemble the Gnome. In Chicago no one seems to
know that anyone in the same town is interested
in aeronautics, at least there is no co-operation.

The Detroit Aeronautic Construction Co. has
sold about 35 motors during the last year and are
preparing to move into larger quarters. Handi-
capped up to this time by a none too large fac-
tory, their workmanship is good.

The Detroit Aeroplane Co. seems to be prosper-
ous, having sold 48 of the 20-30 2-cylinder opposed
motors. The concern is also making a monoplane,
which is about complete, and is a cross between
a Demoiselle and a Bleriot. A 6-cylinder, self-
starting, 75 h. p. motor, designed on the lines of
the 5-cylinder Anzani, will be out in a _ short
while, under the management of Mr. Weinburg,
designer.

Chicago, is all

AERONAUTICS

20 Aeroplanes For Signal Corps.

Brig.-Gen. James Allen has recommended the
acquisition of at least 20 aeroplanes in his annual
report for the fiscal year ending June 30th last,
which was recently made public by the War De-
partment. Gen. Allen contends that his estimate
is extremely low, and that it would provide for
only two aeroplanes for each camp of instruction.
To operate this number of machines, 20 trained
officers would be required as pilots, and in addition,
each machine must carry at least one observer,
who would require much training and actual prac-
tice before the full military use of the aeroplane
can be obtained.

A monoplane has been built by Herbert C. Kel-
logg, of Kewanee, Ill., of 38 ft. spread and with a
total of 285 sq. ft. sustaining surface. The plane
is double surfaced, built of hickory and spruce and

is 6 in. thick. The control is by a 3%x8 ft. ele-
vator and two 2x4 ft. rudders at the rear. The
center of weight is 5 ft. below the plane, and is

mounted upon three wheels, two being driven by
spur friction from the engine. The propeller is
of his own design, 8 ft. in diam., built completely
of steel. It is chain-driven by a 4-cylinder Boule-
vard engine, fitted with a clutch on the engine
shaft sprocket. The aim is to build a machine
which will be absolutely reliable as to construction.
For that reason he is using steel in the construc-
tion throughout, with the exception of wing con-
struction.

December, 1910

Commencing with the elementary principles of
aeronautics the classes will advance with studies
of both aeroplanes and dirigibles to the most intri-
cate problems of air flight down to the inevitable
“slip’’ and the proper “pitch’’ of the propeller.
In the laboratory work in gas engines the stu-
dents will use the laboratories and equipment of
the automobile and motor boat schools. As a suc-
cessful flight inevitably depends on an efficient
gas engine this part of the course will not be neg-
lected.

Wilbur R. Kimball is conducting the course.
Besides the classroom studies, it is planned to
have the members of the course visit the testing
grounds and aerodromes in the vicinity of New
York, inspect actual flying machines of different
types and observe professional aeronauts in actual
flights. Members of this class will also make
model aeroplanes which will be tried out and their
defects and virtues pointed out. ;

That the course in aeronautics is practical and
helpful is proven by the achievement of Clinton O.
Hadley of Tarrytown, N. Y., a graduate of last
year’s class, who built a biplane which at its try-
out on October 12, circled the Empire City track
carrying four persons—Mr. Hadley, Rev. Hy as
Wright, U. Grant Teetsell and Julius Graveson, all
of Tarrytown. Mr. Hadley has his biplane entered
in the Aviation meet at Belmont Park. He says
that his machine is a result of his course at the
West Side Y. M. C.. A.

On October 31, the opening night, the class heard
talks by Clifford B. Harmon and Winthrop E.
Searritt.

The Thomas Biplane

The Kirkham-Eells Co., located at Bath, N. Y.,
are making complete aeroplanes for the market.
We have had reports on many good flights, but
have been unable to obtain any data as yet from
the company, as it has been so_ busy. This in-
formation is promised us for the January number.
They are makers of propellers and the well-known

Kirkham motor.
The Young Men’s Hebrew Association in New
York offer a course in kites and model aeroplane

construction to elementary and high school pupils.
The course includes a study of the principles. of
aeronautics, besides its history. Twenty-five boys
are now constructing models. One model dirigible
is under construction. Mr. A. E. Horn is giving the
course.

Aviators of the future will be trained in a special
course in aeronautics at the West Side Young
Men’s Christian Association, 318 West 57th street,
and the indications are, from the present enroll-
ment, that the class will be a popular one. The
object of the course is to give a working knowl-
edge of the principles that must be followed in
the construction and operation of both aeroplanes
and dirigibles,

Thomas, of 394 Canisteo Street,
reports very good success with his
His

William T.
Hornell, N. Y¥.;
biplane, of which readers have heard before.
plans are to enter the exhibition business.

He says: “One of our hardest problems was get-
ting the machine to fly easily, due to its weight, as
the motor weighs 225 lbs. for 30 h. p., and as the
rest of the machine was built rather on the heavy
side, we have a total of some 850 Ibs., including}
weight of aviator. However, the Kirkham 4-
cylinder motor has worked to perfection, and as}
this is practically a standard automabile engine
it stands up well, and is a tremendous
amount of service. The running gear has also actec
perfectly, and the fact that during more than é}
hundred jumps while learning, we still use the
same wheels and tires we started with.’’

good for

H. McGregor, 1611 19th Street, Bakersfield, Cal.
is building a Santos-Dumont type machine, and in
tends to begin flights latter part of December.

196

AERONAUTICS

December, 1910

At THe MINEOLA FIELD |

By J. Suche.

EVERAL new machines have made their first
flights from the Aeronautical Society’s grounds
at Mineola during the past month, ending the
middle of November.

Up for 49 Minutes in Moonlight.

Perhaps the most interesting was a night flight
»y Tod Shriver, who stayed up for 49 minutes, com-
ng down at 9:39 P. M. This was his very longest
light, and he was not an expert yet. Since then
ie has filled several exhibition engagements, and
vill shortly go to the coast.

First Aeroplane Built by Woman.

Early this spring Miss E. L. Todd, who has been
xperimenting for a number of years with models,
nd organized the Junior Aero Club, had a biplane
yuilt by Wittemann Brothers. Work on this, trials
nd alterations have continued all summer, until
. few days ago it was given its first flight, with
J. Masson, Paulhan’s mechanic, as aviator. Both
imes it was taken out it flew very well. It was
ound the controls were not balanced, and caused
oo much exertion in their operation.

The striking features of the Todd machine are:
vings curved from the center outward like a bird’s
vings; in soaring, planes quite far apart, which
ecessitates heavier struts and increase in weight,
nounted on tall skids, with the result of making
he apparatus set well above the ground. The
pread is easily over 40 ft., with surfaces 6 ft. 6 in.
ore and aft. The front control is a single surface
imilar to Captain Baldwin's. In the rear there
3 a rigid stabilizing plane, and behind that, hinged
o its rear edge, is a hinged control working in con-
unction with the front control. Underneath the
xed rear plane is a vertical plane. The skids are
f Farman type, with two 28 in. wheels mounted on
n axle. Curtiss-type ailerons are placed between
he main planes, hinged to the front strut. The
ngine is an eight cylinder 60 h. p. Rinek, driving

propeller 7 ft. 6 in. x 4 ft. The engine is
1ounted on the lower plane. Shoulder braces op-
rate the ailerons and the balance of the control
; practically Curtiss style.

Charles Henry (Dr.) Cooke has sold his Elbridge
1gined Curtiss type biplane to a southern man.

The machine of Samuel Barton, Curtiss-type,
as been overhauled, the outriggers lengthened
font and rear, and an Elbridge 4-cylinder engine
istalled. After these alterations it has been able
» get off the grounds, but it is not yet in perfect
mndition.

The Walden-Dyott Co., which has only had its
uilding a month, is now building its third mono-
lane. Anzani engines are being fitted.

197

The Addosides Machine

Louis Rosenbaum has removed his big
plane into the big shed, and is ready for a
try-out in another week. M. P. Talmage is rush-
ing work on his new Curtiss-type machine, and ex-
pects to have it ready for the holidays.

N. C. Addosides, of Wilmington, Del., has pur-
chased the Curtiss-type of William Patterson. After
trying two other motors he installed a 3-cylinder
Smalley, of 30-40 h. p., and made some eight
flights—that is, Aviator Masson did the flying. The
Smalley motor is all aluminum, two-cycle in prin-
ciple, cylinder 4% square. The cylinders have
cast iron liners.

Masson and Marcel Penot both have been flying
the machine of the Mohawk Aviation Co., an ex-
hibition concern, since the 30 h. p. Harriman
motor was changed for a 50 h. p. This machine is
another Curtiss-copy, with the upper plane extend-
ing out beyond the lower.

mono-

Two Machines Smashed.

On November 10 two machines were smashed in
being tried out. Charles B. Morok tried out a
Shneider-made Curtiss-copy, but could not find the
switch to shut off his 4-cylinder Elbridge motor.
In place of the two rear wheels as usual in Curtiss-
type machines, he has skids with two 20 in. Hart-
ford wheels for each, Farman style. There is an-
other wheel out front. Nicholas Rippenbein has a
light Shneider-made biplane, along Farman lines
in appearance. This was demolished in landing
after a short flight. His equipment includes an-
other Elbridge, with Hartford tires on 20 in. wheels.

Joseph Seymour has returned from an exhibition
tour through New York State.

The recent heavy gales that have been raging for
the past two or three weeks have depopulated the
tents very rapidly. During the process there were
a number of machines that were badly damaged.
One of the most notable accidents was the lifting
of Mr. Davis’ tent, machine and all over the fence
into the flying grounds. When rescued the machine
was a sorry-looking object, as it had been bent
and twisted out of all recognition as a flying ma-
chine. The funny part of this accident was the
fact that the machine was staked down to the
ground, but was of little benefit, as the wind took
it, stakes and all.

No one seems to have considered gas and oil con-
sumption on aeroplanes. The big Wright machines
use 22 lbs. of gasoline per hour, and 1 Ib. of oil.
The 4 cylinder small machines run 23 Ibs. of gas to
the hour.

he

AERONAUTICS
~

NEWS ON THE

HE Wiseman-Peters II. machine, as_ pre-
dieted in Aeronautics, shows a decided re-
finement in construction detail, over the first
machine, and is said to be a very steady
flyer; this is especially noticeable, it is claimed,

in turning, there being an entire absence of the

skidding found: with the number one machine.
This quaiity is attributed by Mr. Peters to the
placing ef the fabric on top of the ribs, which
give, undoubtedly, a grip on the air. The use

of laminated rihs, their comparative hig nher
and the lowering: of the running, sear (ir. ‘Cow.
Sirch objects strongly to ‘‘ehassis’’), are the mos*
noticeable changes from the former flyer.

Planes spread ft. and the length of the ma-

chine fore and aft is 40 ft. Front beam forms
leading edge. Rear beam is. under ribs. Chord
‘Gy eh tances aur Camber 4%, in., about 18 in. back.
Fabric Naiad No. 6A, tacked on with tape. Rear

edge is laced to wire running through ferrules on
rib ends. Ribs of 7 laminations, %4 x 1% in. cross
section. Intermediate ribs 3 laminations, 5 x %
in. Their peculiarity is a slight upward curve at
rear ends. The superior efficiency of this shape
is doubtful as, if the writer remembers correctly,
this upward curve was used on one of the Aerial
Experiment <Agssociation’s machines and was dis-
carded. ;

Supplementary Planes. Double front horizontal
rudder as shown in the .photo has since been
changed to a single surface 7 ft. 7 in. x 3 ft. and
works in conjunction with a 2 ft. extension hinged
on the edge of a rear stabilizing plane 8x4 ft.
The outriggers have 38 laminations, 1% in. round.

Coptrol. Same as in old machine. The Farman
type ailerons on No. 1 have been discarded for
Sommer type hinged on upper surface.

Running Gear. Considerably lower. No sockets
are used, cold rolled steel 3/32 in. being bent
to the proper angies. . Skids are of hickory.

Power Plant. Unchanged. Weight without
operator 750 lbs.

G

Aeronautics at Pacific World Fair.

The management of the Panama-Pacifie exposi-
tion, to be held at San Francisco in 1915, will
probably make unusually elaborate arrangements
for a demonstration of the progress made in
aviation and aeronautics. The world’s fair.at St.
louis in 1904 was the first to give definite recog-
nition to air navigation, and at that time the
fair directors regarded the move as more of an

By Cleve T. Shaffer.

a 6 ft. 6 in. diam. by 446 ft. pitch propeller.

98 .

‘dl

- December, ror

PACIFIC COAST.

scheme
culariy

than anything else, and
those accomplished by
a , surprised them immensely.

Since that lime aviation has been made practiéa
and as the in Francisco exposition will be 4
first. opportunity of the kind for a summing
ef the progress made and a showing of the
sibililies the d:prartment to be devoted to a
activities will assume great importance.

A feature that the Californians intereste
aviation are taking into account are the un
opportunities for demonstrating every phase
air travel at the 1915 fair. San Francisco @
at hand a harbor 100~“miles long, over whici
complete aerial fleet may maneuver at will, 1
stretchcs of level fields, and the mountains
at hand for every sort of demonstration
will prove the worth of air machines. For
reason they believe that practical experim
which will prove of great value to the gov
ment in determining the army and navy expe
tures for air craft may be worked out “on
large scale “with the Co-operation of thé
authorities.

The California~ aero clubs are working for
success of the Panama-Pacific exposition and
official recognition by Congress, and Los Ang}
is co-operating with San Francisco in this. ¥
Aero Club of California has appointed an ex
tion committee, consisting of George B. Harr
H. LaV. Twining and Buel H. Green, to stimu
greater interest in the importance of the
among members of aero clubs throughout @
country.

¢

Roy Brewer, of Oakland, is one of the latest
California aviators to get off the ground in
plane of his own construction. After several ung
cessful trials, in which, among other things
rear stabilizer was found to have too much 7
dence, Mr. Brewer made-a short flight, but
unable to’ right machine when struck by @
gust, and in landing slightly damaged the
chine, Some details follow:—

Spread, 35 ft.; chord, 6 ft.; camber, 4 in.
are of unique construction,- for which @
strength and lightness is claimed—it is said
chine (without.engine) can be lifted by the
center ribs. Elevator’ (Curtiss type) double. Pi
plant, 4-eylinder Pope-Toledo, 35-h. p»auto en
which has been materially lightened. Drives @

plete description in a Jater issue:

IERON AUTICS

By Melvin

TTOR 75 days we labored from 7 o’clock in the
4 morning. until 7 o'clock at night, and very
often much later. You can imagine our
thoughts as’ we made preparations ior our
urney.
We realized well that it was no child’s play.
he whole thing was a matter of careful caicu-
tion. We knew the distance across the great
tlantiec to the spot we wanted to reach was 3,000

iles' We knew the difference in temperature be-
veen midnight and midday. We knew we had
| carry enough gasoline to take us ‘that 3,000

les, and we knew we would have to depend on
le wird helping us out) I might add “that we
1d. to enlarge the envelope of our ship $1 per cent.
order to make our proposed voyage across the
tlantic.
With all preparations completed and our calcu-
tions carefully figured out-and tabulated, our
ipplies on ‘board and our ship in perfect convi-
on, we started on our trip.
@n the morning of the 15th we launched Ce
Pp. Conditions could not have been better. ~“W
ok our_way out to sea as far as possible, as we
d not: want to get in the way of any of ‘the
& ocean steamships. With the famous _equili-
‘ator trailing along, a meeting of this kind might
sult in serious difficulty, if not absolute disaster.
All day Saturday there was no incident worthy
“mote. For four- hours we were constantly in
eeipt of wireless messages from shore—and, in
et, we picked up messages of all kinds from dif-
rent points.
We could hear the Atlantic City operators tel!-
§ other operators that the airship had left At-
mtie City, and occasionally we could hear New
ack asking for news about us. We could also
ar boats sending messages from one to the
her.
Everything went well until about 8 or 9 o’clock
‘turday night. We had two men watching. We
id the motor running its full capacity, as the
ind was blowing us toward Long Island. There
aS a very dense fog, and not being able to see
ore than the length of the airship, we were con-
antly on the lookout for trouble, for you must
member that the equilibrator was trailing along
rough the waves below us. You can therefore
lasine that we were somewhat concerned when
e@ of the boys called out that there was a ship
front of us. You may also be able to imagine
nat it would mean to us if the airship got tangled
} With the equilibrator. The ship below was no
bt tooting its foghorn, but of course we could
it hear it—in fact, we could not hear anything
cept the whirr of the motor—but by a- quick
n on the helm we succeeded in getting astern of
e ship. I forgot to mention that’ the fog had
Sipated somewhat, and we could see the vessel

below us; and we must have presented a
ange appearance to the passengers.

fter this incident there was no trouble. during

night, except that the motor ran pretty hot—
t it seemed that the hotter it got, the better it

ll day Sunday, from about 6 o'clock, the wire-
S operator tried to get in cedémmunication with

shore. He could hear ships talking, but when
| tried to get in with them he found that the

tions were not able to hear him.
unday night our troubles began, but I want

to

that the equilibrator did not do the jerking
ae people have described. The wind was blow-

at the rate of 30 to 35 miles an hour, the
ves ran high, and the equilibrator, being so
ch in the water and the airship going: so fast, it
da tendency to come lower than it should.

e had to throw over gasoline, oil, or anything
@ available, which helped us somewhat, as it
ed 15 of the 29 gasoline tanks composing the
ilibrator out of the water. This, However, did
last: long, for we kept goine up and coming

mn; until finally nearly all the tanks were in the

» and the airship was traveline hardly 5 or 6 ft
ve the water. The next moment we would
‘ing 20 or 30 ft. in the air, en’y fo came down
ain immediately. We knew what it meant if
S was to Keep up, although we were not in any
ediate danger when the Trent came along.
Wertheless I can assure you that she was verv
lcome. We had thrown away so much of cur
soline that we knew it would be impossible for

199”

~ December, Toro

DHebo VOYAGE OF THE AMERICA‘

Vaniman.

us to reach England. Things were beginning to
look pretty dark, as we knew we were 200 or 300
miles from any steamship, and it meant two or
three days in the lifeboat, if we should cut it off
from ihe airship, before we could reach land or
be picked up.

It was after mecting the Trent that the nearest
approach to a disaster happemestem We decided to
launch the lifeboat, so everyone got into the boat,
and released the clamps which held it to the rest
of the airship. Here was where the danger lay,
and it was a very perilous undertaking, for we
were half drowned with the spray. We set off,
the Trent following at full speed, but she was
going so fast that it Icoked as if*she could not
pass us free, and that our little boat would:be cut
in two. I assure you that the . Trent coming
toward us looked like a mountain. She passed us,
the wash throwing us clear, so that the propellers
did not strike-our boat. Then after steaming ahead
for a mile or two, she turned, came back, and we

were taken on board.

Mr. Vaniman, in answer to questions asked by
members present, stated that the equilibrator was
really the life of the airship—that it served as a
kind ef automatic balance.

He. stated he believed, from the experience
gained, that it is possible for an airship to cross

the ocean, and that the Wellman attempt would
have been successful under ordinary conditions.
The eduilibrator was made up of 29 tanks, con-
nected together, each tank containing 15 gallons
of gasoline. He stated that they had a method of
getting the tanks up into the ship when gasoline
was needed, The tank drawn up was then emptied
and refilled with water, secured from the sea by
ans of a@ canvas sea bucket.
The equilibrater had-a buoyancy of 20 per cent.

It was so long that it would go from the top of
one wave to the top of another, although during
the trip, owing to the heavy weather, it was often
cut of sight in the water (that is, the end of it
was).

Mr. Waniman -stated that the ‘drag’ of the
equilibrator was the main detriment, but that if
there had been a quiet sea, the story would un-
doubtedly have been different. He stated that
without Goubt the equilibrator was too long, as

during most of the journey it was hardly ever out

of the water.
The balloon was inflated about 80 days before
from Atlantic City, and the loss of gas

vas one-half of 1 per cent., caused by percolatioa
hrough the bag.

The gas bag of the ,balloon cost originally about
$40,000 and-its size was increased 31 per cent. for
the transoceanic trip. The equilibrator weighed
2 tons, and the entire cost of the apparatus when
the start for Europe was made, was probably
$50,000.

On being asked what he thought had become
of the airship after it was abandoned, Mr. Vani-
man stated that when they left it it drifted away,
and that the last they saw of it it was practically
standing on end. He expressed the opinion that
if it continues afloat it may come this way.

Mr. Vaniman stated, in answer to a question,
that during the trip the average height of the
airship above the water was not more than 100 ft.

In regard to the wireless apparatus, he said that
the cperator could hear wireless messages for .200
miles from shore, and that they had no difficulty
in hearing people talking about them and their
trip, but they could not talk back, as their appa-
ratus could send only 50 miles. The wireless
worked very satisfactorily, but there was not volt-
age cnough to send messages further than 50 miles.

starting
V
i

Gne of the antennae was fastened to the equili-
brater, and the other made fast to the ear itself.
There was a dynamo on board, but it only ran
when the motors were in operation.

In conclusion, Mr. Vaniman stated that he
thought a voyage across the ocean was entirely _
possible, and that with the experience gained he.

would not have any hesitaiicn in trying it again.
Hie admitted, however,
be made larger, and decided changes made in the
equilibrator, to bring about such a result.

*Prom an address delivered before the
iical Society.

Aeronau-

that the ship would have to™

AERONAUTICS

December, t9I0

BELMONT INTERNATIONAL AVIATION MEET

New World Records at Belmont

Altitude, Johnstone, - - - 9714 ft.
5 Kil., Leblanc, 2m. 44.78s. 12th lap
10 Ss 5m. 30.92s, Ist and 2nd lap
20a Cs lim. 04.78s. 11th to 14th lap
SO es os 16m. 38.31s. Ist to 6th lap
40 “ x 22m. 12.58s. 1st to 8th lap
ay i 27m. 48.70s. 10th to 19th lap
6ONaas ay 33m. 22.80s. Ist to 12th lap
wO> ss Xf 38m. 55.80s. 1st to 14th lap
80) =: a 44m. 29.50s. Ist to 16th lap
G0. 50m. 04.57s. 2nd to 19th lap
100 ‘“ White th, Im. 04.74s;

% hr., Leblanc,
42 hr., Leblanc,
1 hr., White,

27.04 Kil. (figured)
53.92 Kil. (figured)
98.23 Kil. (figured)

| Two-man speed for 5 Kil., De Lesseps, 5m. 12.155.

HE second meeting of its kind in this country,
and, of course, by far the greater, was the
international tournament conducted at Bel-
mont Park race track, on Long Island, Octo-

ber 22-31, by the Aero Corporation, Ltd., and the
Aero Club of America as respects the Gordon Ben-
nett race.

There was great flying, despite the windy weather
to be expected at this time of the year—rain the
very first day, and no flights at all on the second
on account of the wind. It can rank favorably
with many of the meets that have been held abroad
the past year. At not every foreign meeting have
so many new records been made. Perhaps the big-
gest feature of the meet, and the one that really
was the reason for a meet, was the Gordon Bennett
race. Only a most unfortunate accident deprived
a son of France of the victory; but she can console
herself with the honor of the winning of the con-
test with a French-built aeroplane.

The one other great event of the meet was the
placing of the American flag at an altitude higher
than an aeroplane has ever taken a nation’s banner.
It is with the utmost sorrow that we are reminded
poor Johnstone can never more defend his title to
renown. Hundreds of thousands whose hearts have
stood still in delicious awe of his wonderful feats
now mourn his loss. Absolutely fearless, a master
of his machine, had his life been spared he would
have traced his name in fantastic flights in the
heavens of the entire world.

Lack of experience and too little time after
operations were actually started seem to be the
reason for so much friction between aviators at the
Belmont meet and the organization conducting the
affair.

The aviation committee, consisting of J. C. Mc-
Coy, J. A. Blair, Jr., Lyttleton Fox, Major Samuel
Reber, U. S. A., and Charles M. Manly, worked most
harmoniously together, and to them great credit is
due.

The Gordon Bennett.

It was originally planned to have an elimination
race to select the American team. On the day set
for this, those who were available thought it too
windy and did not enter. Matters hung fire until
the last moment, when the American team must be
named under the rules of that race, and the Aero
Club of America named Walter Brookins (Wright
61), J. A: Drexel (Bleriot 50), and Chas. K. Ham-
ilton (110 Curtiss type), with J. A. D. McCurdy
(Curtiss 51), J. B. Moisant (Bleriot 50), and Arch
Hoxsey (Wright 30) as substitutes. When Brookins
had his accident Moisant started in his place.

The French team was Alfred Leblanc (Bleriot
100), Hubert Latham (Antoinette 100) and Emile
Aubrun (Bleriot 50), in place of Labouchere, who
was previously named.

England had Claude Grahame-White (Bleriot
100), James Radley (Bleriot 50) and Alec. Ogilvie
(‘Baby Wright” 30).

The distance was 100 kil. (62.183 m.), over a
5-kilometer course. The contestants could start
any time between the hours of 8:32 A. M. and 3:32
P. M.

Gordon Bennett Results.

(1) White (100 Bleriot), 100 kil., 1:01:04.74.

€2) Moisant (50 Bleriot), 100 kil., 1:57:44.85.

(13) Ogilvie (30 Wright), 100 kil., 2:06:36.69.

(4) Latham (100 Antoinette), 100 kil., 5:47:53.41.

45) Leblane (100 Bleriot), 95 kil., 52:49.70.

(6) Drexel (50 Bleriot), 35 kil., 26:04.08.

«7) Radley (50 Bleriot) made only a lap. Was
flagged down as he started after the time
limit.

(8)* Hamilton (110 Curtiss-type) did not complete
first lap. Started after the time limit.

(9) Aubrun (50 Bleriot) did not start.

Timed by the Warner electric timer and the
New York Timers’ Club.

White Breaks Record,

In the calmest part of the day White started,
never having flown the 100 h. p. machine before,
at 8:42:39.66 A. M., and finished the course at

9:43:44.40. His best time for a lap, the fourteenth,
was 2 m. 55.77 s., a speed of 102.4 k. p. h. (63.59
m. p. h.). White’s time for the 100 kil. was 1 h.

1m. 4.74 s., a mean speed of 98:23 k. p. h. (61 m,
p. h.), a new world record for this distance and
for one hour. (Leon Morane established a new
world record for 100 kil. of 1 h. 6 m. 39 s. at Bor-
deaux meet in September and made a new record)
of 90 kil. for one hour at the same meet.) }

While he was up Leblane crossed the line, at
9:00:20. Though with the same horse power, Le-
blane’s slowest lap was more than 5 seconds faster
than White’s best. Leblane’s eleventh lap was
made in 2 m. 44.78 s., a speed of 109.28 k. p. h.
[67.88 m. p. h. Curtiss won last year’s Gordon
Bennett with a speed of 47.06 m. p. h.] He did
nD equal Radley’s world record speed for i mile,

f/made in England, of 75.95 m. p. h., or a mile in

47 2-5 secs. At St. Louis October 14, Leblanc made
a speed of 67.9 m. p. h., or 1 mile in 563 sec.

Leblanc Has Wonderful Escape.

Just after finishing the nineteenth lap (95 Kkil.),
at 9:53:09.7 A. M., the unfortunate Leblanc hit a
telegraph pole head on, breaking the pole square
in two. One cylinder was bent in and minor dam-
age done the engine. The framework and one win
were badly damaged. Leblanc escaped with but
cut. He had been saving his machine for this one
event and had the cup almost within his grasp.
In winning his elimination race in France for the
selection of the French team, Leblanc covered the
100 -kil. in 1:19:13 3-5, much slower time than
he was making at Belmont.

New World Records by Leblanc.

New world records were made by Leblanc for
distances, according to the schedule laid down by
the international federation, from 5 and 10 kil., con-
tinuing by tens up to and including 90 kil.

The next to start was Alec. Ogilvie, of the British
team, with his ‘baby’ Wright 30, at 9:08:53.23.
His first was his fastest lap, at a speed of 89.27
k. p. h. (55 m. p.“h.). At 9:53:02.20 he hadi
land on the far side of the course with a _ bad
spark-plug, where he stayed for nearly an hour.
Up again, he pluckily kept on, for the full 20
rounds, finishing at 11:15:29.92 A. M.

Latham, of the French team, was the only other
to start in the morning, and he went up at
10:58:55.67, before Ogilvie came down. He, too,
had trouble and landed at 11:50:52.385 A. M., after
making 15 laps, and it was 4:32:19.93 P. M. before
he got going again. He finished his full 20 laps
at 4:46:49.08.

The wind seemed to increase during the after-
noon, and as the time limit (not later than 1% hrs.
before sunset) drew near Drexel als” in his
Bleriot 50, at 3:25:56.53 P. M., Moisa alternate
for Brookins) following at 38:31:35.35, a fraction
of a second before the limit.

Drexel (Bleriot 50) finished seven laps at
3:52:00.61 and landed, not to go up again. His
very best lap was nearly 7 sec. slower than Ogil-
vie’s (Wright) best.

Moisant was down for over 40 min. on his sev-
enth lap, and finally completed the full course by
5 :29:20.20.

Radley (British, with a Bleriot 50), and Chas.
K. Hamilton both started after the time limit.
Radley was flagged and made only one lap. Ham-

AERONAUTICS

ilton, with his rated 110 h. p. Curtiss-copy, didn’t
even get around once. Something went wrong
with his power plant.

Walter Brookins, the chief hope of the American
team, fell to the ground in front of the grand-
stand before he had given official notification of
his intention to start. Four cylinders of his 8-cyl-
inder engine stopped, and he tried to land on the
field. He apparently touched all right, but he was
spilled out and the machine turned a somersault
and landed upside down. His speed was estimated
at 80 miles an hour just before he stopped. His
racing 61 h. p. Wright was smashed beyond early
recall and Brookins was hurried to the hospital.
He was not seriously injured.

Aubrun, the third French representative, did not
start in the Gordon Bennett at all. It was ruled
that those starting in this race would not get
the expense money allowed in gathering the avia-
tors.for the meet. Aubrun decided that gold was
preferable to glory.

Ogilvie Had Speed Over Bleriots.

Had Latham, Ogilvie and Moisant not had to
land during the Gordon Bennett race, and Drexel
had not quit, their standing would have been dif-
ferent. Latham would have been third, followed
by Ogilvie, Drexel and Moisant.

Only the 100 h. p. Gnome Bleriots of White and
Leblane, and the 100 h. p. Antoinette, had more
speed than the 30h. p. Wright of Ogilvie. An addi-

. of his time by laps shows much faster time
than the 50 h. p. Gnome-engined Bleriots. All
ihe Bleriots and the two Farmans had Gnome en-
gines, and all Bosch magnetos.

Hamilton was unofficially timed for 1 lap (2.5
kil.) in 1:24, a speed of 107.14 k. p. h. (66.53 m. p.

h.) which is faster than White’s average. The
Wright 8-cylinder was timed unofficially in 1:23,
which means 108.43 k. p. h. (67.33 m. p. h), and it

is not supposed the machine was going its best.

The longest continuous flight of the meet was
made by White, 22 laps of the 5 kil. course, or
110 kil. (68.8 m.).

Johnstone Breaks Altitude Record.

The very last flight on October 31, the added day
of the meet, was the great achievement of the
late Ralph Johnstone in one of the ‘baby’ Wright
machines, designed especially for altitude work. He
had never flown one of the small machines, and
this one was 12 ft. smaller in spread than the
standard type. Orville Wright had already tested
the machine out and he knew how fast it would
elimb.

Before long Johnstone was completely out of
sight in a clear sky, so high was he. Drexel was
his competitor. While they were up other events
were run off. The Demoiselles flew their only race
of the meet; McCurdy and White had it out for 10
laps, and the Aero Club of America Distance Race
was flown.

It was dark before Johnstone and Drexel could
be distinguished moving rapidly downward. The
stars were all out and were used to locate for
others the positions of the high flyers.

It was a moment never to be forgotten. All
were wondering if the 10,000 feet which would
bring an added prize, had been reached. It was
so dark on the ground that a man could not be
distinguished a few feet away. In front of the
grandstand red fire was burned to aid the two
fliers. As the specks up in the blue grew to dots,
and then rapidly took shape as the downward rush
brought them nearer the earth, Drexel’s motor
could be heard running. Johnstone’s had stopped
and he was gliding rapidly. As he landed, we
rushed over to read the barograph.

We knew he had broken the world record of 9,186
ft., but just what his actual height was we could
not determine in the dark. Then we got the Drexel
barograph and we learned that Johnstone had the
record for himself.

Statue of Liberty Race.

Moisant won the $10,000 prize for a race around
Miss Liberty, on Sunday, October 80, with White
(100 h. p. Bleriot) and De Lesseps (50 Bleriot) as
competitors. Both White and De Lesseps had made
the trip before Moisant started with a machine
in which he had never before flown, a 50 Bleriot
belonging to Leblanc and which Moisant had just
purchased.

_ De Lesseps started first, and a moment later
White crossed the line. Both machines quickly dis-
appeared in the face of the setting sun. After half

an hour a speck could be distinguished against big
blazing Sol, followed by a second, which was De
Lesseps. White had overtaken him.

December, 1010

Soon Moisant got away. Disregarding the less-
direct route taken by White and De Lesseps, he
flew in a straight line for the statue in New York's
harbor, 16.4 miles away, over the town of Jamaica,
and over the buildings of Brooklyn, around Stevens’
balloon attached to the upper part of the figure
ot Miss Liberty and back in almost a minute less

than White consumed in avoiding densely built
Brooklyn.

White immediately protested, saying that he
wanted to try again for the prize, the tollowing
day. On another trial, taking the same course
that Moisant took, with twice the power, White

would very likely win and, of course, he would not
kick. The race was set down for this day on the
day’s programme, everyone was free to go after
the prize and over any course. Moisant saw fit to
take all risks, and seems to be entitled to the
award.

Many Features Not on Programme.

Not all the flying was by schedule. The wind
was at nearly all times too much for the genial
Captain Baldwin, and all his flights were unofficial.
Willard, Mars, Ely, and McCurdy made many fine,
and some sensational, flights in the late afternoons,
silhouetted against the gold and red of the western
sunset. Hamilton, too, with his black piratical-
looking craft, smoke streaming behind from a
flooded engine, seemed to have abnormal speed in
the dark of the evening. De Lesseps and the
other foreign aviators made many flights purely
for the flight itself, sometimes taking along’ a lady
passenger.

Altitude Flights Awe-Inspiring.

The fast-falling nights of late October frequently
threw an almost impenetrable shroud about the
pin-point of an aeroplane thousands of feet from
the earth. Day after day Hoxsey and Johnstone
alternated in beating each other out of sight. Four
thousand, five, six, seven, and eight thousand feet
were made time after time. The only ones up,
almost total darkness about the field, discoverable
up against the night blue only by those with strong
glasses and pointed out by them to less fortunate
watchers with the stars for guide-points, these two
wing-ed but wingless ‘‘birdmen’”’ climbed until the
field was blotted out to their sight, save for the
blazing gasoline beacons started by the shivering
parent birds Wright in front of their nests.

Four new American height records were made at
the meet, one of them a world record, as follows:—

Drexel, 7105 feet, October 24
Johnstone, 7303 feet, October 25
Johnstone, 8471 feet, October 27
Johnstone, 9714 feet, October 31

Johnstone and Hoxsey Fly Backward.

Johnstone and Hoxsey flew to approximately eight
and seven thousand feet respectively, on October 27,
in a wind which drove them actually backward.
Near the ground the wind was blowing at a rate
which none but the Wright machines and Latham’s
Antoinette dared combat. Latham could be seen
working with might and main to keep his equilib-
rium. Johnstone and Hoxsey started for altitude.
The higher they flew the less they were able to
advance, until at last they could be seen, one keep-
ing just exactly the same distance behind the
other, headed into the wind, but going steadily
backward away from the field until out of sight.
Just imagine taking one step forward and slipping
back two. That’s what they did.

Hoxsey was driven back to Brentwood, L. I., 25
miles to the east. Johnstone got down at Middle
Island, about 42 miles from the grounds. The
velocity of the wind at their altitude was figured
at between 70 and 80 miles an hour. The next
day both men flew back to the grounds.

The Wright machines were nearly always first
up every day. Wind had no terrors for them.
When there was no prospect of flights by other
machines until later in the afternoon the Wright
flyers got up and stayed up, though the spectators
often came near having heart failure when it
appeared as though an extraordinarily tough gust
would capsize them.

It is impossible to obtain actual figures on the
wind on the day Hoxsey and Johnstone were driven
backward. On the ground the Weather Bureau
anemometer registered but 16 m. p. h., though there
were gusts of twice that velocity. Records made
at the BHiffel Tower show four times the ‘velocity
in 1,000 ft. of altitude. In Germany and at Blue
Hill the records show twice the velocity in this
distance upward. At 4:30 on this day the wind
blew 30 m. p. h. on the ground.

201

AERONAUTICS

The management of the meet should congratulate
themselves on being favored with such good weather
as they did have, for the latter half of October is
usually inclined to be much more windy. August
and September should be the months for an avia-
tion meet in this section.

Cross Country Flights.

The cross country flights were not very spectacu-
lar. The entrant crossed the line and quickly dis-
appeared from sight and for the most part forgot-
ten in watching the flying near at hand. After
rounding the balloon at Hicksville, where Leo Ste-
vens had his hydrogen plant and wireless outfit,
communicating with the judges’ stand, ten miles
away, the aeroplane would return and cirele the
course and land, scarcely noticed by the crowd.
On one day the balloon could not be located at all
on account of the fog.

In the cross country flight of October 25 Mc-
Curdy had to land in a field near Rockville Center.
The next day he flew it back to the field.

On one occasion the cross country men lost the
balloon in the fog and failed, of course, to round ‘tbs
Baldwin and Erisbie Fly from Mineola.
The day before the meet opened J. J. Frisbie
flew over from Mineola, a distance of 5 miles, just
after sunset. After some argument he was finally
allowed to enter the meet. The flight took him
directly over the buildings of the fair grounds
at Mineola, and the scattering houses and trees on
the way. Captain Baldwin flew over the next day
with a brand-new machine painted red, with his

red rubber cloth surfaces.

The Demoiselles.

The Demoiselles were really the hit of the meet.
On only two occasions did they make more than
one complete round of the course, on account of
motor trouble, but they caused a wave of amuse-
ment each time they bumped and bounced across
the field for a _ start. They certainly had great
speed when they did _ fly. They resembled some
monster bug without the buzz. One even turned
upside down without doing the aviator any damage.

Spectators Got Mixed Up.

It was impossible to keep track after the first
lap or two of the standing of any of the aviators
in the hourly duration and distance contests, except
by following the bulletin board, and_ then it took
several pages of the programme to figure out the
hieroglyphics thereon, and in the meantime the
machines had made some more laps and it was
all off. On the second flying day there were eleven
machines in the air at once, sometimes as many
as four and five bunched in one place, with a
rear-end collision almost inevitable. When only
two or three were up at a time people got tired
and hied themselves to the ever-crowded bar. An-
other meet should provide for events of more in-
terest. If, say, three machines were started from
a line at a given signal for one or two lap races,
the crowd would be on its feet with enthusiasm.
For another, start several from a line for a cross
country, the first man back to win. The people
could then actually tell without a lexicon who won.

A Few Smashes Occurred.

Tod Shriver, limping around the field on crutches,
the result of a previous exhibition flight, flew un-
officially. the opening day and ended by smashing
his machine. This put him completely out for the
entire week. The day of the Statue of Liberty race
Moisant smashed his propeller and damaged his
wing by hitting Harmon's Farman just as he was
running along the ground for a start. The big
Farman had one whole side wrecked. Moisant
smashed his machine three days before the meet
opened, taking his feet off the rudder control to
kick open the gascock,

The second day of the meet, October 23, no one
flew. The wind was fearful. White did attempt
a flight and got off the ground but had to land
shortly. The wind tipped the machine over on
its side and there was another job for the repair-
man. Moisant brought out his Bleriot and before
he could get in it it was on its back and broken.

Brookins smashed his S-cylinder Wright on a
preliminary trial.

On the last day of the meet White turned his
100 h. p. Bleriot over in front of the grandstand
just as he landed.

Repairs to the smashed aeroplanes were quickly
made by the new Lovelace-Thompson Gos) at Orne
George, New York City.

December, 1910

Clifford B. Harmon did not fly at all officially
and his only flights were for his own amusement.

H. S. Harkness did not fly his Antoinette at all
during the meet.

ENTRANTS AT BELMONT.

Monoplanes.

Cc. GRAHAME-WHITE (England)—
Bleriot, 50 Gnome.
Bleriot, 100 Gnome.

JAMES RADLEY (England)—
Bleriot, 50 Gnome.

COUNT DE LESSEPS (France)—
Bleriot, 50 Gnome.

J. B. MOISANT (America)—
Bleriot, 50 Gnome.

J. A. DREXEL (America)—
Bleriot, 50 Gnome.

RENE SIMON (France)—
Bleriot, 50 Gnome.

EMILE AUBRUN (France)—
Bleriot, 50 Gnome.

W. E. McARDLE (England)—
Bleriot, 50 Gnome.

Cc. AUDEMARS (Switzerland)—
Demoiselle, 80 Clement.

ROLAND GARROS (France)— -
Demoiselle, 80 Clement.

ALFRED LEBLANC (France)—
Bleriot, 50 Gnome.
Bleriot, 100 Gnome.

HUBERT LATHAM (France)—
Antoinette, 50 Antoinette.
Antoinette, 100 Antoinette.

BUGENE ELY (America)—
Curtiss, 65 Curtiss.

RENE BARRIER (France)—
Bleriot, 50 Gnome.
HARRY S. HARKNESS (America)—
Antoinette, 50 Antoinette.
Antoinette, 100 Emerson.

Biplanes.

Cc. GRAHAME-WHITE (England)—
Farman, 50 Gnome.
*CAPT. IT. S; BALDWIN—
Baldwin, 50 Curtiss.
*CHAS. K. HAMILTON—
Curtiss-type, 61 Christie.
Curtiss-type, 51 Hall-Scott.
*CLIFFORD B. HARMON—
Farman, 50 Gnome.
0 AG Ds es MeCO RD —
Curtiss, 50 Curtiss.
MARS—
Curtiss, 50 Curtiss.
*HUGENE BLY—
Curtiss, 50 Curtiss.
*WALTER BROOKINS—
Wright machines. See American schedule.
*ARCH HOXSEY—
Wright machines. See American schedule.
*RALPH JOHNSTONE—
Wright machines. See American schedule.
PARMALEE—
Wright machines. See American schedule.
*A LEC. OGILVIE—
Wright machines. See American schedule.
TURPIN—
Wright machines. See
*TOD SHRIVER—
Curtiss-type, 30 Kirkham.

eo ee

SO).

ey mars
American schedule.

*c. EF. WILLARD—
Curtiss, 50 Curtiss.
*jJ. J. FRISBIE—

Curtiss-type, 51 Hall-Scott.

*y. CO Turpin and *Ps ©: Parmalee qualified for
pilot licenses. {Turpin did not fly officially.
Bugene Ely had a Curtiss monoplane, but it was
not flown officially. Harkness did not fly. *Walter
Christie had a monoplane with two engines, but
not entered in meet. All aeroplanes in the meet,
except the Wrights, were equipped with Bosch
ignition.

* Americans.

AERONAUTICS

FOCI III IOI II IOI IOI OSI IA A I tA

KKKKKKKKKKKKKKAK ARK KK

THE

CRO OI I OIOOIIIII I OI DI IIAIOIIOAAAAOIIAA tS.

First Industrial Aero Show

in conjunction with

11th INTERNATIONAL AUTOMOBILE

SHOW

December 31st—January 7th, 1911

Grand Central Palace

——— NP Wy oY ORK

Exhibits are solicited from every aero-

plane and accessory manufacturer.
Show your product where you get most
results. 150,000 people attended last year’s
Automobile Show. Don’t take in the side
shows and miss the main show in the big
tent. Write at once for particulars, time

iS very short. of of oe

Address
AERONAUTIC DIVISION

of

International Automobile Show

GRAND CENTRAL PALACE

__ In answering advertisements please mention this magazine.

NEW YORK, N. Y.

SAUER RE af RO

December, toro

aE

ARBOUR OOOO OULU OOOO UO OOOO. LOO EY ¥C

*

AERONAUTICS

December, 1910

OFPTCIAL «RESULTS TABU E-AtEae

C. GRAHAME-WHITE.

CONTEST WON DIST. MADE
October 22—

lst Hrly Dist $250 50.0K

2nd Hrly Dist 250 47.518

Daily Tot Dur 5000 sate ee
October 24—

lst Hrly Dist whet 50.0K

2nd Hrly Dist $100 52.5K

Daily Tot Dist OT Omer.
October 25—

Ist Hrly Dist $100 5.0K

2nd Hrly Dist 250 35.0K

Daily Tot Dur eyo RC roi raie
October 26—

Special Dist 20.01
October 29—

Gordon Bennett $5,000 100.0K
October 30—

Hourly Dist 27.5K

Daily Tot Dur Sree eC keneke

G’'d Speed M'plane No prize 25.0K

Passenger carrying $400 5.0K
(Carried 326% lbs.)

Statue of Liberty 32.8M
October 22-30—

Total Dur SAO 0.08 Oe teuctanees

Total Dist 1,000 267.518

Fastest Flight 1,500 10.0K
October 31—

Speed Race $3,000 25.0K

Total Winnings $13,600

TIME

1:01:04.74

17:00.09
18:24.23
14:56.138

6:04.05

JOHN B. MOISANT.

October 22—

Ist Hrly Dist $100

2nd Hrly Dist 100

Cross Country 500

Daily Tot Dur 250
October 25—

Cross Country $250

October 29—
Gordon Bennett
October 30—
Hourly Dist $100
Daily Tot Dur 250
Statue of Liberty 10,000
October 22-30—
Total of Dur
Total of Dist
Fastest Flight
October 31—
A> ©. A. Dist $2,000

Total Winning $13,550

35.0K
35.0K
20.0M
20.0M

100.0K

70.0K

140.0K
10.0K

135.0K

51:02.40
49:32.40
39:41.80
1:42:10.80

RALPH JOHNSTONE.

October 24—

ist Hrly Dist $ 50 52.5K 56:43.00

2nd Hrly Dist wih 45.0K 46:52.80

Daily Tot Dur UN) — Gaaad 1:47:44.40
October 25—

Ist Hrly Alt oe LINO WALTOLTADH en y5 eneisle ic

2nd Hrly Alt $250 oO cic ime wereMeyeyeicne

Daily Tot Dur BLD * |) Wiekersrara 2:00:00.00
October 26—

Special Alt $100 isi Gin enone arcane koran
October 27—

Hrly Alt $250 8471ft Soon ba

Daily Tot Dur PANS Bini Poe ecole 1:00:00.00
October 29—

Ist Special Alt $250 3235ft

2nd Special Alt 250 FOSS echo. ater gestern
October 22-30—

Total Dur SOOM man aer-cnte 4:47:44.40

Total Dist aratieye URG< Sito pedo.

Grand Alt 2,000 SANE meas icivacnetetltsts

Fastest Flight 10.01 10:08.00
October 31—

Special Grand Alt $5,000 SU UARG | cstatks Roath

Total Winnings $9,408.33

Pos!I-
TION

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HUBERT LATHAM.

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POsSI-
CONTEST » WON DIST. MADE TIME TION
October 24—
Ist Hrly Dist aMeleve 12.5K 11:04.85 6
2nd Hrly Dist $250 52.5K 47:56.40 1
Daily Tot Dur ate eG See. 59:03.25 6
October 25—
Ist Hrly Dist $250 47.5K 57:31.00 1
2nd Hrly Alt 50 OUUQLCN netetel eae 3
Daily Tot Dur LOO} Garter 1:00:00.00 3
October 26—
Cross Country $250 20.0M 32:14.71 2
Special Dist 250 2.5K 36:22.45 1
October 27—
Hrly Dist $250 35.0K 55:24.15 1
Daily Total Dur ZEZsSoL mee sreieue 1:00:00.00
October 28—
lst Hrly Dist 10.0K 14:00.25
2nd Hrly Dist ; 30. 0K 43:59.40
Daily Tot Dur ZOO) Pe exetarcns 1:11:34.60
October 29—
Gordon Bennett ieuene 100.0K 5:47:53.41 4
October 30—
Hrly Dist. $250 82.5K 58:48.41 1
Daily Tot Dur OO eo sheer c 58:51.74 1
October 22-30—
Total Dur Di 00 se geueieeees 5 :309229.59 2
Total Dist 1,500 2TOSOKS Sine o, tee 1
Grand Alt Weare SU2EE, | tvsetats Gece A 7
Fastest Flight 1,000 10.0K 6:26.07 2
October 31—
ANICMAS Dist $1,000 87.51K 1:04:36.00 2
Total Winnings $8,183.33
ARCH HOXSEY.
October 22—
lst Hrly Alt. $250 TMDEE —Sgeusceaepevee 1
2nd Hrly Alt 250 GSB Secccteteascrhe 1
Daily Tot Dur LOO eerie 34:35.40 3
October 24—
lst Hrly Dist 52.5K 4
2nd Hrly Dist eisaets 47.5K : 4
Daily Tot Dur $500 ese as 1
October 25—
Ist Hrly Alt $100 DiS OLE sais crefersetetene 2
2nd Hrly Alt 100 ASSQEC cic cc Sores akan 2
Daily Tot Dur SiDy. eu eeters ire 2:00:00.00
October 26—
Special Alt $250 GAZiatGs ~ resets okeuevate 1
October 27—
Hrly Alt $100 OIOSEE coe. tee ae 2
Daily Tot Dur 283.39 snes 1:00:00.00 .
October 28—
lst Hrly Alt $250 (HZMDGPA eee Soo coe 1
Daily Tot Dur 10.0 eerste. Bilinaantee. 3
October 29—
Ist Special Alt $500 es Bein oc oa 6c 1
2nd Special Alt 500 2G@4EL. sc tavehe cvenerae 1
October 22-30—
Grand Alt $250 GOOSRiy Seresrsbeicmete 4
Fastest Flight Sis fe 10.0K 10:16.40 11
Total Dur SSO.00! “UN nokworee 6:29:21,85 I
(And Amateur Cup)
Total Dist eieiene IMAC So eo aicke O 5
Total Winnings $6,908.33
EMILE AUBRUN.
October 24—
1st Hrly Dist $100 67.5K 48:10.65 2
2nd Hrly Dist 50 50.0 35:53.40 3
Daily Tot Dur Sta ee esensiere 1326250.56 4
October 26—
Cross Country $500 20.0M 28:08.75 1
October 30—
Hrly Dist Steron 30.0K 20 313935 4
Daily Tot Dur Sy marecehene 21:13.35 4
Gr Sp M’pl Elim No prize 25.0K 16:37.05 2
Cross Country $250 20.0M 21:52.50 2
October 22-30— 5
Total Dur vistake| MCs ebabae 1:48:04.90 6
Total Dist $500 LATTE Oar aeicineeyteerete 3
Fastest Flight 500 10.018 6:50.00 3
October 31— »,
Speed Race $500 25.0K 16 :37.00 3
Total Winnings $2,400
O4

AERONAUTICS

COUNT DE LESSEPS.

PosI
CONTEST WON DIST. MADE TIME TION
October 22—
2nd Hrly Dist $100 GaSe v <yshoners, cs evans 2
Daily Tot Dur ate he oem s 3:47.80 5
October 24—
1st Hrly Alt $250 SGU ECM ofercrsesteve elec 1
Daily Tot Dur eaten erty 27:24.80 7
October 25—
ist Hrly Alt $250 GO SAE seareterercicrey eke 1
Daily Tot Dur Seevsgc Mi ene Ore rerece 46:05.80 4
October 26—
Cross Country Did not round the balloon 4
Special Alt $50 Bo-LORGH save ceuetscelstetere 3
October 28—
1st Hrly Dist $50 2.5K 2:36.35 3
2nd Hrly Alt 100 AA ORG peer oneycieistenees ete 2
Daily Tot Dur Sere lew ene eco £7:321.45 4
October 30—
Passenger carrying $1,000 5.0K Bist2et5 1
(Carried 356% Ibs)
Statue of Liberty 32.8M 39:38.50 3
October 22-30—
POCA DUTY tee caters apes tus 1:34:39.85 8
Total Dist siczeue DEN Ca memay otetollavrecs: stots 16
Grand Alt 500 (SEIS GE EL Shear cio cede 3
Total Winnings $2,300
ALY; DREXEL:
October 22—
1st Hrly Dist $50 25.0K 19:39.80 3
2nd Hrly Alt 50 HOLE) Voiciciersonereens 3
Daily Tot Dur el a etc eve 20:31.80 4
October 24—
1st Hrly Dist $250 70.0K 54:33.40 1
2nd Hrly Alt 250 LOD Eb? eles ciasccvevs 1
Daily Tot Dur cies Mors stare 1:02:16.20 5
October 26—
Cross Country $100 20.0M 43:07.75 3
October 29—
Gordon Bennett 35.0K 26:04.08 6
October 22-30—
AMoEYY ID) oie | OO rigs rena 1:22:48.00 9
Total Dist ape QAQURE Wehersyel ehsvereceie 7
Grand Alt $1,000 ELLOS GM aperetreucnetere ete 2
Fastest Flight 100K 7:31.20 if,
October 31—
Special Grand Alt SSS TRS oo o.8 cuacre, orcs 2
Total Winnings $1,700
J2ALe Dy McCURDIY.
October 24—
Gr Sp Bip Elim No prize 25.0K 19:49.20 1
October 25—
2nd Hrly Dist $100 80.01K Qe geo 2
Daily Tot Dur eter weno tty sx 23:09.85 7
October 30—
Hrly dist $50 45.01 3: 3
Daily Tot Dur NO Qe neon ad 3 i 3
Special Dist 100 15.0K 11:13.30 2
October 22-30—
PROTA eM yk ans ieysr | Mea eeteless 55:47.01 10
Total Dist (BGS BS Gatierorc siete 8
Fastest Flight 10.0K 7:06.95 1
October 31—
Speed Race $1,000 25.0K 21:04.20 2
Total Winnings $1,350
JAMES RADLEY.
October 24—
2nd Hrly Dist ». O1K Stk 6
yO TOI ES ei 8 eee es Ap 10
October 25—
Cross Country $500 20.0M 19:48.45 1
October 29—
Gordon Bennett Up but for 5:43.28
October 30—
Hrly Alt $50 614ft 6:49.49 3
Daily Tot Dur rem Pe La een 6:49.49 8
Special Dist 250 25. 01K 17:32.45 1
Grand Speed Mon-
oplane Elimination No prize 5.0K S201 1
Cross Country $500 20.0M 20:05.60 1
October 22-30—
BROEOAUIOMI ee ST ecg Bye epee 11:05.29 13
Total Dist PAU ESAS tetele, vires « 14
Grand Alt GUA laterite. oo ala
Total Winnings $1,300

December, 1910

P. O. PARMALEE.

PosI-
CONTEST WON DIST. MADE TIME TION

October 26—

Special Dist $100 40.0K 5 7:37.03 2

October 28—
lst Hrly Alt $100 SSLOLED wenerebe evenetereie 2
2nd Hrly Alt 250 SU SOL CMiccreters, uote 1
Daily Tot Dur DOO sates 1:40:25.40 1

October 22-30—

Nota ur | Ss eee ee 1:40:25.40 7
Grand Alt SOLO Etre che. crsiere 6
Total Winnings $950

RENE SIMON.

October 25—
2nd Hrly Dist 10.0K 7:23.50 4
Dalya Cote DUre iy ceca, eee 7:23.50 8

October 26—

Special Dist 15.0K 11:40.90 5

October 30—

Hrly Alt $250 959ft 11:20.80 1
Daily Tot Dur relate oan ghia ane 11:20.80 6
Gr Sp Mp1 Elim No prize 25.0K 16:54.80 3
October 22-30—
TOCA DUT ee 8 Minster elie Here a ae 18 :44.30 12
Total Dist NOM OERE ete cee ocieee 11
Grand Alt SO OLE Pe ceremussereciete 8
Fastest Flight 10.0K 7:23.50 5

October 31—

AAC. Ay Dist $500 60.0K 50:13.00 3
Total Winnings $750
WALTER BROOKINS.

October 24—
1st Hrly Dist Saeheae 7.5K 5:30.85 iG
Ist Hrly Alt $100 AS SALEM sya ctscehalexcter 2
Daily Tot Dur ears eee eee ete 5:30.85 9

October 26—

Special Dist $50 30.01K 22:40.80 3

October 27—

Special Alt $250 TADEE Siete 1

October 22-30—

Total Dur 5:30.85 17
TOUTS te ee Di cicciayNennn MSO )ESGUNI crap ats crash aie 12
Grand Alt Pete, eHSiaiht; | VSer.gese ore eteae 5
Total Winnings $400

EUGENE ELY.

October 22—

Ist Hrly Alt $100 A OAT reek omonetel on crene 2
2nd Hrly Alt ona 2 OO mt ehetoreterescrehens, +

October 24—

Ist Hrly Alt AS DMs wher slctrateverece) at t

October 30—

Hrly Dist 10.0K 8:20.81 6
TD AiliyavO Cel ee meet teu my ee ionenene 8:20.81 t

October 22-30—

[TO Cay RE) UT ae eee gat ote ot mR tT oustiows 8:20.81 14
Total Dist TGROUSSiee cra! oj steheaeieyaus 10
Grand Alt 41 28C sees 12
Fastest Flight 10.0K 8:20.81 8
Total Winnings $100

CHAS. F. WILLARD.

October 24— es
1st Hrly Alt $50 GiZO Tite teres oy cneveveiiets 2
PD ailva LL Oke) LIne ae neet eer en onsrer ete 6:36.80 8

October 30— ned = a: .
Special Dist 50 5.018 9:22.39 2
October 22-30— Jk a =
Total Dur ists 6:36.80 15
Grand Alt G2ILe | cisitetewesrsie 10
Total Winnings $100

Cc. AUDEMARS.

Octeber 28— ae F
Ist Hrly Dist $100 2.5K 2:24.50 2
Daily Tot Dur 2:24.50 =

October 22-30—

Total Dur tee 2:24.50 ie
Total Dist DENIS nie eraleNeteUsi ete >

ketober 31—

sp ee Race No prize 7.5K 6:05.20 1

Total Winnings

& 205

$100

AER ONAGTMES.

J. C. MARS.

POSI-
CONTEST WON DIST, MADE TIME TION
October 24—
Gr Sp Bip. Elim Noprize 25.0K 22:54.15 2
Octeber 25—
2nd Hrly Dist $50 30.018 30:47.40 3
1) EUs ye ihe 2) Unite eset eayrcee pee Sil ebe 0 6
October 26—
Special Dist rants 2. DIK 2:02.80 6
October 22-30—
PROTA Uke MORN Ae Ces octane le een uan: sl 15510 aU
Total Dist BUONO erect atacere nee ie 9
Fastest Flight 10.0K 8:40.55 3
October 31—
A Coe Ane Dist Ze DK 2:21.80 4
Speed Race Did not start
Total Winnings $50
ALFRED LE BLANC.
October 25—
2nd Hrly Dist seats T.5K 5
Davie Ou ea reyeres un Laiepeer 9
October 26—
Cross Country Did not round the balloon
October 29—
Gordon Bennett 95.01 52:49.70 5
October 22-30—
Total Dur Spec. role See De OrimOlO 16
Total Dist Seisis TaD Peart eat eiert 13

Note.—In the above schedule K equals kilometers,

M equals miles. Time is expressed in hours, min-
utes, seconds, and hundredths of a second. Only
distances actually covered by each contestant in
each contest is given, not necessarily the distance

to be covered under the rules.

In these figures ‘‘total distance’’ and ‘‘total dura-
tion’’ do not mean exactly what the words say.
Only time and distance in the “hourly’’ distance,

December, 1910

RENE BARRIER.

POSI-
CONTEST WON DIST, MADE TIME TION
October 30—
Hrly Alt $100 932ft 2
IDV eto ID oee nw a ON Be OS 9
October 22-30—
Miele Wi Doh ee Me Sette el = “lear a @ SDD EEG 18
Grand Alt QS20t eevee 9
Total Winnings $100
ROLAND GARROS.
October 31—
Spec Dem Race No prize 5.0K 4:02.20 2
ALEC. OGILVIE.
October 29—
Gordon Bennett 100.0K 2:06:26.69 3

J. J. FRISBIE.

5.018 4:30.21

October 24—
Gr Sp Bip Elim No prize
(Smashed up on 3rd round)

CHAS. K. HAMILTON.

October 29—
Gordon Bennett Did not finish a lap

duration and altitude contests counted in the grand

total. Time up in “special altitude’ or ‘‘special dis-
tance’ contests did not count for totalization.
The Mechanics’ Prize was not awarded, as the

aviators failed to furnish a list of their mechanics

under the rules. Total winnings in the meet,
$63,249.99. The Wright Company was paid $25,000

for the license. The amount of
contestants igs not known.

“expenses” allowed

Built for

Curtiss Monoplane at Belmont.

Until the last moment before the meet, it seems,
none of the Curtiss aviators expected to be present.

Almost the last thing before the meet opened ex-
pense money was guaranteed and the aviators
hustled to get their machines to the track. But
one of the machines had tanks large enough to
go after hourly distance and duration prizes, nor
eould any make the speed of the Bleriots, unless
perhaps MeCurdy’'s, which had special light Naiad
cloth both sides of the planes and flatter ribs

206

Bennett Race

standard. The wind, too, was against Mars,
Ely, MeCurdy and Willard. The Curtiss machines
have more surface than the Bleriots. At fast speed
a large machine feels the foree of the wind more,
it is claimed, the theory working out that a small

than

machine at fast speed is equivalent to a large
machine at slow speed, as far as wind trouble
is concerned; but large surface and fast speed
both make the machine very susceptible to varia-

tions in the wind.

AERONAUTICS December, toro

Annular Ball Bearings

is emphasized by the following
recent performances

International Aviation Tournament—Belmont Park

GNOME MOTORS

7-Cylinder, 50 H.P. and 14-Cylinder, 100 H.P., were used on
BLERIOT MONOPLANES BY

LE BLANC, DE LESSEPS, GRAHAME-WHITE, MOISSANT, DREXEL, AUBRUN,
SIMON, BARRIER AND RADLEY

Winning the

JAMES GORDON BENNETT INTERNATIONAL CUP

for the fastest 100 kilometer flight—World’s Record—the $10,000 Ryan Prize
STATUE OF LIBERTY FLIGHT

and the majority of other events, besides the bulk of the Prize Money,

Gnome Motors are equipped with F. & S. Annular Ball Bearings all over, including
the crank shaft and even the connecting rods, the latter a radical departure in foreign
practice. the only American maker doing this being the makers of the winning Flying
Merkel, the F.& S. ball bearing motor cycle. F.& S. Annular Ball Bearings—the Depend-
able Kind— increase the speed and stand the terrific strain of the fast revolving, air-cooled
Gnome Motors as demonstrated at every aviation meet.

Bleriot Motors Revolutionize Science of Aviation, Bishop Says

‘*The showing made by the Bleriot motors revolutionizes the science of aviation, ~~
Mr. Courtland Field Bishop said last night. ‘‘It has been proved that this type of engine
is superior to anything of the kind in the world.

**T regret exceedingly the mishap which caused the wreck of the Wright racer, but
even so [am very much in doubt whether this type of motor could have made the same
showing as the Bleriot motor, even had the accident not happened. **

Gnome Motors Superior to All Others, Mr. Bishop Says

‘*T repeat that to my mind the result establishes the superiority of the Gnome
motor over all others. It is a question whether Mr. Curtiss would ever have won the
trophy at Rheims at all, but for the fact that Bleriot, at that time, used an Anzani motor.

‘Ifthe American team had come out early they might have accomplished something.
As it was, they had no chance against the Gnome motor.’’—Brooklyn Daily Lagle.

J. S. BRETZ COMPANY, Scle Importers

Times Building, New York
BIER POUR BO.

In answering advertisements please mention this magazine.

AERONAUTICS December, T9r0

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AERONAUTICS

Object to Gordon Bennett Course.

Previous to the running of the Gordon Bennett
many objections were made by the foreign con-
testants to the course, which was claimed to be
dangerous and not at all in accordance with re-
quirements for safety demanded by the interna-
tional federation. This course came very close
to houses and other buildings and trees, and was
over very uneven ground. Upon the demand of the

French competitors several minor dangers were
removed, such as trees. M. Gasnier, the delegate
of the French club to the contest, has issued a
letter stating tnat he complained of conditions
to Cortlandt F. Bishop and found his objections
eoincided with those of the club president, who

It is reported by M. Gasnier, had ‘‘kicked’’ without
result to the aviation committee of the meet.

December, roro

The
night, the
publie for

windy indeed and no flights could be made.
meet was advertised to end Sunday
30th of October. To make good to the

the bad Sunday, the meet was continued on Mon-
day, the 31st.
Previous to the 80th it was not clearly deter-

mined whether the first Sunday’s program would be
carried out officially on the $3lst or not. Someone
of the management brought up a clause of the
F. A. I. rules, which provided that official events
must end on the date advertised as the finish of
the meeting, or Sunday, the 30th. Therefore, in
announcing to the aviators the schedule for the
3lst it was stated in the bulletins that this day’s
contests were special ones for special prizes. The
aviators had this bulletin Saturday night or Sunday
morning.

When Graham-White found the Statue of Liberty

race had been awarded to Moisant, he protested
and desired to try for it again on Monday, the
added day. He was advised that this was impos-
sible, but that if he liked he could make the same
flight, with all officials for timing and so forth,
as a basis on which he might make an appeal to

It is believed that since the meet the course
has been surveyed by representatives of one of the
French contestants. Whether any formal protest
will be made remains to be seen.

Royal Aero Club Protests. the F. A. I. if he so liked. White did not accept
this offer.
On November 15th the Royal Aero Club warned Drexel, who did not compete for this prize, took

White's part and protested against the alleged un-
sportsmanlike conduct of the race by the manage-
ment in letters to the newspapers.

the -Aero Club of America by cablegram that it
was protesting the award made to Moisant in the
Statue of Liberty contest to the international fed-

eration. This body will not meet for nearly a year On November 1 the Aero Club of America held a
now, and it is possible the prize may be held up meeting of its governors and considered the public

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826 /5s.
620 /bs
780 105
680 bs
600 /63,
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700 Ibs.
1000 lbs
600 /bs
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640 lbs.

right
Weight

Weigh i

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Curtiss

HArtiL TON Lee

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FRISBIE Type.

F Ohristia moter refed by meker at HOhp; Half-Scolt et 80. *AL AK roting. %¥ Altitude machine. Wright rediators

vertca/ jibe El Arco aad A-Z honeycomb hee. Only other American made mochine, Lys Cur7iss More.

American-Built Machines at Belmont

forwarded a state-
the contest to his own club, the club in the
together with a copy of the rules. There was plete the course, and the matter of asking his
much friction between aviators and the aviation resignation and cancelling his pilot license was
committee, but after the meet everything seemed also taken up. During the meeting Drexel’s resig-
to have been forgotten and buried. White himself nation was received, handed in on his own account.

all that time. Graham-White
ment of his view of

protest of Drexel, who was one representative of

Gordon Bennett but did not com-

said he had nothing to say as to his treatment, This was laid on the table.

except on one point, and that was the constant On the night of the 31st, while the Aero Club

changes in the rules covering the various contests. was holding its dinner to the aviators, Drexel had
The Aero Club of America disclaims any connec- a little dinner of his own at another hotel, coming

tion with the Belmont meet, except the Gordon to the club dinner later in the evening with the

Bennett race. All other events of every kind other aviators and Graham-White, who was _ pre-

were under the control of the tournament, which sented with the Gordon Bennett trophy for his own

was financed and handled by the Aero Corporation,
Limited, a stock company, with $500 capital stock.
The directors named in the certificate of incorpora-

club. This opposition dinner created no _ little
comment on the part of club members as to the dis-
courtesy shown the meet management and_ the

tion are Cortlandt I. Bishop, Charles Jerome Ed- club.

wards, A. H. Forbes, Samuel H. Valentine and Alan The point at issue seems to be whether or not

R. Hawley. The stock in this company is sup- the meet officially closed on the 30th. If there is

posed to be turned over to the membership cor- a clause in the international rules covering this

poration, Aero Club of America. point, as the management claims, then there seems
It is a question whether any aero body in this to be no reason for complaint, unless the aviators

country has affiliation with the F. A. I. The had not proper notice of this on Sunday, the 80th.

Aero Corporation, Ltd., is the legal successor of This statement was made by the board concern-

the original stock company, the Aero Club of ing Mr. .Drexel:

America, which signed the affiliation agreement.

against J.
with his

prepared
connection

Charges are being

The Aero Corporation, having no membership, can- A Atono® Drexel cin
t bes exe

not rightfully be a representative and comply with

the terms of the agreement If the new Aero conduct prior to the starting in the Gordon
‘= 7 = j _ in © j j . - 2 ac

Club of America, membership corporation, has not aoe eee Tee ace ee pone

made a new agreement, it would seem that there SLOSS IO NUN DNAS VE RE eet 4

ica, as weli as his conduct in withdrawing
from said race when having completed less
than one-quarter of the distance; as well
as the statements emanating from him and
events was announced for the appearing in to-day’s newspapers attack-
Sunday. October 23. as well ing the good faith and honor of the other
days. This day was very members and officers of the club.

is no accredited répresentative in this country.

The Cause for tke Protest.

A schedule of
second day of the meet,
as for the remaining

AERONAUTICS

December, toro

BALTIMORE AVIATION —MBPEeS

By R. F. Patterson.

Baltimore Results.

Duration.
DSGIV AIG vais iota epokenele shenste Cotes esene te aye ».8:58:301 1-5
POP OKSUG Gs ic ssycitharcyeseesteinle tok apckete SMe vateneteits 1:59:23 2-5
IDK) WCE choo onotoboomns oO oD chefelalnD Oita —))
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Cross Country (about 18 M.).
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ICS MUCSSCDSY. cycle coke rele le cotesececatehoreteus fe loteucne ZG 5:
Wai Vet TaN ne eters ake bile ete avanaietionsuacabiue lee arene 28:58
Bomb Dropping.

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DEKE ING waletoheesnctarcheveveuetete Sreneheolsnorencrenansts 6 points
Passenger Carrying.

Gr MeSH S eakieteeereitkecetslciersieusin cherries 16:48 2-5
Altitude.

EL OXSCWS Stress eee u) stows aerate oiercueiote soit ehereters 5,330 ft.
ROR CG rer cretaxcheavatatere eaiorolen ramerer aie otenonepets 4,855 ft
PETMAN eeercr ete clvuelaieretsie ene. nieteleneieuels 2,373 ft.
DeEMIICSTEP Siaysevaietoneveace ions fevele deta cstenehoker stews 1,722 ft
Baltimore Sun $5,000 Prize.

Latham, only entrant, time 42:10 1-5,
flight over the city of Baltimore.

The prize money was divided in a manner
said to have been agreeable to the aviators,
though not in accordance with the an-

nounced plan, owing to the many interfer-
ences of the weather
during the meet.

with the programme

AE Baltimore Aviation Meet, under the aus-
pices of the B. & O. R. R. at Halethorp, a
few miles outside of Baltimore, opened Nov.

2nd, just after the close of the Belmont
meet. This gave the promoters a large number

of aviators to select from. The men taking part
were: Latham, De Lesseps, Radley, Drexel, C. F.
Willard, Eugene Ely and Arch Hoxsey.

About 7,000 saw the first flights. Willard. was
amusing the crowd by pivoting about a particular
pylon when someone caught sight of what he
thought was an enormous bird flying for the
grounds. It proved to be Radley flying over from
where he had assembled his machine a mile off
from the grounds. Willard kept on, and was in
the air some twenty minutes. Ely raced Willard
in a speed test, and later Drexel, Ely and Willard
went up for altitude. After the shower, Drexel
and Radley flew across country. After a large part
of the crowd had gone and it was almost dark,
Count de Lesseps appeared in the air. He also
had flown over from the Pennsylvania station.

The next day it rained and ‘snowed, and that
evening a gale blew down the tents where eight or
more machines were stored, letting the wet can-
vass and snow fall on top’ of thé machines. Latham
and Hoxsey were not able to get their machines to
Baltimore in time for the opening day, so missed
the disaster. The machines of Ely, Willard and
Radley were damaged so much that they had to
be entirely rebuilt.

On account oj the storm, the meet was postponed
until the week beginning November 6, and lasting
up to the 12th. On, the 6th Latham made his
first flight in Baltimore. This lasted twenty. min-
utes, and he had to fight a strong wind all the

time. -He-made two other flights, in one going to
1,000 ft. Again, as most of the crowd had gone,
Drexel made an altitude flight, the wind having
subsided to almost a dead calm. He was up
nearly out of sight, and the motor could not be
heard any more. His descent was practically one

long glide until within two hundred feet from the
ground, when he made a long circle and landed
near the grand stand from where he had ascended
ten minutes before.

Hoxsey had assembled his four-cylinder ‘‘Baby”’
Wright at the Pennsylvania station during the
morning of the 7th, and flew across to the field
with the breeze behind him. He cireled the
grounds and was intending to land, but the wind

208

had increased its speed so much, he was unable
to land at the moment, and was forced to elimb
again to clear trees and make a second circle.
Noticing a clear space, he endeavored to try a land-
ing, without knowing the nature of the ground,
which was being thawed out by the sun, and
disregarding the speed of his machine, striking the
ground so hard and at such speed, his wheels stick-
ing in the mud, they folded back underneath, al-
lowing the machine to go face down and roll over.
Apparently Hoxsey had been thrown forward and
clear of the machine when the wheels first struck.

Latham Flies Over Baltimore.
Contrary to general expectations, as the wind
was strong, Latham went up and flew over Balti-
more, after making two circuits of the course. The

flight lasted 42 minutes, until he landed at the
field. This won a $5,000 prize offered by a local
newspaper. In the afternoon, Drexel, Count de

Lesseps and Latham entertained the people with
numerous flights.

The feature of the next day was the wind fight-
ing of Hoxsey and Latham. The breeze threat-
ened to blow over the sheds, as it did the tents the
previous week. With the motor shut off, Hoxsey
again broke his running gear in landing. When
the wind had dropped somewhat, Drexel and De
Lesseps came up and flew.

Hoxsey in Dangerous Glide.

On the 9th, in making a great altitude flight in
the ‘“‘Baby” Wright altitude machine, which he
had not flown before until the Baltimore meet,
Hoxsey met with an unfortunate landing. After
reaching 5,330 ft., he noticed his engine missing
fire, and started downward. Those who were
watching closely noticed that he made a straight
point downward for about 2,000 ft. and then began
climbing again for another moment only. His
engine had then stopped dead, and down he came
at terrific speed, and at a very steep angle. All
thought that he had lost control and would be
dashed to pieces at the end of the 3,000 ft. drop.
The small supporting surface on this machine
makes it impossible for one to do more than to
glide at a steep angle or travel on a parallel line
at a fast rate. Hoxsey aimed for a farm about 1%
miles from the field, where he landed dn a potato
patch safely. He was running so fast that he was
unable to stop until he had crossed a road and

rolled into a wheat field with a plunge which
eventually upset the machine on top of him, dam-
aging it slightly. Fortunately Hoxsey received

no injuries.

He came down so swiftly that few of the people
present who saw him could follow his progress for
any distance, and as a forest intervened between
the farm and the aviation field, no one knew
whether he was hurt or not until fully forty min-
utes later, when an auto brought him back to the

grounds. Other flights were made that day by
Latham, Drexel, De lLesseps, Ely, Willard and
Radley. This was the best day thus far, four

machines being in the air at once.

The 10th saw another storm, which cleared suffi-
ciently for Latham, Drexel, De Lesseps and Radley
to bring out their machines. De Lesseps carried
several army and navy officers from Washington.
Bomb throwing was the feature of the day, and
caused much cheering and amusement until half
past three, when Hoxsey was seen far off in the
distance flying towards the field with one of the
big machines which had been lost in transit. The
Wright aviators seemed to be able to do with the
big machines any form of flying common to the
birds. The public also witnessed much the same
flying by Willard in his famous ‘“‘Banshee”’ (large-
sized Curtiss), which was wrecked during the
storm at Baltimore. This was Hoxsey’s day, with
his various spiral curves, sharp downward glides
and hurdle jumping. Latham and Drexel did most
of the bomb throwing, which interested the army
and navy men exceedingly. At 4:30 on this day
all the machines were rushed off the field in a
great hurry as another storm came up. Two rec-
ords were made. Latham bet McArdle, who is
Drexel’s partner, that he could go up in his ma-
chine and hit a target on the ground with a re-
volver. He made eight shots, and two hit the
target, one in the inner circle. That meant some
good work, for the wind was quite high. Count
De Lesseps took an army officer in his monoplane,

(Continued on page 213)

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3

AERONAUTICS

EOs- ANGELES

December, I9Io

NOVICE M E.E.T

By Prof. H. La V. Twining.

C.F. Walsh tn Fligh? af Los Angeses

HE Novice meet of the Aero Club of Cali-
fornia was held as scheduled, on the 22d
and 23d of October at the Los Angeles

aerodrome.

All machines without motors were wheeled
out and lined up along the paddock. Saturday after-
noon at 3 o'clock the program was opened by a
towing flight by Jack Cannon. Considerable dif-
ficulty was experienced, owing to the lack of
power on the part of the towing automobile.
After several attempts, it was exchanged for a
more powerful automobile, a Stoddard Dayton,
72 h. p., driven by Mortimer, a member of the
club. Owing to rains some days previous the
ground was slippery and complete circles were
not made, but short flights were obtained. Inside
the motordrome the other machines developed en-

gine troubles and did not attempt to fly.

Cc. F. Walsh, J. J. Slavin and B. F. Roehrig
had housed their machines in a tent outside of
the circular’ track. At 4 o’ciock Mr. Walsh
Wheeled out his machine and made a short flight
of one minute. .

After alighting he arose again and flew with
the wind back to the starting point, making the
Same distance in half the time. His third flight
lasted four and one-quarter minutes, during which
time he made three circuits of the course, this
being the first time that he had made a circular
flight.

On the next day, Sunday, Jack Cannon made
a good towing flight inside of the aerodrome, cir-
cling the course three times, remaining in the air
three minutes. Outside of the aerodrome Mr.
Walsh made two attempts for a quick start, leav-
ing the ground in 150 ft. the first time, and 128
ft. the second time.

He made two other flights, remaining in the
air 1% minutes the first time, and 7 minutes the
second time, encircling the course four times.

B. F. Roehrig failed to qualify as he did not
get his machine ready in time.

J. J. Slavin brought his machine out of the
tent. It was a new one and he had just finished
it. Everything was apparently in trim. He started

a

his engine and when the signal to let go was given,

he rushed over the ground at a high speed and
jumped into the air with ease. His machine went
up rapidly but did not lose headway. It listed
to one side, and, after reaching a height of some
35 ft., as estimated by the onlookers, it turned
toward the listing side and came to the ground
on a slightly uneven keel, breaking the running
gear. The listing was caused by a defective ar-
rangement of the lever controlling the tilting of

the planes. Both Roehrig and Slavin have Elbridge
engines.
Four
iner”’ cup,
height; the

The “Exam-
Diego cup, for
for flight in a

cups were put up as prizes:
for distance; the San
Leonard-Smith cup,
cirele, and the Whitley cup, for duration.
Forty per cent. of sixty per cent. of the gross
gate receipts were to be distributed as cash prizes.

When Slavin shot into the air many thought he
had won the height prize, but the contest com-
mittee awarded it to Walsh on his flight of the
day previous.

Cc. F. Walsh was awarded all of the cups, as
he was the only one to make sustained flights.
One hundred and sixty-one dollars were distributed
in cash prizes, Mr. Walsh winning all of the first
events and Mr. Slavin coming in for second events.
Inside of the aerodrome Jack Cannon was awarded
the prizes for towing flight inciuding height, dis-
tance and duration.

Some 1,200 people were in attendance on the
two days.

Although the novice meet was a small affair
vet it was eminently successful both financially
and otherwise. In a year the club members have
made great progress, all of the flying being done
by local members of the club.

On the following Sunday, Mr. Walsh made two
neat flights in a 25 mile wind, making his turns
skillfully and landing without accident. The Greer
monoplane was brought out and towed by an
automobile. It rose easily 20 ft. high when the
towing rope broke _ loose. Mr. George Duesler
was in the monoplane. The strong wind caused

(Continued on page 232)
9

AERONAUTICS eae. December, 1910

MINOR MEETS AND EXHIBITIONS

Photo by Courtesy of Major Geo. O. Squier

Start of White on his return to Benning after his remarkable trip from there to pay a visit to the offices of the
War and Navy Dept., Oct. 14, 1910. Landing was from the southward, and from a high
altitude, on the street shown in the picture and directly between the
entrance to the Navy Dept. and the Executive Offices.

Big Meet for Los Angeles.

Los Angeles is to have a meet on January 9-19, Death of Johnstone.
now that Pasadena has given up her plans and
offered the transfer of the sanction for the date While flying at Denver, Colo., together with
Pasadena had named. At least $75,000 in prizes Brookins and Hoxsey, Ralph Johnstone, the holder
will be offered. It it made clear that this is to be of the world’s altitude record, and a famous trick
a “gentlemen’s meet,” not a commercial proposi- bicyclist, met his death during a sensational exhi-
tion, with the representative men of the city back bition of flight on November 17. Telegraph reports
of it. Thus far, Radley, Hoxsey, Brookins, Mars, state that one wing, which had been repaired on
Willard, Post and McCurdy are to be counted on. the grounds, crumpled up, and the machine fell
; The San Francisco meet, with $103,000 all raised, from a height of 500 ft., instantly crushing out the
is off—due to too many ‘promoters’ and booking life of one of America’s very best aviators. Mourn-
agents, it is claimed. ing his loss is a wife and little boy and all those
Z who Knew him during his fearless life.
Moisant Starts Aerial Circus. The three Wright aviators were filling the dates
Nov. 17-22. Hoxsey was in the air at.the same
A. J. Moisant, brother of John B., the aviator, ‘time and quickly brought his machine to Um
has started an aerial ‘‘circus,’’ with Peter Young, ground. tee : : :
Hamilton's manager, as ring-master. The ‘‘troupe”’ Over the infield’ after returninge.rom. cas
of flyers includes John B. Moisant, Charles K. Ctoss-country flight, Johnstone pointed the nose
Hamilton, who bought Aubrun’s Bleriot; J. J. Fris- of his machine downward for the spiral glide whiclt|
bie, Rene Simon, Rene Barrier, C. Audemars and has made the Wright flyers famous. While th
Roland Garros, the latter two flying Demoiselles. cheers were still rising for his daring, the biplan@
When ‘dates’ are not obtainable they will land in seemed to check in its smooth course and _ flutter
a town and run their own*show. s aimlessly for a moment. Johnstone was seen to be
Gabriel Borel, who had contracts with Simon, working his levers and trying to recover himself.
Audemars and Barrier, is expected to bring suit Then the machine seemed to turn completely over.
in France. The three aviators are said to have More than 1,200 flights have been made this year
“jumped” their contracts in joining the Moisant by the Wright machines in this country and the
outfit. Borel, who is also manager for Leon Mo- only other injuries to aviators were to Brookins
rane, will be back in February and open a school, When he landed against the grand stand at Asbury
probably on the Hempstead Plains. Park and in his fall at Belmont.

ON a A TT

Latham, Drexel and De Lesseps sailed for Eu-
rope on Noy. 16th. ree r m ; j

: E William T. Thomas has been making good flights

with his Curtiss-type biplane at the Rochester?

Charles FF. Willard and Tod Shriver left middle aviation field, with Walter Johnson as aviator
of November for California, Willard to Los An- This machine is open for engagements. Address
geles and Shriver to San Francisco William T. Thomas, at Hammondsport, N. Y.

210

AERONAUTICS December, roro

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AERONAUTICS December, 1910

AERONAUT LEO STEVENS

Leading
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AERONAUTICS

ST. LOUIS, Oct.
Louis Aero Club.
is as follows:

8-16.—Aviation meeting of St.
The totalization for each aviator

Hoxsey (Wright) 9 hrs. 31 min., 29 flights
Welch (Wright) 5 hrs. 27% min., 15 flights
Brookins (Wright) 5 hrs. 22% min., 28 flights
Turpin (Wright) 3 hrs. 15% min., 12 flights
Johnstone (Wright) 2 hrs. 50 min., 12 flights
Ogilvie (Wright) lhr. 46 min., 8§ flights
Leblane (Bleriot) 1hr. 32 min., 8 flights

Fastest speed was made by Leblane, 67.9 m. p. h.,-

or a mile in 53 see.

CLEVELAND, OHIO, Oct. 12-16.—No flights were
made the first day on account of weather conditions.
Curtiss flew the 13th, which was quite a windy day,
up and down the beach. Mars and Willard also
flew on this day.

On the 14th Mars flew about 2,000 ft. high and
10 miles down the lake, out of sight. That was
for a special prize offered by one of the local news-
papers, the conditions being that he was to pass
the breakwater down the lake; amount offered
$500. Ely and McCurdy also made several flights.

On the 15th, the general flying was continued
by Curtiss, McCurdy, Mars, Willard, and Post, who
made two short flights. That was the last day
of the official meet.

On Sunday, the City of Cleveland invited the men
to stay and fly, giving a free exhibition. All fences
were taken down and about three-quarters of the
population attended. The banks along the lake
front, about 150 ft. high, covered with grass, were
made into a grandstand for probably one-quarter
of a mile long, which was crowded with people
anxious to see the flights. McCurdy flew out over
the lake. Ely flew up over the city to an altitude
of about 2,000 ft., so he could be seen from all
parts of the city. He flew over the public square
and the principal streets in the centre of the city.
That flight was made complimentary to the Mayor.

Mars made flights out over the lake. Post also
made short flights. After the flights, the Mayor

and city officials gave an informal reception to
the aviators and congratulated them on their work.

WASHINGTON, D. C., Oct. 14.—Grahame-White
flew from Bennings racetrack over the city, alight-
ing in the street, at the Executive Offices. Start
was made from the street and returned to Ben-
nings. This was during a three-day exhibition at
the racetrack by Harmon and White.

STREATOR, ILL., Oct. 15.—Willard flew one day.

SPRINGFIELD, MASS., Oct. 18.—Louis G. Erick-
son made three good flights.

FORT WAYNE, Oct. 22-23.—J. C.
Blanche Scott in Curtiss biplanes,
tion; successful flights.

MACON, GA., Oct. 28-Nov. 1.—Frank Coffyn and
P. O. Parmalee (Wright) filled this date.

NORFOLK, VA., November 4.—Through the en-
terprise of a local daily paper, the Curtiss aviators
gave the people of Norfolk and vicinity their first
opportunity to see an aeroplane in flight on No-
vember 1 and 2. Lee Parade Ground, within the
Jamestown Exposition grounds, was used as an
aviation field, although rather small for the pur-
pose. The meet was of the “common or garden
variety,’’ there being some very good flights, but
nothing particularly spectacular. Mars was the
star of the occasion, and did some very creditable
flying in the famous ‘‘Hudson Flyer’; while Mc-
Curdy, tinkering around a balky 4-cylinder ma-
chine, kept the crowd in constant expectation of a
race that never came off. An announced flight
over Hampton Roads and the city was spoiled on
the third and last day of the meet by stormy
weather. While no records nor bones were broken,
the people, with the exception of a few journalistic
soreheads, seem to have been well pleased with the
meet. The attendance was fairly good, about 16,000
people passing through the gates during the two
days, not mentioning about 10,000 small boys who
crawled under and climbed over or just “dropped
in.

SHREVEPORT, LA.,
(Curtiss) wrecked his
an exhibition flight.

GHAR TOTTE. IN; iG Nove. 20-012:——7. AL PD! Me=
Curdy (Curtiss) was handicapped by bad weather

and stayed over an extra day (the 12th), anda
made a series of successful flights.

Mars and Miss
two-day exhibi-

Nov. 4.—Stanley
machine in

Vaughn
landing after

Deceriber, 1910

PHILADELPHIA, PA., Nov. 17-24.—Clifford B.
Harmon, J. A. Drexel and C. Grahame-Whit«
promised to fly between these dates. White made
a number of flights at Point Breeze, crossing the
Delaware River into New Jersey and over the navy
yard, in his Farman. Drexel and Harmon _ flew
also. White took up a number of passengers.

MOBILE, ALA., Nov. ~21-24.—McCurdy and Post
flew. This is Post's first flying since the bal-
loon race. He got off the ground higher and made
longer flights than he has ever made.

DENVER, COLO., Nov. 22.—Walter Brookins,
Arch Hoxsey and Ralph Johnstone, the famous
Wright aviators, and J. C. Mars were scheduled
here beginning the 16th and ending to-day. The
first day witnessed the terrible death of Johnstone
during one of his sensational spirals. Hoxsey re-
fused to be unnerved by the fatal accident to his
brother aviator and continued flights the next day.

Only one small accident marred the first day’s
flying, that being when Johnstone alighted the

second time. He did not light quite straight to th:
course, and just as he nearly came to a standstill.
his left wing caught in the fence, facing him
around toward it.

The second day (17th) is the one on which John-

stone met his fate. He was in a _ particularly
good humor, and said before he started that hi
would show them some stunts this time. He got
off the ground very easily and rose to a pretty
high altitude. He then started on a steep spiral

descent. He made the first turn all right, but o
the second something seemed to break. He lurched
sidewise, and the machine plunged towards. th:
ground. Even in the face of death Johnstone
seemed to keep his head, as he was seen to craw]
out on the opposite plane, and try to balance it
The machine crashed to the ground, pinning John-
stone underneath, where he was crushed to death.
Hoxsey, who was in the air at the same time, flew
over the wreck, but did not light. On the 20th
Mars smashed his right wing on his third attempt
at flight. ROBERT A. DONALDSON.

The Curtiss machine, owned by James E. Plew,
ot Chicago, with Harriman 30 motor, has had a
busy summer flying through the middle and far
West, with J. J. Ward as aviator.

H. B. Odell, 13195 Euclid avenue, Cleveland, O.,
has purchased a Demoiselle,’ with Clement-Bayard
motor, and is looking for engagements. While
these machines have not done any long flights,
they are spectacular in the air.

Aero Calendar of the United States.

Nov. 16-17—Raleigh, N. C., McCurdy and Ely.

Nov. 283—Richmond, Va., Moisant, Hamilton et al.

Dec.. 31-Jan. 7—New York Aero
Central Palace.

Jan, 12-20—Los Angeles, Calif., big meet.

Feb. Mass., annual
show.

Show, Grand

20-25—Boston, second aero

March 6-13—Chicago, Ills., aero show.

New World Altitude Record.

PHILADELPHIA, Nov. 23.—A. J.
made a new world’s altitude
Breeze track, of 9,970 ft., eclipsing Johnstone's
height by 256 ft. He used the same barograph
Johnstone had when he made his record. The offi-
cials neglected to replenish the ink and the record
was not clear above 9,970 ft.

Drexel (Bleriot)
record at the Point

SS

Death of O. Chanute.

Nov. 23.—Octave Chanute, the “father of avia-
tion,” died at his home, 1138 Dearborn Avenue,
Chicago, Ill., to-day, aged 78 years, after a long

illness, which he contracted while he was abroad.

This is a mournful note to make as this issue is

going to press.

211

t

AERONAUTICS

December, 1910

DROPPINGS FROM THE BLD e\ipeea

ASTOR OIL of high grade is used for lubri-
cating Gnome engines.

MecCurdy’s Curtiss has special Naiad cloth on
both sides now. This is said to increase the
speed of the machine some five or six miles an
hour. Cables operating the ailerons on Curtiss
machines are arranged differently than formerly,
so that in case the cable to one aileron is broken

the other aileron can still be operated in both
directions. The ailerons are now hinged to the
rear beam, top and bottom, and extend a little

to the rear of the rear edge of the main surfaces.
A light strut connects the upper and lower aileron
on each side.

One of the new small Wright machines which
Johnstone used in making his new world altitude
record, with the 4-cylinder 30.6 h. p. engine
(iets =k) in ok: sft 6 aor) Climbed! 1230 oft: sins?
minutes and 48 seconds, a rate of 496 ft. a minute.
This breaks all records for quick climbing. Or-
ville Wright himself did this. Good climbing is
300 ft. a minute. Mr. Wrirht made in this same
fisht. T0r it. in 1285 sands actuallive (751) dit) eink al!
minute flat. This machine is called by the Wrights
the “light roadster.’’

The Belmont meet has brought out a number
of good suggestions for future contests. In speed
contests, While they bring out good flying, it is
such an intricate problem for the public to keep
track of the positions of the various machines that
the real point of a race is lost to the spectator.
Why not start a number of machines from the
starting line, which must be long, at a certain
moment (standing start), then race out to a bal-
loon, say five miles or so away, and back. The
first to cross the line to be the winner. The spec-
tator would know at once how each machine
stood as they neared the line. Wilbur Wright
suggests a contest for rising in a given time, to
prove the efficiency of a machine in this direction.

A recent editorial in American ‘‘Aero’’ cried
down altitude contests as being particularly dan-
gerous and showing nothing. This snap judgment
appears too hasty. Altitude flights show strength
in the machine, efficiency and perfection in control.
Increasing power along with weight gains nothing
but if the machine is so designed as to reach
high altitudes without the increase in power, does
it not show something? To each high altitudes
one must have good, reliable power and an ef-
ficient machine.

engine in the Curtiss monoplane, 8
cylinders, 44%4 x4 in. (64.8 h. p., A. L. A. M. rat-
ing), pulled 380 lbs., holding at 360 lbs., a new
Paragon propeller at 1,150 r. p. m.

The new

Charles K. Hamilton has bought the Lovelace-
Thompson monoplane which Leo Stevens was to
have and is installing a MHall-Seott S8-cylinder
engine, catalogued at 80 h. p.

The Emerson Engine Co. sold 15 of their 100-125
h. p. engines at their booth at Belmont.

In praising the winning of the Gordon Bennett
by White, and the Statue of Liberty prize by
Moisant, the newspapers forgot to call attention
to the fact that the machines used were not
English and American respectively, but French.
Unfortunately this detracts considerably from the
honor. Why not compete in international events
with machines the product of the country, of
which the aviator is a citizen. These events are
really victories for the Bleriot machine and the
Gnome engine rather than for the aviator himself.

The cylinders of the Gnome engine are prac-
tically 4144 in. They figure out 50.5 h. p., A. L. A.
M. rating.

The 8-cylinder Wright machine which Brookins
had the ill luck to smash in the Gordon Bennett
when four of the cylinders refused to fire, it is
said, made 68 miles an hour in the one and only
trial at Dayton, and not using all of the power.

Eighty miles an hour is its probable capacity. It
must go around 60 to get off the ground.

Alfred Leblane is probably the very best aviator
flying the Bleriot machine. Not all of the aviator'’s
skill is in simply flying, but in starting and land-
ing. Many of the smashes on the Belmont field
were in landing.

Hamilton has a mirror mounted on his machine,
set on a universal joint, so that he can see
machines coming from _ behind.

Aeroplane tires with leather tread were seen
on the Curtiss monoplane, made by the Diamond
Rubber Co. These are for practice. For racing,
very small Hartford ‘‘Aviator’’ tires on 12 in.
wheels are to be used.

That aeroplane racing should be put in classes
according to horsepower is a good scheme. What
is the use of flying a 50-Bleriot against a 100-
Bleriot. Not allowing for accidents the race is
already run. Wilbur Wright urges that 40 to 50
horsepower ought to be the limit for racing, that
60 horsepower and over is dangerously high. Let
improvement come in stability and control. The
380-horsepower Wright flies 60 miles an hour, along-
side of the Bleriot 50-horsepower. In 1903 the
Wrights lifted 750 Ibs. with 12 horsepower, in
their first machine. The present Wright does
not do quite so well, as more power has been
added to gain speed, and to have surplus power
even with the engine missing. The small Wrights
carry more weight, are stronger, faster and have
more control than the 50-horsepower’ Bleriots.
There is room for improvement in stability and
control of all machines.

Hubert Latham seems to be the only one who
has flown the Antoinette with any great success.
One seldom hears of flights in this machine com-
parable to those of Latham. Everyone pronounced
this machine the most beautiful of those seen at

Belmont. Its flights were stately, but Latham
could be seen working hard with his control
wheels. The Antoinette machine uses’ pressure

feed for the oil and gasoline.

Harry Harkness is installing an Emerson en-
gine in his Antoinette, which was not seen in
flight during the whole of the meeting.

uses
com-

Clothes at the Belmont Meet.—Hoxsey
a black leather coat with fur _ lined
bination leggins and boots which reach to the
hips. Count de Lesseps adopted a single piece
suit of coarse blue fabric, similar to overalls, with
a cap that fitted close over the head, ears and
neck. Graham-White wore knickerbockers with
his peak cap worn hind side before, always.
Brookins had a neat greenish cloth two-piece suit
with the high-cut trousers very full in the stern
and tight at the bottoms where they buttoned
closely around the tops of the shoes. A, pretty
leather belt held the jacket close to the body.
He had to have help to get his trousers buttoned
up. Hamilton and some of the Curtiss men wore
yellow leather jackets. Clifford B. Harmon looked
very well in a full two-piece yellow leather suit
with leather leggins and a huge pair of goggles.

The two Demoiselles, flown by Audemars and
rarros, were the clowns of the meet. No meet
is complete without them for they were more fun
than all the rest of the flights put together.
These two big bugs buzzed around the field once
or twice every day, half the time on the ground
and half off, but they constituted a whole show
in themselves.

On more than ordinary w'ady days, and every
day the wind blew fairly m. ch, the flying opened
on schedule time with one or two Wright ma-
chines; then later in the afternoon some of the
Bleriots would be out. On one day it looked
as though there would be no flying at all but
Johnstone and Hoxsey went up just the same and
Antoinette and a

later Latham brought out his
couple of Bleriots braved the gale. Johnstone
and Hoxsey kept going high and higher until

they got in a wind, which must have been blow-
ing 70 miles an hour.

212

AERONAUTICS December, 1910

FS sSSSs3

Grahame-White Biplanes

Special Types for One and for Two Passengers
Designed and Built Specially

FOR

C. Grahame-White

BY
Burgess Company and Curtis
Marblehead, Mass.

Burgess Biplanes

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Burgess Propellers if

q A Few ClencneBayard Aviation Motors on Hand :

SAA

POVID ROS OOOO:

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AERONAUTICS

Stessissseses

(Los Angeles ‘‘Examiner,’’ Oct. 23, 1910.)

“WALSH IS HERO
OF BIG AERO CLUB
CONTESTS

“Makes Splendid Flight Outside
Motordrome

‘*Charles F. Walsh, of San Diego, was
the hero of the first day of the aviation
meet of the Aero Club of California at the
Motordrome yesterday. He made a splen-
did flight outside the big enclosure, off
toward Playa del Rey, circled around over
the marsh back toward the motordrome
and then circled over the same course
again before alighting near the point
where he took flight.* * * * * *

“The young San Diegan displayed a
high degree of skill in the control of his
machine. His turns were gracefully made
and as his aircraft was outlined against
the sky and the hum of his motor floated
to the spectators lining the top of the
motordrome grandstand, memories of the
good old days of the big meet came back
and the enthusiasm stirred by Paulhan
and Curtiss awoke again.

‘*The crowd cheered wildly in admira-
tion of the Californian, an amateur, flying
in a California built aeroplane, who had
thus put himself in the real bird-man
class.

“*To-day, Walsh has the call on all the
trophies offered for the big meet.””

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December, 1010

Elbridge “Featherweights”

HOLD ALL NOVICE RECORDS
MADE IN AMERICA DURING 1910

It is reported that the only

machine to leave the ground in

the high altitude of Denver used
an Elbridge Engine.

The first Novice flights on the
Pacific Coast were made with Elbridge
Engines.

The first novice flights, or any other
kind, in New England, made with
Elbridge Engines.

Longest novice flight on record
made with an Elbridge Engine.

More flights made with Elbridge
Engines in America during 1910 than
with all other makes combined.

Elbridge Engines have flown more
different types of aeroplane than any
other American engine.

And many of the men who have
done the best work are untaught ama-
teurs flying ho:7.e-made machines.

of
al om
The purci.ase of an Elbridge ‘‘Feather-
weight’’ is an investment and not a wild
speculati _n.

1911 models now ready for the market.

Twelve months’ experience in building successful engines for aero-
planes and carefully summarizing results means that our 1911 models
will be a long way ahead of competitio..

ELBRIDGE ENGINE COMPANY

10 CULVER ROAD, ROCHESTER, N.Y.

Particulars on request.

Requa-Gibson Propellers

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AERONAUTICS

December, 1010

IX 19 ( iy

Wilbur Wright, G. H. Curtiss and others had Corr
: : : ect List oki
to pay in order to get into the field at one time of Fatali ies with Power
and to get passes to the sheds was like pulling Machines.
teeth out of a chicken, for those who really had
legitimate excuses for admittance thereto, while 1908.
every day of the meet several hundred who had (1). Lieut. _F. .E. Selfridge, Sept. 17, Ft. Myer
no particularly good reason for decorating that (Wright).
. re rouble.
part of Was Sle eee to have no trouble vqene— 909 ees =
The ‘‘privileges’’ must have netted the manage- SN ‘ FMS es ie, Aw Anti
ment a considerable sum. The peanut man, cigar =). Leteb >—Sept. 7, tssy/ (Wright). “—
counter, pennant maker, rubber balloon vendor, : : . :
chewing gum manufacturer, smoked glass magnate, era ae 7 Ferber, Sept. 22, Boulogne-sur-Mer
lavatory trust, check room artist and others all rs Sets) Watts
paid flat sums of no very small amount. The (5). Fernandez, Dec. 6, Nice (Fernandez).
bar privilege was worth between $5,000 and $10,000, 1910
and the man who rented 10-cent camp stools at 2 3 ae ee : ; 3
50 and 75 cents did a good business. The various Hee eu eee Jan. 4, Bordeaux (*Bleriot).
exhibitors under the grandstand, of automobiles, ¢ METBIGHO®) Blon, Apr: 2, St. ‘Sebastien
propellers, engines, magnetos, pecs Nee aoe tetas (8). Hauvette Michelin, May 13, Lyons (*Antoi-
for a little space. Phe advertising in re pro- nette)
gram figured up around $7,000, of which the man-
agement got over half, and more than 70,000 of fa (10). Thaddeus Robl, June 18, Stettin (Aviatik-
these were sold at 25 cents each. The passes German Farman). ,
and badges admitting lucky people to the sheds ™\ (11). ¢ L. Wachter, July 3 (* Antoinette). L
could be rented sub rosa at $5 per from enter- (12). Daniel Kinet, July 10, Ghent (Farman). 4
prising holders. Then there was the nian un Ce (13) Hon. — Cc. S. Rolls) = Jive 195 Bournemouth
the opera glasses for rental and the ‘aviation (Wright).
plumes.” The lunch counter did an enormous f© (14). Nicolas Kinet, Aug. 3, Brussels (Farman).
business, with waiting men and women five deep. ©2(15). Lt. Pasqua Vivaldi. Aug. 20, Rome (Farman).
The grandstand seats got but little polishing as ,»*(16) Clement Van Maasdyck, Aug. 27, Flushing
nearly everyone congregated on the lawn and _ = » (Sommer).
walk in tront. (17). Edmond Poillot, Sept. 25, Chartres (Savary).
GSE George Chavez Sept. 2s Domodossola
(*Bleriot).
Clifford B. Harmon, of Philadelphia, Pasadena ¢~ (19) erase fio ann, ye 29, Mulhausen
= 7 a ‘r, representing , ene
and New York, mostly the latter, repre Se (20). Heinrich Haas, Oct. 1, ae (Wright).
the Aero Club of America in his position as chair- G (21). Capt. Macievich, St. Petersburg, Oct. 7 (Far
man of the executive committee of the one = aes aes gic ie a
. - 7 ™ 7 > 3 < . =
Council of the Aero Club of meee i. Ey eaters =e (22). Capt. Madiot, Oct. 23, Douai (Breguet). A aff
shelved, so the rumor goes, by Se sat hae (23). Lt, Mente, Oct. 25, Magdebourg (Wright). } hen
glomerations. Mr. Harmon is HOE SEEN ara < (24). Fa Blanchard, Oct. 26, Issy (*Bleriot). Fernanry
aware of this at all. Mr. Harmon has cee ainly) Cae Saglietti, Oct. 27, Rome (Asteria),
been very active in the ee aS i ids 426). Ralph Johnstone, Nov. 17. De onver (Wright). )
~ 7 ae rea C ~ he A .
balloon, one eas Cee see iE oon Chas. K. Hamilton and Dr. H. W. Walden, who
Gnome engines. te has give ? Resi : are very much alive just now, are reported in th
actually piloting his balloon and his aeroplane, obituary column of an English journal.
which is against all rules of etiquette of the ~ rarente
+ . gare — 3 i > G . 4 a La
indoor aero club. we ages *Monoplanes. Aladore se Ge =,
: : a ; It is of interest to note in connection + ith tl S
o ving d inette) has been granted a e ection with the” Z
Sm ca WEN third woman to nea this roll call’ the fact that 84 people were killed last
pilot license. § he 1s Roel Voisi ; year in climbing the Alps, and this year the list
the other two being Mme. de la Roche (Voisin totals 60 or more. It is not likely, it is pointed
and Mme. Niel (Koechlin). out, that there are many more Alpinists than there
are volators. Every death in aviation is a disaster
in the greatest degree, yet the public should not
be too hasty in condemning the new sport.
As early as 1909 Japan possessed an airship of a ‘
a rather peculiar type, which, however, did not
seem very suitable. Now a vessel on more up-to-
date lines has been launched, which gives promise A M R E
of better results. It is of the non-rigid type, and B L al I O M E E a
rather stumpy. (Continued from page 208)
: and the latter shot at a target with a rifle, and
Roger Sommer has flown with two motors. was unable to hit it out of something like a half
dozen shots.
On the 11th, Hoxsey made a magnificent flight
f ' : : in a wind estimated at 30 miles an hour, but he
“Automobile Topics’ aeronautic editor doesn't could be seen working hard. The aeroplane acted
seem to know the difference between one aeroplane like a rowboat in a rough sea—it was absolutely
and another. He has a Curtiss machine, at Balti- impossible for Hoxsey to hold it steady for more
more, labeled “Wright ‘Baby’.” than a moment, and then great warping was neces-
: ; . sary. Latham followed Hoxsey in the wind, and
fier at one time it apeared as though he had lost con-
trol. He would drop 100 ft. like a flash, and then
Southern Motoring—thanks very much! would be unable to regain the altitude without
fs : ‘ making a long incline. After two circles of the
sc field, which took about seven minutes, he descend-
ed. The smaller and faster machines were help-
eae ay a dae less in such a wind as this, and did not attempt
Far be it from me to—anyway, even if C. William a flight.
Wurster is a vegetarian, that doesn’t stop the The last day, November 12. Hoxsey Walstethie
other members of the Cumberland nut club from only one who braved the icy gale. He was deter-
eating meat. mined that no kind of weather would prevent him
— from flying at least once every day of the week,
Late in the afternoon, when the sreater part of
Both Wright and Curtiss aerop!anes are now be- the crowd had gone, Hoxsey’s machine was
ing offered for sale to the general public for pleas- Wheeled out of the shed by a corps of helpers to
UPeREn ses IMG aswanlyOnSilenow cenkwene Tea prevent it being blown upside down before a start
SEED OBES: ; Ses -any.c se PS hae Warden was made. The cheering which Hoxsey got after
the various alleged ‘‘aero clubs of the country, his flight clearly showed the appreciation of thi
who is going to be a real outdoor airman? pubtic. That was the final flight of the meet.

213

AERONAUTICS December, 1910

/1°Curdy, Leblanc
od Mars

Hubert
Lathan

*

“Dende Tye:

Startin& the i
Demoiselle

| AERONAUTICS

December, 1910

Alfred

Leb/anc / Sohn B.

Noisant

CO VILL

Drexe/ Hoxsey Brook (7s

T 215

AERONAUTICS December, 1910

BALLOON RACE NEARLY
BREAKS WORLD RECORD

Bennett Cup Stays in America

Hawley and Post Win Lahm Cup

CG. Aah ee ree

or
pO or “ah aie

uy ( 9 es

HAWLE

aciane”

Bitionwne

Br,
Qui NIPISSING 4 POHOHIRE AL
x He ‘, eae Q Si

ee Kings a!

se W I Ag g S Cincinnati

Sst, LOUIS

HUGOST OSD LGGL:

HOUGH no official figures are yet available, Louis, Hawley and Post began their strenuous
it is practically certain that the winner of hunt for civilization. The night was spent in the
the fifth Gordon Bennett international bal- basket of the balloon under a tarpaulin. In the
loon race, which started from (St. Louis, morning a reconnoiter was made from aé hilltop

Mo., October 17, has not broken the world distance after a breakfast of soup and crackers. Soon the
record for spherical balloons, 1193 miles, made by balloon was abandoned and the long hike begun
Count de la Vaulx and Saint Victor, October 9-11, with but a small equipment of edibles. After a
1900, starting from Vincennes, France, and landing wearisome and slow day, following a stream, an-
at Korostychew, Russia, though until this time it other camp was made. Here some instruments
has been held that the la Vaulx record was broken were discarded and another day’s jaunt begun. This
by Messrs. Hawley and Post in their great trip. was Friday morning. All day they followed the
The distance from St. Louis to the point of land- stream, which joined a river, covering but five
ing of the America II. is 1,171.18; miles, as meas- miles the whole day. Another camp. By Saturday
ured by Mr. Williams Welch, chief draughtsman noon Hawley’s knee gave out, having stepped into
in the office of the Chief Signal Officer, Washington. a hole a couple of days before, and a rest was
After being lost to the world for a week the taken until Sunday morning. By noon they found
welcome news was received that Alan R. Hawley 1 woodsman’'s tent, with the proprietor absent. It
and Augustus Post were alive and well, after suf- was decided to stay here until he returned.
fering many hardships in getting out of the wilds Another night, a really enjoyable one, consid-
of a sparsely settled district. ering the comforts of a fire and shelter, was spent
here, Monday morning as Hawley stepped from
Vive Days in the Wilderness. the tent and in reply to his call, uttered in the
; hope that someone would hear, two trappers an-
After a rough landing at 3:45 P. M. on Wednes- swered from a canoe. By 11 o’clock the four started
day, the 19th, the third day after leaving St. down the river in the canoe and made camp after

716

ep yf =
November 30, 1910.

iy. Cherles H. Neitman,
Servo Club of Ameriaa,
New York City.
Dear Sir: |
i am returning to you, under soparate cover, the data you
furnished me in regard to tho ianding places of the ten balloons
én the International Race.

I computed the distance of the America 11 by spherical
trigonometry, using a sphere whose surface equals the surface of
the earth, es determined by Clarke in 1866, and I found the dis~
tance to be 1271.17 miles.

T asked the Chief Computer of the U. 5. Nydrogrepnic office
to verify my work and he made the distance 1176.25 miles.
The U. S. Seast ond Geodetic vurvey was requested te compute
it, and Seew found it to be 1172.9 mttes.
These differences are due to the fset that the LaMar eg ek
as tfrhere) McK duelld ak ak ho equator aud ther Oratk A
took inte considerstion the setusl shape of the earth as determin

from the most recent data, and their work of course is nearer cor-

00 na woh oprs amar on tire bag wr scthnid ons hal

mE led
Yours very traly,
WU heh

sre pvine~ stp otewininannbe,

m Bennett cup Saye ix, America
a

oa A ornare
*

a ial Post Win Laben oF

17RD A ae tm oe esi ew om am mineee eam mom tam

‘
‘ (ays aoltoda
fate

e o siicncie

oh ae Meee fe
‘ ake QUEBEC Coha
LOMMScAMNG

on
i) a fae ve nen netting i ee Piss ;

o isLanuis aed? te oom

PR 0 tk i a eRe Sc a HE emma

cath

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AERONAUTICS December, 1910

Pee De Retr en rs ne Or rae

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g

AERONAUTICS

He

Standing of the Competitors.

(q 2q

of
for

Following is a schedule of the finisl
the race, with approximate mileage giver
all but the first:

1. AMERICA/II., Allan’ R. Hawle
Augustus Post, Aanding northe S
John, Que., hrs., 56<hath., (alse
but 22 miles behind the world dis
ord.

2. DUSSELDORF II., Ing. Hans Gericke
and Samuel F. Perkins, landing 17 miles
northeast Lake Dee, Que., 42 hrs. 26
min., +r miles. 447.

3. GERMANIA, Capt. Hugo von Abercron
and August Blanckert, landing 4 miles from
Coocoocache Sta., Que., 34 hrs. 9 mins., ear
miles. (063.8

4. HELVETIA, Col. Theodore Schaeck and
Paul Armbrust a landing 6 miles from Lor-

and
ike St.
miles;
ance rec-

rainville, Que., hrs. BY mins., 826 miles.

Bey eee ASEUES Uy: es. BF uieut. L. Vogt and
Wm. F. Ager landing 10 miles north-
east North Bay, my on Gull Island in Lake
Nipissing, 32 hrs. mins., ## miles. 7S Fe

6. AZUREA, Lieut. E. Messner and M.
Givaudan, landing 22 miles northeast of Bis-
cotasing, Ludburry Co., Algoma, Ont., 38 hrs.
53 maine +54 miles. 144. ‘q

7. SLE DE FRANCE, Alfred Leblanc and
Walter de Mumm,
Pogamasing, Ont.,
hrs. +22 miles. a!

Soe LOUIS a H. E. Honeywell and
J. W. Tolland, landing 1% miles south of
Hillman, Mich., @Phrs. 3H mins., 442 miles. Lf,

9. CONDOR, Jacques Faure and Ernes
G. Schmolck, landing 4 miles north Two
Rivers, Wis., 20 hrs. }+ins., 443 miles. FOF. 2

10. MILLION POPULATION CLUB, S. L.
von. Phul and Jos. O'Reilly, landing 61
miles north of Racine, Wis., 14 hrs. 3g mins.,
—+t7 miles.

36(.3

landing 3 miles north of
ies Sidine; BP: © 35

miles and encountering many lakes
Trout caught from the stream fur-
On Tuesday the

covering 10
and portages.
nished the next morning’s meal.
trappers put the aeronauts ashore and, following
a wagon road, a little settlement was reached.
Here telegrams were sent and the anxiety of the
interested world relieved. From there on it was
easier traveling. When they arrived in New York
they got a great ovation.

The greatest altitude reached was 17,000 feet.
Bags of ballast taken, 29%; 6 left before landing

The third day after the race started the ninth
balloon was reported, that containing Hans Gericke
and Samuel Perkins, who also had apparently
nearly broken the world’s record for distance. All
the other balloons were reported without much
delay. No balloon race ever held, so far as known,
resulted in such generally great distances. The gas
furnished was better than in 1907.

The American team originally included J. H.
Wade, Jr., pilot and A. H. Morgan, aide. Owing
to the death of a member of Mr. Wade's family
it was impossible for him to go in the race and
the president of the Aero Club of America author-

ized Mr. Morgan to act as pilot, with A. Leo
Stevens aide. The St. Louis club members’ ob-
jected to this and demanded that S. Louis Von
Phul, who stood fourth in the elimination race,
be substituted. A rule was found to cover this
point, and after a heated conference Bishop re-
versed himself and Von Phul was named as the
third pilot of the team. H. E. Honeywell and

J. W. Tolland comprised the third member of the

American team.

TRIP OF THE DUSSELDORF.

By Samuel F. Perkins.

After 42 hrs. and 24 min. inthe air,
which I saw some of the
my life,

during
most wonderful sights of
we were dropped from a height of 4 miles

in a very few minutes, into an almost impene-
trable Canadian forest. These experiences, with
the attending adventure in getting clear of the

woods, form one of the most thrilling
I have ever known.

It was entirely by chance that I got the oppor-
tunity to go; Lieut. Gericke first offered the place

experiences

217

December, toro
to H. H. Clayton, who sailed in the winning balloon
in 1907. Mr. Clayton could not accept, however,
and the honor fell to me.

To me also fell much of the
tion for the trip. In case of
took along two life preservers,
food and water for two,
four days.

work of prepara-
landing on water, I
and I took besides
calculated to last three or
When we met at the balloon grounds,
it turned out that Lieut. Gericke had understood
that he was to attend to the food supply. So
we had double rations, and rather than leave the
food we put it all into the basket of the balloon.
[I was afterwards very glad that it happened so,
for there is no doubt in my mind that it saved
our lives.

At last came the starting signal, the men let go,

ballast thrown out, the balloon rose, and we
were off.
Lieut. Gericke and I had our plan of action all

mapped out before we started.
balloon trip in this country, but I was familiar with
the country, having traveled all over North Amer-
ica from Canada to Mexico. I had also had experi-
ence with ballooning for some years under Capt.
Thomas 8. Baldwin. It was therefore arranged that
I was to take charge of the maps and direct the
course to be followed, and Lieut. Gericke was to
operate the balloon. This plan worked out excel-
lently; Lieut. Gericke is a master at handling a
balloon, and as much ‘of the success of the trip is
due to his handling as to my finding the air cur-
rents we wanted.

Nothing eventful happened from _ the
starting, Monday night, until 9:30 P. M.,
We had passed over Milwaukee
Michigan in the morning. At 5
becalmed over Georgian bay.

We began hunting air currents, making five trips
from the level of the lake to a height of three
miles in search of a _ breeze. Finally, about 9:30
Pp. M., we began to move to the northeast again,
riding—as we afterwards discovered—on the front
edge of a storm. The speed was terrific, and we
Whirled along all that night and all the next
morning across rough country. It was all marsh
land and looked as though, if we were to land,
any walking would have put us into sloughs where
we should have sunk and left nothing but a gurgle.
The situation began to be uncomfortable; our bal-
last was running low, and when that was gone of
course we should no longer have any control of the
balloon.

We had seen no single
on Tuesday,
and we were

This was his first

time of
Tuesday.
and crossed Lake
o'clock we were

sign of life since 9 P. M.
and here it was noon of Wednesday
tearing across impossible country at
express speed. The last sound we had heard from
below was when we passed over Grand Manitoulin
Island in Georgian bay.

At night we often seemed to be chasing our own
shadow, sometimes almost catching up with it,
again falling far behind; this was caused, of
course, by the contours of the ground beneath us.
The oddest incident was to see cattle at night,
scared by. the hovering shadow, race madly away
in fright, sometimes running for miles with their
bells jangling.

Wednesday, just before noon, we saw a large lake
about five mileS ahead, and almost at the same
time saw the rails of the Canadian transcontinental
road for which I had been looking. It must be
remembered that we had by now only the vaguest
idea where we were, except, in a general way,
that we were in the St. Lawrence valley and
headed for the ocean or the Labrador coast.

We still had some ballast, sufficient to go on
for some hours more ait least. But here we were
at apparently our last chance to get back to civili-
zation. I knew there were no more railroads, and
that in the direction in which we were traveling
there was nothing but wilderness. We had some
provisions, it is true, and I had a_ 22-calibre
revolver; but we had no hatchet, no cooking uten-
sils, in a word, no outfit for traveling through the
woods It seemed necessary to descend and land,
and the big lake—it was Lake Kiskisink—looked
to be the most favorable sopt.

When the decision was made we
three miles up. We tried to open the
top of the balloon, but it would not work. The
balloon went up fast, and we tried five times before
we got it open. And then came a downward rush
that is indescribable—4 miles downward in 9 min.
As the gas leaked out the bottom of the bag caught
the air, and the great canvas blew up into a
mushroom against the overhead netting, making a
parachute exactly like that used by the droppers
from hot air balloons at country fairs

Of course the balloon was still traveling across
country at a terrific rate, and when it seemed as

were about
valve in the

though we should be dashed against the treetops,
I climbed out of the basket and up on to the side
of the balloon, hanging in the netting, to ease the
shock of landing.

Some idea of the speed at which we were going
may be had from the fact—-which we learned after-
ward—that though we started to come down when
we sighted the lake 5 miles ahead, we got 17 miles
beyond it before we struck the ground. The land-
ing was very rough, and we were lucky to get
off with our lives. The underbrush was very thick,
and this undoubtedly saved our lives in the shock
of landing, though that same underbrush later on
nearly cost us our lives, trying to get through it.

It seemed to me that we were only a few miles
beyond the lake, and that we could reach the
railroad in 5 to 7 hours. So after a.rest we
started, first carefully packing the balloon. Also
I climbed to the top of the nearest high hill, and
set our flag on a tree; this also later on turned
out to be almost providential.

It was 2:30 when we started on foot for the
lake, carrying blankets and provisions and a few
personal effects. All the afternoon and well into
the darkness—until 7 P. M., in fact—we struggled
through the brush. It seemed as though we had
gone miles, but as a matter of fact it was not more
than three-quarters of a mile. In the darkness we
could not go ahead, or back, so we camped for
the night. It began to rain—the very storm which
had been hurrying us across country.

Next morning at daylight—this was Thursday—
we returned to the balloon, realizing now for the
first time that we had a serious job on our hands
to get back out of the woods alive. We rear-
ranged our packs, and started, this time in earnest.
It seems ridiculous to say so, but the brush was so
dense that we could make not more than a mile a

day through it, and we had three small rivers
and two lakes to cross, too.
The trip made me doubt many times whether

the honor was worth the risk.

We crossed the lakes and rivers on rafts, which
we made of logs tied together hurriedly. Making
these rafts took time, for we often had to carry
our logs for some distance, being unable of course
to cut any near at hand.

At night we built huge bonfires on the top of
an eminence. One man watched while the other

sleps, and the fire had to be replenished—with no
ax to cut fuel, remember—every two hours. We
heard wild beasts all about us, and thought we
could distinguish the howling of wolves, but noth-

ing attacked our camp. We saw on Friday the
tracks of some large animal, probably a bear.

Every night we could hear the whistle of the
train, but we never seemed to get any nearer to
the railroad. This puzzled me greatly.

All day Thursday and all day Friday we
along, always expecting to come to the
and never reaching it. Saturday, at noon, we were
making a raft, when we heard a gunshot. I imme-
diately climbed to the top of the nearest high tree,

plugged
railroad

fired my revolver, shouted and waved a flag. The
man who had fired the first shot saw the flag,
though he was nearly four miles away, and he
came to us in his canoe.

He was Theodore Boivin, the guardian or watch-
man for the Pennsylvania fish and game club, on
whose preserve we had landed. Boivin was making
a trip up the river, looking for poachers, as part
of his work, when he saw the flag I had stuck
up on top of the hill where we landed. He was
utterly at a loss to understand the flag, for nobody
had left the lake for the woods, and there was
no other way of getting into the woods. So he
fired his gun, and heard our answer. From Thurs-
day morning to Saturday noon, plugging as hard
as we could, we had gone only 4 miles!

We learned from Boivin where we were, and
were able to figure at once that we had come
1,240 miles. The lake was 135 miles northeast from
Quebec.

Experienced woodsmen later
extremely lucky to get out of
comes early in that latitude, and brings 10 ft. or
so of snow when it does come. Sleeping out on
the ground, too, for men unaccustomed to it, is very
weakening. We were about all in when Boivin
found us.

When we told Boivin that we had abandoned our

told us
the woods.

wien wenre
Winter

balloon, he didn’t know what we meant. He had
never heard of a balloon, and had never been out of
the Canadian forests in all his life. He thought we
were foolish.

He took us down to the settlement in his canoe.
There the people thought we had fallen out of

the sky; that was as far as their imagination would

9

&

18

December, 1910

take them. They told us that it would have taken
us 12 days to get out, the way we were going, and
that would have been only if we could keep up our
speed.

We promptly went to bed at the village, and we
stayed there 24 hours. I never was so glad to
see people again in all my life. And then, after
resting up, I started for home, by the way of
Montreal. Mr. Gericke remained behind to get
Indians to go with him and tote the balloon out
of the woods.

By Capt. H. E. Honeywell.

After a perfect start from St. Louis in the inter-
national race, we took a northwestern course, being
well equipped for a record run. We had 31 bags
of ballast, which should have been enough to run
us at least for 48 hours. Our instrument equipment
consisted of two aneroids, two statoscopes, two re-
cording barometers and a compass. Dr. L. E. Cus-
ter, of Dayton, furnished us with one of his stato-
scopes, an invention of his own and fully described

in Aeronautics some time ago. Paul McCullough,
of St. Louis, furnished us with a tungsten light

and batteries, which gave constant illumination.

Up to 11 o'clock we had used 5 bags of ballast,
running at an altitude of 400 to S800 ft. From
then until 8 A. M. not an ounce was used. The
good balloon took care of itself most remarkably,
just skimming the earth.

My aide retired at 9 P. M., rolled up in a blanket
on the floor of the basket. At 2 A. M. we passed
over Davenport, Ia., with 26 bags of ballast. Here
we started to go northeast. At 7:45 A. M. Lake

Michigan was in sight and we were at an altitude
of 4,000 ft., the sun expanding the gas. irae
minutes we were just over the lake, with 24 bags
of ballast, and 30 miles beyond Milwaukee. At
11:30 A. M. we were over Frankfort, Mich., on the
east shore of the lake, altitude 6,500 ft., ballast 20
bags. At 3 P. M. we were at 5,000 ft. and going
EH. N. E., 10 bags of ballast, and using plenty of
sand, as there were many choppy wind currents.
“Afraid we won't make over Lake Huron. Headed
for Alpena. Our course over lake will be at least
185 miles. Contraction taking place fast,’ our
records read. At 5 P. M. we landed just south of
Hillman, Mich., with 5 bags left.

I have learned the cause why we could not
strike an equilibrium over the lake and state of
Michigan. The ‘Million Club’ and the “St. Louis
IV."’ balloons were not covered with tarpaulins
during the night prior to inflation, as all the others
were. The crickets had eaten many small holes,
which had been covered with adhesive plaster dur-
ing inflation. They became wet with dew the first
night in the air and warped off the next day
under the heat of the sun and the expansion. This

caused a great leakage of gas and made it impos-
sible for us to remain a second night in the air.

ASCENSIONS.

MASS.,

3€

PITTSFIELD, Oct. 9.—William Van Sleet,
pilot, and Jay B. nton, in the ‘‘Pittsfield,”’ landed
at Fitzwilliam, N. H., at 6:45 A. M. to-day, after
a 60-mile trip from Pittsfield, Mass. The ascent
was made at 1:45 and the aeronauts encountered
heavy clouds most of the journey. The highest
elevation reached was 4,700 ft.
HAMILTON, O., Oct. 28.—Dr.
and Dr. D. E. Sheehan, in the
an hour, landed near the city.
HAMILTON, O., Oct. 28.—Albert
Jack Gordon, M. EB) Meth, Frank "DD:
Chas. Troutman, in the ‘‘Drifter.”
NORTH ADAMS, Oct. 30.—N. H.
Leroy H. Taylor, W. A. Stowe, W.
and Col. George W. Gregory in the
Stafford Springs, Conn. Dist., 78
OAKLAND, CAL.—Capt. Park
pilot, landing near Alvarado,
20m. dur.) 2 shirs:
PITTSFIELD, MASS.,
and Walter De Mumm in the
rain. Landing 20 m. away, near
NORTH ADAMS, Nov. 19.—A. Leo Stevens, pilot;
H. Percy Shearman, Kenneth Price and George
Ernst, all members of the Williams College Aero
Club, in the ‘‘Cleveland,”’ had a rough time of it.
A high wind blew at the start and to avoid landing
in a lake outside of Providence, R. I., it was neces-
sary to throw out every available objeet, including
clothing. This enabled the balloon to cross the
lake, when Shearman was thrown out and some-
what injured.

L. E. Custer, pilot,
“Luzerne,’’ up half

Holz,
Moore

pilot,
and

Arnold, pilot.
J. Seidenberg
“Cleveland,” to
miles; dur., 4 hrs.
A. Van Tassel,
Alameda Co. Dist.,
Nov. Faure
in the

38.—Jacques
“Pittsfield”
Barrington.

AERONAUTICS December, 1910

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Factory: Training Grounds:
HAMMONDSPORT, N. Y. LOS ANGELES, CAL., MOTORDROME

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AERONAUTICS December, toro

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The Scientific American Trophy
WAS THE FIRST AVIATION TROPHY
offered in America. Likewise, the Scientific American
was the first weekly in the United States to treat
of Aeronautics. All important advances in this engros-
sing science have been chronicled in the pages of the
Scientific American during the past 65 years, and

the huge strides now being made so rapidly are
reported from week to week. Only by reading the

SCIENTIFIC
AMERICAN

regularly can you keep up-to-date in Aeronautic matters.
@ Send us $3.00 at once and we will place your
hame on our mailing list for the year 1911 and send
you besides all the issues of Nov. and Dec. 1910,
including our Special Aviation Number describing
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ABRONAUTICS:

THR EE $$ TATE

S

December, 1910

oA. ERO: So ONY

By Wilbur R. Kimball.

HE Three-States Aero Show, under the man-

agament of Henry M. Neely, opened at
-Philadelphia, November 2 to 12, inclusive, in
the First Regiment Armory. The space was
well taken up before the doors were open, and a

fair attendance in spite of three days’ bad weather.
Exhibitors included a comprehensive showing of
kites and aerial advertising apparatus by S. F.
Perkins of Boston, the Metz Co. of Waltham,
Mass., with a line of automobiles, cross-channel
type Bleriot, and their new rotary engine of 125
h. p. weighing 375 lbs.

The Detroit Aeroplane Co. had on
new type monoplane and their double
cooled engine.

The Aerial Navigation (¢
the Call aviation engine.
were the Elbridge, Anzani
Cycle. Other exhibitors were the Hart-Kraft
Motor Co., Harris-Gassner Co., propellers; Mineola
Novelty Co., the Gill biplane; the Burgess Co. &
Curtiss, of Marblehead, Mass., with a new ‘‘Type
P” biplane; Pennsylvania Rubber Co.; Wittemann
3ros.; Lincoln Square Novelty Co.; Standard Roller
Bearings, and Goodyear Tire & Rubber. Co.

a

exhibition
opposed

a
air

‘o. of America exhibited
Other engines shown

and International Six

A prominent booth was occupied by Aeronautics.

Attendants were entertained with good music and
moving pictures of the aeroplane flight by Col.
Roosevelt, and the international balloon race at St.
Louis arranged by L. E. Dare.

Two interesting features by Clifford B. Harmon
were a new type of monoplane with two Gnome en-
gines and his Farman biplane wrecked at Belmont
Park meet.

this was one of the most popular features of the
show. Harmon and Grahame-White came to the
show one night and each ordered a set of Farman
wheels from Goodyear. Harmon bought a set for
the Cage Tubular Monoplane from the. Pennsyl-
vania Rubber Co., and a set of beautifully made
scale drawings from Philip McCutcheon, ‘a boy
in the Pennsylvania Aero Club. Mr. Neely has
purchased from him a set of working models for

his lectures.

“‘Miss Detroit’? Monoplane.

The Detroit Aeroplane Co. has put on the market

a monoplane fitted with the company's two-cylin-
der opposed 20-30 h. ». motor. This was seen for
the first time at the Philadelphia show. It is sold
subjeet to half hour demonstration at the factory
in Detroit. Details follow:

Main Plane.—Spread 30 ft., area 150 sq. ft. Ribs
have a double curve. Waterproof fabric both sides.
Stability.—In the extremities of the wings sections
have been cut out and hinged to the rear lateral
beam. These float in the air stream in flight,
being depressed individually through their attach-
ment to the steering column. The fuselage is a
single seamless steel tube of large diameter braced
with wires over horizontal and vertical masts.
Suvolementary Surfaces.—Two curved horizontal
rudders are connected to the rear of the fuselage

“Miss Detroit’? Monoplane

Numerous small stalls were occupied by various
models, While overhead were hung kites and gliders.

The centre of the big hall was taken by the bal-
loon exhibit of the veteran aeronaut, Samuel A.
King.

Hugh lL. Willoughby loaned his big biplane
“War Hawk.’’ There were four gliders exhibited.
The White Aeroplane Co. had a good display of
parts for models and accessories. The National
Supply Co. was another exhibitor.

The Detroit Aeroplane Co. monovlane ‘‘Miss
Detroit?’ was the hit of the show. Two of them
were sold, one for ‘Atlantic City, where a training
school is to be started next summer. The Gill
biplane and the Demoiselle were both sold. The
“War Hawk’’ went at auction—the first aeroplane

auction—to a man who wanted the engine, leaving

the framework for Mr. Neely. Fourteen motors
are said to have been sold at the show, mostly by
the Detroit Aeroplane Co. The Goodyear Tire &

Rubber Co. sold 830 yds. of fabric for two balloons

which Samuel A. King will build for local enthusi-
asts. The Standard Roller Bearing Co. sold 2,000
sets of bearings in one order and the Harris-
Gassner Co. sold 10 propellers. This concern had a
man carving propellers right in their booth and

219

on a common axis. A vertical rudder steers right
and left. Running Gear.—The framing of the en-
gine section is of spruce joined with steel and
aluminum connections. Twelve uprights run down
to four points at the axle of steel tubing. The
two front wheels are quite large. A rear wheel is
just below the vertical rudder pivot. This wheel
steers on the ground. Power Plant.—Detroit Aero
engine, 20-30 h. p., 2 cyl. opposed, driving 6 ft.
propeller, of 5 ft. pitch. This air cooled engine is
claimed to deliver 25 h. p. at 1,200°::.°p. my Four
pedals operate spark advance and throttle. In the
rear of the engine is an oak seat. Control.
Directly in front of the operator is a universally
mounted hand wheel. The elevating planes are
controlled by a fore and aft movement of the steer-

ing column, lateral stability by movements to right

or left. The vertical rudder is controlled by turn-
ing the wheel around its axis. The foot operates a
brake. The weight is 250 lbs.
Call Engine.
: : = \

A rather unusual exhibit was that of the Call
aviation engine, exhibited by the Aerial Nayisgation
Company of America, with headquarters at Girard,

IXansas.
All the exposed parts, from cylinders and cylinder

heads down to the minutest details not constructed
of magnalium, a shining, non-corrodible metal, are

ALE RONAUALES

nickel plated, and the whole polished to a mirror
finish.

Indeed, as the eye takes in a mechanism of this
character, suited in appearance to adorn the show
window of any jeweler’s shop, the conclusion is at
once reached that the exhibition structures are
specially prepared for the occasion. We were as-
sured, however, that the engines shown are regular
stock engines.

It is, moreover, evident that strength and relia-
bility have not been sacrificed to mere beauty of ap-
pearance. On the contrary, the care in this par-
ticular is only indicative of the workmanship
throughout, as shown by the unassembled parts,
also on exhibition.

The cylinders are of vanadium grey iron, with
walls five-sixteenths of an inch in _ thickness
throughout, and in addition are heavily ribbed with
spiral water-jacket partitions, and strongly filleted
at corners. The cap screws at cylinder base and
head are three-eighths of an inch in diameter, and
instead of the usual four, or at most six, in num-
ber, one dozen are used to secure each cylinder to
crank case, and one dozen to secure each cylinder
head to the cylinder.

The same regard for strength manifest in the
eylinder construction is also shown in the cylinder
heads and piston heads. Like the cylinders, these
are of vanadium grey iron, cast in the company’s
foundry, the pistons being about five-sixteenths of
an inch in thickness at the head and around the
circumference to a point below the wrist pin bear-
ings. In addition star-type cooling and strength-
ening flanges radiate from inside center of piston
head and along the walls beyond ihe piston rings
and wrist pin bearings.

The cylinder heads are also approximately five-
sixteenths of an inch in thickness adjacent to ex-
plosion chamber, with nine-sixteenths of an inch
water jacket space. Both the exhaust and intake
valves are in the head, the cages being of vanadium
grey iron cast integral with the cylinder heads,
thus insuring against danger of leakage, and pos-
sessing the additional advantage that valve seats
are adjacent to water jacket without intervening
joints.

The crank shaft is 1 387-64 in. in diameter, and
1% in. at the crank pin bearings, while the throws
are 1 in. x 2 in. This, together with the cam shaft,
valve stems, push rods, and other like parts, is of
vanadium steel twice heat-treated in the company’s
plant to 1,550 deg., quenched in oil, and thoroughly

Be kee BS

Under the grand stand there was held during
the meet an exhibition of aeronautical supplies,
though not very complete. The Aerial Equipment
Co. showed the Anzani motor, and C. H. Metz, of
Waltham, Mass., a new revolving engine, of 125
h. p., for a weight of 375 lbs. There are seven
cylinders, 6% bore and stroke. These are machined
from chrome steel, as well as the crank shaft and
pin. The valves and push rods are nickel steel.
The gas is taken in through the crank shaft to the
base and intake pipes to mechanical valves. Oiling
is by geared pump through crank shaft, and dis-
tributed to pistons and bearings by centrifugal
force. This company also exhibited an Anzani-en-
gined Bleriot, and will shortly have on the market
“Bleriot-type’’ monoplanes.

The. Hartford Rubber Co. have brought out a
new tire, 20 x 3, which looks fine. The Goodyear
Tire & Rubber Co. had a fine exhibit of tires and
various weights and kinds of aeroplane cloth which
they have recent'y put on the market. The Ameri-
can Propeller Co. was represented with a big stock
of Paragon propeilers, and reported good business.

The White Aeroplane Co. had a large booth. The
White catalogue is the first we have known to be
devoted to model work. Gas engines are _ listed
from $35 to $105, and even ball bearing propeller
shafts and driving gears and brass fittings may be
had. There are miniature turnbuckles, wheels, pro-
pellers, forks, rattan and bamboo listed, everything
a model maker might want.

The two cylinder opposed Call engine, of the
Aerial Navigation Co., of Girard, Kansas, with its
highly finished cylinders, attracted considerable at-
tention. This was the first time it was shown in
the ast. Other exhibitors were: John A. Roeb-
ling’s Sons, wire cable; Peter Frasse & Co., tubing;
Bosch Magneto Co.; Marburg Bros., Mea magnetos;
Emerson Engine Co.; Y. M. C. A. aero school.

The Emerson 100-125 H. P. 2-cyele engine shown
under the Belmont grand stand was one beautiful
piece of workmanship. One feature in the building
of this motor, which is not in use elsewhere, is the

en OT

December, 1910

annealed. Lathe shavings are shown of such uni-
form strength and toughness that they require the
full exertion of a man’s strength in a direct pull
to break.

The crank case is of magnalium, a light and
very strong alloy of magnesium and aluminum,
thoroughly ribbed and braced in such a way as to
enable it to withstand any explosive stress en-
countered.

In addition to large valves with unusual valve
lift, an auxiliary exhaust one inch in diameter gives
ample clearance of exhaust gases, thus protecting
valve seats and valve stem bearings. The auxiliary
exhaust is provided with check valve to avoid
escape in the compression, as also the inrush of
unmixed air or exhaust gases during suction stroke.
Both main and auxiliary exhausts are silenced.

Force lubrication is provided from a tank by
means of a gear pump, distributing oil to various
needie valve sight feed oilers, a relief valve be-
tween the pump and feeds permitting the surplus
supply of oil to return to tank. A similar pump and
circulating system for gasoline permits the direct
injection of fuel into cylinders, as in the celebrated
Antoinette engines—should this system be preferred
to a carburetor—with the additional advantage
that in the Call engine the fuel is injected into
specially constructed mixers, and from there drawn
into the cylinders. A much larger gear pump pro-
vides force water circulation, and is especially
adapted to circulate the water through the spiral
water jackets and throughout the length of the
“Call Combination Radiator and Heater.”

The engines exhibited are of the opposed type in
2 and 4 cylinders; the 2 cylinder engine develops
50 h. p. and the 4-cylinder, 100 >h:-p. at 1,750
revolutions, A. L. A. M. rating. This comparatively
high power development is permitted by the un-
usual size of the cylinders, the bore being 6 inches
and the stroke 54 in. The manufacturers, indeed,
claim that the use of this size cylinders, as also
the opposed construction, enables them to construct
a remarkably strong, while at the same time an
unusually light engine. Although the weight is
but little over 3% lbs. to the h. p., the crank shaft,
connecting rods, cylinders, and other parts ap-
proximate in size and weight the very strongest
automobile engine construction.

During the Philadelphia Aero Show Carl Witte-
mann, Philip McCutcheon and W. H. Aitken made
short glides in a Wittemann glider, towed in the
air by willing hands at ropes tied to the machine.

B E LM O Wet

method of turning the piston heads. During this
operation each one is heated to 700 deg., or service
temperature. Instead of being turned absolutely
round when cold, and then be out of shape when
hot, they are turned hot, so that when heated in
service they come up to perfection in fit.

The Emerson engine is the highest powered 2-
cycle aero engine on the market, rated at 100-125

h. p. for 300 lbs: of weight. It holds a world
record in the 26-foot motor boat class, of 36.1

miles an hour. A feature is the heating of the gas
mixture before it enters the combustion chamber.

Marburg Brothers, of 1777 Broadway, New York,
had three articles which should be of considerable
interest to everybody interested in flying machines.

First among them is the Mea high tension mag-
neto. The main difference between the Mea and
the type of magnetos which we have been accus-
tomed to is the adoption of a bell-shaped magnet.
The same is placed in a horizontal plane, and the

armature runs in the axis of the magnet. As a
consequence the whole instrument is practically
centrifugal with very little overhanging weight,

and in advancing and retarding the spark the field
magnet is advanced and retarded together with
the timer, thereby assuring a spark of equal heat
over a practically unlimited range of timing. We
are told that instruments have already been de-
livered for aeroplane work with 100 deg. range of
timing, something that must be of the greatest
interest to manufacturers of 2 cycle and also 6 and
8 cylinder engines.

The S. R. C. ball bearing is another article ex-
hibited by Marburg Brothers. This bearing is
made in Switzerland, and the shape of the cage
is quite different from that of other bearings. It
works Jike a scoop, thereby forcing a very liberal
circulation of oil.

The third product exhibited by Marburg Brothers
is ‘“‘Duralumin,’’ a metal which, according to tests
made, is as light as aluminum and as strong as
steel. It can be rolled in various shapes, and can
also be drawn in tubes. :

220

AERONAUTICS

PEPE GEO SPEGOGETO HEHEHE HEHEHE

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December, toro

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For Aeroplanes

oe above all
Reliable and
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“Quality ~
EFFICIENCY REUASITY

The SIMMS MAGNETO Co.
1780 Broadway :: New York City

London Representative: Paris Representative:
Simms Magneto Co., Ltd. Cie des Magnetos Simms

Write for Booklet D

containing full details |

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AERONAUTICS

oe

We Po edeefocfoofo nfo ole ofefecfo che ofe nfo of oferfeofoose ofe choo ofe ofe ofe ofe ofe ofe fe ofa oooGe ofe fe ofe fe ofe ofa of of oFe fe oe efeehe oh:

any other form of ignition, and is the fastest ignition

For your own safety, equip your motor with

DELCO IGNITION

Some day your life may depend upon your ability
q. to start your motor easily while in the air. You
know you cannot do it with a magneto. @ Delco
ignition with a full set of dry batteries weighs less
than most magnetos, it runs with less attention than

in the world. @ Absolute dependability, simplicity
and ruggedness under severe service stamp Delco as
the ideal aeroplane ignition. @_ Tell us what motor
you have, and we will at once write you what Delco

will cost you.

The Dayton Engineering Laboratories Co.
Ignition Dept. 2: sis DAYTON, OHIO, U. S. A.

ebb debe beebbtebdeebebhd bbb bb ebb bb eee Pee Pee P EEE EEE EET S

December, 191

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— oa na @ Be. e2..e. 24. a aA 2 2. o. 2 .o& & fo. 2 @ @ 2.

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The Roberts Aeroplane Motor

4-CYLINDER 40-H.P. 165-POUNDS

Designed by E. W. Roberts, M.E., America’s Leading Gas-Engine Expert, and
formerly Chief Assistant and designer on Sir Hiram
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HE weight given includes

everything shown, except the
propeller. Propeller and radiator
furnished with motor. This is a
motor absolutely free from freak
ideas and gives its rated H.P. at
1,000 r.p.m. The only two-cycle
guaranteed free from base explo-
sions. Long bearings,.large crank-
shaft, Bosch magneto, free from
vibration, and a motor that will

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missing or overheating of bearings.
The ROBERTS MOTOR CO.
Write For Catalogue Today. 1430 Columbus Avenue - Sandusky, Ohio

it

OOOO OOOO OOOO OOO a OE

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AERONAUTICS

Sed

center of the Coliseum. Many types are rep-

resented, among them Captain Baldwin's
new machine with wing tips. The St. Louis ‘‘Post-
Dispatch’ has his old biplane, the Red Devil, on
exhibition. The latter is the machine with which
he flew 40 miles along the St. Louis river front
late in September.

The Detroit Aeroplane Company introduces ihe
monoplane ‘‘Miss Detroit,’’ which was one of the
centers of interest at the Philadelphia Show.

The Aeromotion Company of America exhibits a
Farman-type biplane and also a 50 h. p. Gnome
motor. Howard W. Gill has one of his noiseless
biplanes on exhibition in the center space. E. F.
Waits, a local builder, has a Demoiselle-type mono-
plane to show. The Aeronautic Supply Company
exhibits a Gill biplane of the Curtiss type.

L. L. Prince has his monoplane of the Bleriot
type completed and it occupies a prominent place.
Other machines are those of A. Kuhno and E.
Swift, the former being similar to the Gill biplane,
and the latter a new development of the ornithopter
idea.

Model monoplanes are shown by Sam Lambert
(Bleriot), Jean H. Reitmann (two models), W. R.
Williamson, W. L. Newson (Cage monoplane), Paul
Barney, large model of his own invention, and lL.
E. Dare, who exhibits working models. A model
triplane is shown by A. T. Harley.

The aeroplane supplies are shown by the Aero-
nautic Supply Co., which, vy the way, was the first
organization of its kind in America. The Mineola
Specialty Co., too, has toy aeroplanes on sale. The
Carter Carburetor Co. has a full line of its car-
buretters on exhibition. The White Aeroplane Co.
has a line of miniature parts for inventors and
model makers and complete models. J. Deltour &
Co., of New York, show bamboo, cane and light
woods galore, to cheer the builder’s heart.

The Pennsylvania Rubber Co. has a display of its
fabrics and aeroplane cloths. Penacloth, the new
creation, promises to become one of the _ staple
products of its kind and this within a very short
time.

The Goodyear Tire and Rubber Co. shows an
outfit of tires, rubber springs, shock absorbers and
bumpers of the latest design. A varied assortment
of samples of different grades of balloon and aero-
plane cloth is to be one of the features of the
exhibit.

The St. Louis Pattern and Model Co. has an inter-
esting array of models and of patterns for parts,
together with an original model aeroplane. It will
also have an assortment of small nickel-plated aero-
plane models, intended for the automobile owner
as an ornament on the water cap of his radiator.

At the Leading Brass Foundry booth we find a
large assortment of McAdamite castings. Me-
Adamite is a new metal and is one of the lightest,
and, considering its weight, one of the strongest,
alloys yet compounded by man. It is made under
a secret formula, at a Brooklyn plant, and the raw
metal is shipped out to the gents to be made
into castings.

Among the most interesting exhibits on the grand
circle are those containing aeroplane motors. The
Gnome, in particular, attracts much attention, be-
cause it is so little known in this section of the
country. Next is the Boulevard, which is daily
making a better reputation for itself. The Aerial
Navigation Company of America exhibits its hori-
zontal 2-cylinder motor.

There will be at least one Elbridge motor on the
floor, owned by J. N. Sparling, of East St. Louis, Ill.
Other engine exhibits are a 4-cvlinder Curtiss,
shown by Roy W. Anselm; a Lippert, a Roberts,
a Hardy-Davidson and an Overland. The Detroit
Aeroplane Co. is featuring its double-opposed air-
cooled motor in addition to its aeroplane. An
Anzani is promised before the end of the show.

The Phoenix Auto Supply Co., of St. Louis, has a
Detroit ‘“‘Aeromotor” on exhibition, in addition to a
general line of automobiles and aeronautic sup-
plies. Of interest to both automobilists and aero-
nauts should be the exhibit of dehydrated food by
the American Food Co., which is a condensed
article of diet useful to airmen.

The C. & A. Witteman Co., which has been mak-
ing aeroplanes and gliders for several years, shows
an interesting exhibit. The company did not de-
cide to use the space at the show until. almost the
last moment. It has an exhibition of supplies and
accessories. The company is one of the best: known
American concerns, and the exhibit should prove
one of the most interesting in the Coliseum.

Hie main features of the show are the full-
sized aeroplanes, which are exhibited in the

221

EVO: l5

By E. Percy Noel.

December, 1910

Spit OW «eq

|

Samuel F. Perkins, with his man-carrying kites,
with which he has made frequent ascensions, ex-
hibits various kinds of cerf-volants. He furnishes
man-carrying kites for exhibition purposes and also
advertising kites, which attract a great deal of
attention.

The Overland Automobile Co. showed its famous
Wwind-wagon. Capt. John Berry, the veteran St
Louis aeronaut, is to exhibit the balloon basket

with which he has long intended to climb Mt.
McKinley.

Other exhibitors are the Signal Corps of the
National Guard of. Missouri, the United States

Weather Bureau.

The following makes of propellers are found on
exhibition: Chauviere (Aeromotion Company § of
America), Paragon (American Propeller Co.) and
propellers made by the St. Louis Pattern Co., the
Harris-Gassner Co. and the Aerial Navigation’ Com-
pany of America.

3en Schwartz will exhibit a dirigible balloon ana
a small 1% h. p. motor, designed to operate it.
It is intended to be steered by wireless. Spherical
balloons will be shown by the Aero Club of St
Louis, the Million Population Club, and Capt. John
Berry.

The hangar and tent department are represenced
by the F. L. Stewart Construction Co., which builds
aeroplane hangars; the O. K. Harry Steel Co,
which furnishes portable hangars and which wiil
have a small steel model of a hangar with a minia-
ture aeroplane inside, besides a full-sized autoino-
bile garage; and the Missouri Tent and Awing Co.,
designers of aeroplane tents. The S. F. Bowser
Tank and Storage Co. will show hangar equipments
of buried gasoline tanks and self-measuring pumps

Chicago Show Postponed.

The aeronautic show of the Aero Club of Illinois
has been postponed from December 1 to § to
March 6 to 13. It is believed the spring of the
vear is a better time to hold a show there, and
the dates decided upon are much better than the
ones formerly selected.

Special Offer! Warning!

In order to reduce the strain on the
bookkeeping department of ‘AERO-
NAUTICS” and to secure an increase in
the monthly bundle of good stuff this
extraordinary offer is made:

FOR TEN DOLLARS IN COIN OF
THE REALM, WE WILL ENTER
YOUR SUBSCRIPTION TO THE ONE
AND ONLY AERONAUTICAL MAGA-
ZINE IN AMERICA FOR LIFE, OR
AS MUCH LONGER AS MAY BE
DESIRED. SPECIAL ASBESTOS
COPIES ARE BEING ARRANGED
FOR.

Do not delay! Thisis the chance of
a lifetime—there’s no telling how long
you may live. Open to present sub-
scribers as well as non-subscribers.
Just inclose your check, money order,
or ten dollar note in an envelope with
your name and address and you will be“
enrolled at once in the Great and
Honorable Scroll.

“‘ AERONAUTICS ”
250 West 54th St., New York.

AERONAUTICS

December, 1910

Ns, Genel

Aero Show for New York.

The rapid growth of the aeronautic industry has
now made it possible for the first time to bring
together wander one roof a great number of repre-
sentative aeroplanes that have accomplished sen-
sational results.

The first Industrial Aero Show will be held at
Grand Central Palace, New York, December 31 to
January 7, 1911, in conjunction with the eleventh
International Automobile Show.

Some of the best known aviators and manufac-
turers have promised to be present and have their
aeroplanes or accessories on exhibition.

Such a representative gathering of the leaders
will afford an opportunity seldom offered for the
display of all aeronautic apparatus, accessories and
supplies.

Complete information regarding rates, allotments
of space, ete., will be mailed upon request.

One entire floor will be reserved for the aero-
nautic display, well lighted and decorated in order
to show off the exhibits to the best advantage.
See advertisement in this issue.

As the aviation centre of the United States, New
York is, with its manufacturing interests and avia-
tion fields within easy reach, particularly adapted
to the holding of such an exhibition, and an at-
tendance of 150,000 at the Automobile Show of a
year ago promises a still larger attendance this
year.

The first comers will get the best space, and the
shortness of the time makes immediate action
necessary. Write Aeronautics for complete infor-
mation.

“Missing Link in Aeronautics.”

In the article with the above title published in
the November number, it appears a typographical
error was made. The author, in a communication,
says:

“Brrata: Page 155, line 5, par. 4; should read
‘49 hundred per cent.,’ instead of ‘59.’

“Also: Par. 1, second col., page 155: Your
editorial note takes exception to something I do
not say. I say almost totally disregarded. <Aero-
planes wouldn’t fly at all if they entirely disre-
garded the rarefaction—since that is what pro-

duces levitation. Examine any detail photo of the
usual plane and you will see there are hundreds
of holes, loose lacings, ete., which allow the rare-
faction to be interfered with by leaks from below.
Vertical keels, instead of being joined to hori-
zontal planes air tight, always leave a nice open

space at the joint, which is decidedly coarse
work. Cordially,
JOHN D. PURSELL.
Aero Club Dinner.
More than three hundred real aviators, enthu-
siasts, experimentors, scientists and parlor aero-

nauts and aviators, attended the dinner given by
the Aero Club of America and the Belmont tour-
nament promoters to the aviators, even if some of
the guests did attend an opposition dinner given by
J. A. Drexel to his fellow birdmen. These, how-
ever, came in later with Grahame-White to see
the presentation of the Gordon Bennett trophy.
The dinner was held at the Plaza Hotel on Octo-
ber 31.

August Belmont, the president of the meet, and
head of the Westchester Racing Association, which
owns Belmont Park, made the preliminary remarks,
apologizing for the meet’s shortcomings by reason
of lack of time in preparation and bad weather.
Bishop then took the reins and presented the gold
medal of the club to Messrs. Hawley & Post in
honor of their winning the Gordon Bennett balloon
race, and the making of a new world’s record for
distance. Alfred Leblanc, who lost the Gordon
Bennett aviation race through his unfortunate ac-
cident, was presented with a loving cup in behalf
of the meet committee. Bishop spoke in glowing
terms of the brothers Wright, without mention-
ing their names, and complimented Johnstone on
his wonderful new height record. Praise was show-

ered upon Moisant, who won the Liberty prize.
In response to repeated calls for a speech, Moisant
told of his flight from Paris to London. This was
but his fifth flight, and he had never been in
England before. The story he told was of absorb-
ing interest.

Pierre Gasnier spoke, followed by Gen. Nelson A.

Miles. In succession were introduced Col. Schaeck,
Capt. Von Abercron, Grahame-White and Jacques
Faure. In replying Grahame-White paid his re-

spects to Leblanc as his superior at the art of
flying, and admitted with perfect frankness that
he won “‘by the bad luck of Leblane.”’ He thought
the new little Wright machine a marked improve-
ment over the standard size flown at the Boston
meeting. In closing his remarks he hoped to see
good worthy American sportsmen next year in
England, and ‘‘although we have very great hopes
of retaining the trophy, we trust you will put up
a very good sporting chance of returning it to this
country.’ Latham spoke for a moment and com-
plimented Johnstone on placing the American flag
above all others.

After a short but eloquent speech by Walter
Wellman, moving pictures were shown of the
Wright aeroplane and the St. Louis balloon race,
after which Hawley and Post each gave a short
account of their experiences.

Clifford B. Harmon was

presented with the

Doubleday trophy for his flight across the Long
Island Sound. Captain Thomas S. Baldwin was

given a gold medal by St. Louis Aero Club men as
an appreciation of his flights recently at that city,
but this was not presented publicly.

But few of the aviators were present at this
dinner as guests, as Drexel was giving a dinner at

the same time at another hotel. Just after the
speaking began, however, the insurgent aviators
came in to see White presented with the cup.

Some of the aviators state that they were not in-
vited to the dinner, and therefore accepted Drexel’s
invitation. Neither the Wrights nor Curtiss were
present at either dinner.

German Wright Patents Upheld.

In Germany a patent is worth something. One
must go to court to prove a patent invalid, while
in America the patentee must bring suit to find
out if his patent is any good. In Germany a num-
ber of inventors formed a syndicate, and one of
their number brought a suit to have the Wright
patent declared of no value. The patent was up-
held.

Appeal for Erecting a Memorial to the
Honor of Otto Lilienthal.

Intense was the enthusiasm when Count Zep-
pelin’s long and strenuous struggle for the con-

quest of the air was crowned with such unexpected
success.

People’s thoughts then turned to that hero who,
as the first aviatiker, had realized the century-old
wish of humanity to fly like a bird. The name of
Otto Lilienthal was again in everyone’s mouth!

By taking Lilienthal’s life-work as its founda-
tion, modern aviation has been able to acquire its
great success! The first person to realize the great
idea was also its first victim. Thus honor was
denied to the discoverer during his lifetime, and
this is now the time to pay off the debt of honor
to this first hero of aviation by erecting a memorial
for him.

May each one then contribute according to his
means so that a worthy memorial may be erected
to this pioneer of the clouds in Gross-Lichterfelde,
where he lived and made his first attempts at
flying.

From the contributions received it is also sug-
gested that a confirmed invalid son of the inventor
should be supported.

The Deutsche Bank and the Dresdener Bank,
together with all their branches, say that they are
willing to receive contributions for the ‘‘Lilienthal-
Denkmal” fund. Kindly send postal orders to the
“Arbeits-Ausschuss zur Errichtung eines Lilienthal-
Denkmals,’’ 45, Wilhelmstr., Berlin, W. 66.

228

AERONAUTICS

2h AAU OOO OU OOOO OO OE a Oy

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December,

The Goodrich Special Aeroplane
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Write for information, samples and
Cements, Shock

prices of Tires,
Absorbers, etc.

THE B. F. GOODRICH COMPANY

Aeroplane Accessories Department

AKRON, OHIO

EAA OOOO OOOO RO I

1910

*
‘
x
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¥
:

NOTICE
Church Aeroplane Co.

has moved to its

NEW FACTORY
123 Smith Street, Brooklyn, N. Y.

Up-to-date Facilities for Building
AEROPLANES, GLIDERS,
FRAMES for DIRIGIBLES,

PROPELLERS, and
Accurately Proportioned
MODELS

New Supply Catalog now ready with
prices for Complete Aeroplanes,
Dirigibles, Finished Spruce and
Ash and all Accessories.

Paragon Propellers made by the American
Propeller Co. of Washington, D.C., Now
on Exhibition at the Church Aeroplane
Co’s factory, 123 Smith St., Bklyn.N.Y.

8 foot—400 to 500 Ibs. thrust guaranteed at

1000 to 1100 R. P. M.

Cut this out for future reference; as it may not

appear in next issue.

Why Send Abroad?

The Curzon Aviation Co.

ean furnish you with Aeroplanes which are
among the most succes-ful Domestic Made.
Come and witness for yourself demonstration
flights which will be given—by appointment—of
one hour duration, if you are skeptic. Farman
Biplane—Original $3500, equipped with Elbridge
Engine. Half the cest of an importation, with
Free Tuition to Purchasers, immediate delivery,—
also marketing small Biplane, and our own de-
signed Monoplane.

The Curzon Aviation Training School

wishes to aunnounce:—On account of the lateness
of he season with its uncertain weather condi-
tions, which may prevent daily operations, cur
rule which constiiutes a full course taking up
4 to 6 consecutive weeks of Practice Flights have
now been changed to a full course constituting
20 flights to the pupil accompanied by the in-
struc tor: and 5 fiights thereafter by the pupil
alone, in conjunction with technical training in
the Art of Practical modern Aeroplane con-
struction. Enroll now, your services will be in
demand.

Address all communications to 742 N. 13th St.,

East St. Lowis, Ill. (Grounds and Factory are
located at Washington Park-Aviation Field,
E. St. Louis )

Te EOEeSEeS TS

In answering advertisements please mention this magazine.

ABRONAGINGS December, 1910

AEROPLANES

with and without Power

g a Expanding type Propellers $75 to $100
LARGE ILLUSTRATED CATALOGUE
AERONAUTICAL BUILDING MATERIAL

AVIATOR WITH A GENUINE IMPORTED DEMOISELLE FURNISHED FOR EXHIBITIONS

Enclose eight cents in stamps R. O. RUBEL, Jr. & CO., 132 4th St.
WE SERVE YOU The Aero Supply House of America

PROMPTLY LOUISVILLE, KY.

WEIGHT :
6-4 oz. per square ‘

yard

A perfect material for covering planes. Is thoroughly water-proofed

STRENGTH ices on both sides by a rubber-coating. It will not stretch or absorb moisture.

130 lbs. It is at least three times as strong as any other fabric on the market,
per square inch with only a slightly additional weight.

A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. ,rropLane tee OF ALL sizes.

BNSC —_— eer a — ees
Pittsburgh, 505 Liberty Ave. :: H Chicago, |24! Michigan Ave. 2 : Detroit, 882 Woodward Ave.
PENNSYLVANIA RUBBER CO. OF NEW YORK, New York City, 1741 Broadway

PENNSYLVANIA RUBBER CO. OF CALIFORNIA } pan Francisco, 513 Mission St.

A SGREW BLADE

Laminated Wood Propeller
on lines giving
PERFECT PARALLEL THRUST
THE HIGHEST EFFICIENCY
ATTAINABLE
ABSOLUTELY NO LOST ENERGY
6 ft. $50 7 ft. $60 8 ft. $70
Mail or Telegraph 10% of amt.

and we will ship C. O. D. for
balance

ALONZO COFFIN

Sole Manufacturer
67 Main Street

San Francisco :: California

In answering advertisements please me ntion this magazine.

AERONAUTICS

Wellman Fails in Cross-Ocean Trip.
Walter Wellman, who left Atlantic City on Octo-

ber 15 in his dirigible ‘‘America’’ for a journey
across the Atlantic, was rescued, with his crew, on
October 18, by the steamer Trent, some 375 miles
east of Norfolk, Va. One of the airship’s engines was
out of commission, and so much gas had bee

lost that the ship was dangerously near the ocean.
When the Trent was sighted Wellman sent wireless

distress signals, and after much manouvering, low-
ered the lifeboat with which the airship was
equipped, pulling to the Trent. The ripping panel
of the “‘America’’ was pulled and the airship was
abandoned, Wellman stating that a larger and
stronger one would be built, without an _ equili-
brator, which proved to interfere with steering
and transmitted the shock of the waves to the
ship with a dangerous: violence.

Thus one of the most remarkable flights yet
made by an airship was brought to a close. That
a tragedy did not accompany the Climax is a mat-
ter of great good fortune, as the dirigible had been

blown usual

outside

far away from _ the
steamer lanes and was almost
the coast steamers.

The distance the ship
a matter of conjecture,

transatlantic
the range of

is more or less
but it is probably some-
Where around 800 miles. After leaving Atlantic
City, wireless reports followed the airship till ii
was off Nantucket, where the distance severed com-
munication. The total time in the air was 71%
hours.

covered

Aeroscribes Organize.
National Aviation Writers’ Association has
been organized with the following officers: Presi-
dent, W. H. Leonard, Los Angeles, Cal.; district
vice-presidents, John T. Custis, managing editor
of the “Inquirer,” * Philadelphia; ©: L: Jones,
New York; Chester I. Campbell, Boston; E.
Perey Noel, St. Louis; Victor Lougheed, Chicago;
H. A. Somerville, Montreal; Paul Cowles, Atlanta;
secretary, Arnold Kruckman, New York: western
secretary, Cleve T. Shaffer, San Francisco; treas-

urer, George B. Harrison, Los Angeles.
The object of the association is distinctly stated
“not to stimulate interest in aeronautics, make any
profits or otherwise to interfere with the perquisites

The

of aviators (joke!), but to provide accurate inter-
change of information regarding aviation and to

advance knowledge of the correct terms concern-
ing aeronautics and aviation.’’ Local organizations
to be known as “hangars’’ will be formed in all
cities where newspaper men and others are inter-
ested in aviation.

Official headquarters have been established at

the office of Aeronauties, 250 West 54th Street, New

York, and at the club rooms of the Aero Club
of California in Los Angeles.
Incorporations.

Smith-Matteson Mfg. Co., 6628 Delmar. avenue,
St. Louis, Mo.

The Thomas Aerial and Flying Machine Co.,
Evansville. Capital stock, $50,000. Object: To
manufacture, buy and sell flying machines. In-
corporators—H. B. Thomas, Charles F. Diessendorf,

August Pelz.

Detroit and Cleveland Aerial Navigation Co. Cap-
ital, $25,000. The officers in the new company are
identically the same as those in the Detroit and
Cleveland Navigation Co.

Coyne Helicopter Airship Co., of Spokane. Capital,

$2,000,000. M. E. Sullivan, Phil Dunne and W.
E. Smith.

Cornelius Aervuplane Co., Fresno, Cal. Capital,
$50,000. To, exploit patents of C. H. Cornelius.

Subscribers—Calvin Pearson, A. A. Wintemute, D.

A. Cowan, C. H. Cornelius and James Warrington,
all of this city.

The Boughton Flying Machine Co., Pierre, S. D.
Capital, $1,000,000.

Christmas Aeroplane Co., Washington, D. GC. In-
corporated with $200,000 ecanital stock. William
Christman, president, 725 12th street, N. W.; C.
Calvert Hines, vice-president, Victor building: Rob-

ert Tons, secretary.

American Aeroplane Manufacturing and Exhibi-
tion Co., Philadelphia. Capital, $50,000.

General Aviation Co., Quiney Building, Denver,
Colo. Capital stock, $150,000. President, BE. H.
Bjorkman; vice-presidents, Hamilton Armsireng,
Alexander Stewart and Arthur C. Wagner; secre-
tary, Irvin lL. Richards; treasurer, Adolph Miller.
The company has taken over the rights of the
J. P. Erie aeroplane, which is reported to have
made flights. Mr. Erie is the general superin-
tendent.

Alden Sampson Mfg. Co., office at the Corpora-
tion ..Trust ‘Co., 15 Exchange PIl., Jersey - City.
$2,500,000. Motors and flying machines. Incor-
porators: Kenneth K. McLaren, of Jersey City,

December, 1910

7 f
a8 s P

The “Trent” approaching the airehipe The life boat of
the “‘America’”’ has not yet been launched.

agent of Henry

E. Tobey,

the Corporation Trust
of 120 Broadway, New York; James A.
Dailey, of Ossining, N. Y.; Leon R. Jillison, of 202
West 74th St., New York, and William R. Wat-
son, of 481 Sixth St., Brooklyn.
Aeroplane & Automatic Balancing
of Mitchell, S. D., incorporated for the sum of
$150,000. The officers of the company are: Presi-
dent, A. W. Gaines; vice-president and general
manager, F. Irving Kiser; secretary, W. A. Heim-
berger; treasurer, W. T. McConnell; attorney, Chas.
F. Tym; superintendent of construction, George M.
Ellis. The directors include the above officers and
in addition W. E. Turner and Dr. B. A. Bobb. To
exploit machines designed by George M. Ellis.

Book Review.

Hudson Maxim, president of the Aeronautical
Society, has added another lasting contribution to
science in his ‘‘Philosophy of Languege and Science
of Poetry.’’ (Funk and Wagnall’s, 1910.)

As his introduction well states, ‘The main ob-
ject of the book is to provide a practical method
for literary criticism and analysis and to provide an
efficient and practical means for the standardiza-
tion of poetry.” ;

With the analytical mind of the scientific in-
vestigator Mr. Maxim has uncovered the underlying
principles of sound and announced for the first
time their operation in human speech. With pre-
mises that he makes self-evident, he hammers
home conclusions that leave no room for refutation.

Company;

Machine Co.,

He arrives at his definition of poetry—‘“the ex-
pression of insensuous thought in sensuous terms
by artistic trope,’ after a masterful analysis of
what is best in our language.

His book is a diet that high school and college
students should be fed on, a work of art that no
lover of literature can be without.—A. E. HORN.

Francois Ernoult, in-
Librairie Aeronautique,

L’Aviation de Demain, par
genieur, un volume in-8?®.
32, Rue Madame, Paris.

basant sur l’observation,
que, comparativement
tuels, les oiseaux depensent extremement peu
travail pour voler, auteur s'est rendu compte que
les organes de ces derniers sont constitues, de telle
facon qu’ils recuperent la presque totalite de lener-

necessairement employee pour vaincre les di-

resistances.

M. Ernoult ‘nous devoile dans son ouvrage le
secret de cette recuperation en nous en exposant
le principe, qui se trouve etre d'une simplicite vrai-
ment remarquable. ; Sr.

L’application de ce principe a nos appareils d'avi-

con-
ac-
de

qui permet de
a nos aeroplanes

Se
stater

gie

verses

ation permettrait de realiser a la fois et auto-
matiquement la recuperation du travail de pene-
tration et de sustentation, le vol a voile et l’equil-
ibre automatique.

Des horizons nouveaux nous sont decouverts et
Vavenir pourrait bien nous menager avant peu des
surprises.

999

AERONAUTICS

December, 1910

Wo =

Cua eh

The Aero Club of America held its annual meet-
ing on November 14 and, as usual, elected the
“regular” ticket, nominated by the board of direc-
tors. About 50 were present, of which, evidently,
but 25 voted. It was expected that there would
be some interesting proceedings, on account of the
opposition ticket, but nothing very sensational oc-
curred. After various reports and resolutions were
read the result of the ‘‘vote’’ was announced. The
regular ticket received an overwhelming majority,
though solely by means of proxies. Practically
everyone present who ‘‘voted’’ cast the opposition
ballot amended in some form. There were said to
be 205 proxies on hand, received after two urgent
circulars were sent out to “members” by the club,
out of club funds, so there was little chance for
free expression of choice.

Gage E. Tarbell was present for a little while,
but left, evidently in disgust. Clifford B. Harmon
and many other prominent and active members
were among those absent and whose proxies had
not been sent in.

Talk of New Club.

There is much talk of forming a new body by
the men in the Aero Club who are doing real work,
though this scheme has not yet been put in any
definite shape. There is another rumor afloat that
it is not impossible that the club may lose its
international affiliation.

The membership was announced as 392. Two
years ago the number was but a hundred less,
so little has been gained in membership. Many

have joined, but many have resigned, among the
latter being many well-known men.

There are three factions, at the least, now in
the club. The old insurgent element which put up
opposition tickets for two years, brought suits to
set aside the election of a year ago, which was
clearly shown to be illegal in the hearing of an-
other faction, did nothing this year towards a ticket
of their own, for some reason or other. And this
faction has gained in strength. Then there is the
old guard which stands by Bishop, with just a
little new blood, and the entirely new element
headed by Ryan, et al. More and more of the
members are beginning to see what the Aero Club
of America might be if properly handled. Life is
beginning to be discovered among the membership,
and the next year will undoubtedly see things done;
whether in the right or wrong direction remains to
be seen.

The Two Tickets.

Aero Club of America ‘‘members’”’ duly received
the usual yearly communication announcing the
board of governors ticket for the ensuing year, to-
gether with a formal notice of the meeting and a

blank proxy which members expecting to be ab-
sent might sign so that their votes could be
counted for the official ticket.

Heading this ticket was Alan A. Ryan for presi-
dent, J. C. McCoy, first vice-president; Dave H.
Morris, second vice-president; James A. Blair, Jr.,
third vice-president. The members were notified to
be ready to act upon recommendations for an in-
crease in the number of governors from twelve to
twenty, and the creation of a committee on foreign
affairs.

The ticket for the board of governors included:
Cortlandt Bishop, James A. Blair, Jr.; Chas. Jerome
Edwards, Lyttleton Fox, Lawrence lL. Gillespie,
Alan R. Hawley, W. W. Miller, J. C. McCoy, Dave
H. Morris, Maj. Samuel Reber, Alan A. Ryan and
Samuel H. Valentine.

The following members of the old board did
not find their names among the elect for the ecom-
ing year: Philip T. Dodge, A. H. Forbes and Chas.
A. Munn.

The additional governors in case the
increased were named as follows: A. B.
of St. Louis; Dr. A. F. Zahm, of Washington; Prof.
A. Lawrence Rotch, of Boston; Rodman Wana-
maker, of Philadelphia; ‘‘Col.”’ Jerome H. Joyce, of
Baltimore; Russell A. Alger, of Detroit; Harold
McCormick, of Chicago; and Prof. H. LaV. Twin-
ing, of Los Angeles, Calif.

It is at once apparent

board be
Lambert,

that the club desires to
make itself stronger in national affairs, and a
greater power in the ‘National Council of the
Aero Club of Ameriea,’’ which has not been heard

224

of since its tumultuous creation, and which, Dame
Rumor has it, will before long have an ‘‘s”’ after
the word “‘club.’’

On the night of the Aero Club dinner, October 31,
an opposition ticket appeared in the field, with
Cortlandt Bishop for president, Clifford B. Harmon
for first vice-president, J. Parke Channing second
vice-president, and Peter Cooper Hewitt for third
vice-president, with some changes in the board of

governors list. The sponsors for this ticket in-
cluded Alfred Wagstaff, Captain T. S. Baldwin,

Christopher J. Lake, Arthur Johns, H. C. Drayton,
Winslow Busby, A. P. Flagler, Jefferson Seligman,

BE. E. Schwarzkopf, W. D. Gash, W. E. Hutton,
Samuel F. Perkins, K. M. Turner, George H. Guy,
P. C. Hewitt, F. L. Hoppin, Waldron Williams,

A. E. Gallatin, J. H. Wall and Samuel Robert.
These are all friends of Bishop who believed in

continuing him as head of the club in return for

the alleged good conduct of the club at his hands

in the past. Strange to say, however, upon the
posting of this ticket Bishop and Channing as
officers, and Morris, Hawley, Edwards and McCoy

named for governors, wrote a letter requesting
withdrawal of their names from the insurgent

ticket, and announcing that they had been placed
on such ticket without authority or consent. Wag-
staff thus had played on him the same trick that
he played on the old insurgents a year ago, when
he withdrew from their ticket.

The opposition wants to know what Ryan has
done to further aviation outside of his work on
the Belmont Park tournament. Clifford B. Harmon
has many friends in the club who appreciate the
fact that he is the only amateur flying in this
country and want to see his activity where it will
benefit the club.

Friction developed at the banquet of the Aero
Club of America, and the tournament committee
to the aviators, between Clifford B. Harmon and
Alan Ryan. In this little tilt it was suggested to
Ryan that he would ‘‘make a —— of a president,”
and the compliment was returned in, like manner.

Plans for Club House.

For ‘‘materially adding to the comforts and bene-
fits of the members of the club,” the latest notice
to the members states “‘the obtaining of a small
club house in a convenient and desirable loca-
tion’ is ‘‘most important.’ No meeting of the
members of the club has been held for a year,
and it is a long time since the members have had
advices of new members joining, as is required
by the by-laws. What a club house will do towards
benefiting the members, who have no part in the
conduct of the club, is an open question.

The only time club members have been asked
by the lordly custodians of its affairs was just
before the Belmont meet, when they were begged
to act as spotters at the ‘‘pylons’’ from 1:30 P. M.
until the close of the day’s flying, to keep track
on record sheets of every aviator who passed that
way, whether he ‘cut. corners,’’ etc. For this
service one ticket of admission to the grounds was
given each of the favored members, who were sup-
posed to be herded in the club house when not on
duty.

Among those who are supposed to be members,
but announcements of whose applications for mem-
bership have not been sent out in accordance with
the by-laws, is Alan Ryan himself. It is claimed
by insurgents that to be legally a member, the
other members must be duly notified in accordance
with the by-laws; and it is further contended by
insurgents that it cannot be in accordance with
the by-laws, and, therefore, to vote for additional
governors before the amendment increasing their
number was legally passed.

Another feature claimed is that to suspend the
by-laws while voting for additional governors re-
quired a unanimous vote in accordance with See. 2
of Chapter 10 of the by-laws, and not over one-
third of the members present voted, while the
balance did not vote at all. Yet it was called a
unanimous vote, Which was apparenily not the
case,

The same argument applies to the reduction of
the initiation fees to $25 instead of $50 until
March 1, 1911, those voting composing only a small
unanimity of the members present.

A

ERONAUTICS

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Monoplanes, $200.00, $500.00,
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Knock Down Planes from $150.00 up.
Aero Wheels $4.50 up.
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Agents:—Elbridge Motors, Parabolel Propellers,
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December,

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AERONAUTICS December, 1910

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MAN-CARRYING BY KITES

was for the first time in America demonstrated as an attrac-
tion at the Harvard-Boston Aero Meet.

There it was shown how easily a man could be sent 200 ft.
in the air supported by from 6 to 15 enormous 18 ft. passen-

To Aeroplane Meet Promoters

with the wind velocity and nerve of the operator.

The Army officers present testified as to its great value for
scouting purposes in war.
@ As this feature is at its best when the winds are so strong
that the aeroplanes cannot fly, it is especially valuable as an
attraction at Aeroplane Meets.

SAMUEL F. ohne? 110 Tremont St., Boston, Mass.

ger carrying kites.
The height to which he can go (up to 1,000 ft.) varies only

~ In answering advertisements please mention this magazine.

AERONAUTICS

The Aero Club of New England will observe the
127th anniversary of the first ascension of man in
a balloon, and hold its annual banquet at the
Hotel Somerset, Commonwealth Avenue, Boston, on
Monday, November 21, at 7 P. M.

Among the invited guests who expect to be
present are Walter Wellman and his engineer,
Melvin Vaniman; Augustus Post, of the balloon
America II, the world’s champion long distance
balloonist and winner of the recent international
balloon race; Samuel F. Perkins, a member of our
club, who sailed in the balloon Dusseldorf in the
same race; Mr. Claude Grahame-White, the noted
English aviator; and Mr. Wilhelm Heinrich, the
first sightless person to make a balloon ascension.

The annual meeting of the club will be held at
6 o'clock at the same place, at which meeting the

question of purchasing an aeroplane will be dis-
cussed.

The Williams Aeronautical Seciety was formed
on October 13 by students at Williams College,

Williamstown, Mass., with H. Perey Shearman,
the prime mover, president; George Orr Latimer,
vice-president; Robert O. Starrett, secretary; R. K.
Johnson, treasurer. Thirty men started the organ-
ization, which doubled itself in three days. A
balloon ascension is being planned under the aus-
pices of the club, and a course of lectures will be
given during the winter by prominent men in the
art. <A library will be formed, and a construction
committee has been appointed, on which are sev-
eral men who have had practical experience. The
services of Glenn Curtiss and Leo Stevens will be
sought as consulting engineers. Stevens has al-
ready accepted.

President Shearman has designed a ‘‘flying bob-
sled’’ to be used during the winter. After a winter
of active and systematic work it is possible an
aviation meet will be held in the spring.

The Aeronautical Society listened to an interest-
ing and valuable talk on November 10th by Mr.
R. C. Gildersleeve, of the El Arco Radiator Co.,
on the subject of the ‘Cooling of Motors.” Ed-
ward Durant was another speaker on the subject
of the gyroscope.

To promote and diffuse a more technical knowl-
edge of the science of aviation among the mem-
bers of the society, the following list of subjects
eovering the art has been arranged, upon which
members are invited to write essays to be read
in regular meetings of the society: ‘‘Aerodynam-
ical Formulae and Calculations,’’ ‘‘Planes,’’ ‘‘Aero-
plane Stability,’ ‘‘Propellers,”’ ‘‘Aeroplane Con-
struction,’’ ‘‘Motors,’’ ‘‘Learning to Fly.’’ Benja-
min B. Carmina has offered a gold medal to the
one who, writing upon the seven subjects, shall
be adjudged to have presented the best series.
Other prizes will be offered for separate essays.

The society has issued two more of its ‘Bul-
letins’’ giving verbatim accounts of talks and ad-
dresses delivered before the society since its for-
mation practically. These are of absorbing in-
terest.

At the prior general meeting, held Oct. 27th, the
speakers were Mr. Harry M. Horton, on the ‘“Ap-
lication of the Wireless Telegraph to Aeroplanes,”
and Mr. Melvin Vaniman, the engineer of the
Wellman airship ‘‘America.”

vA NATION A LO

ORE than ever’ before is there a need for

a national organization that is national.

Foreseeing the present, many active clubs

urged such a body a year ago, and suc-

ceeded in gathering together the delegates for a
big national league.

Lulled by the siren song of the
America and enticed by magnified
delegates were cajoled into forming the ‘national
council of the Aero Club of America.’’ Once sub-
dued, the A. C. A. proceeded to forget its child. Not
a cent of dues has ever been paid in by the clubs
belonging, and nothing has ever been heard of
the ‘‘council’’ since its relegation to oblivion.

With the Aero Club of America in a worse state
than ever before, likely to lose its foreign affilia-
tion the moment there is a national organization of
the proper kind to contract an agreement, the
present ‘‘council’ dominated by the A. C. A., it is
high time that club men with red blood in their
veins, interested in the actual progress of the art,
get together and evolve the right kind of a broad,

Aero Club of
promises, the

really, truly democratic national body; or else
resurrect the ‘‘national council,’’ perform a few

outside, put the
basis as the

amputations, add the clubs now
Aero Club of America on the same
other clubs, and DO SOMETHING.

225

December, 1910

Mr. Horton's adddess outlined the difficulties
encountered in making apparatus light enough
and yet sufficiently powerful to send impulses sev-

eral miles, and the best results so far obtained
were with an outfit weighing 80 pounds, used by
Mr. J. A. D. McCurdy at Hammondsport, which
had reached 40 miles.

Mr. Vaniman gave a most instructive and im-
promptu recital of experiences with the airship
“America,” beginning with his first meeting with

Mr. Wellman in Paris in 1906, when the work
commenced. After completion, the ship was taken
to Spitzbergen, where endless difficulties were en-
countered in efforts to reach the North Pole, and
finally the last trip, starting from Atlantic City,
until rescued by the S. S. Trent after a record
flight of three days, having traveled nearly 1,000
miles. The greatest source of trouble was the
equilibrator, of which so much has been heard,
and yet Mr. Vaniman is convinced that without it
no success can be obtained, the unfortunate experi-
ence met with on their voyage being due to storms
and 40-mile winds, which are always likely to
upset the most carefully laid-out plans.

The Daytcn Aeroplane Club held a smoker and
banquet on November 2. Among those who re-
sponded to calls were E. W. Shroyer, A. E. Esta-
brook, Dr. O. J. Needham, G. R. Wells, Postmaster

HG aWwithokt. br J.C] Hberhardt) “and A. (G@
Clark. Dr. Eberhardt was one of the judges in
the recent Belmont Park international aviation
meet, and his talk was unusually interesting, as

he made extensive comment upon the recent flights
and their significance to the development of aerial
navigation.

3usiness was taken up and the question of the
erection of an aerodrome was discussed.

An Aeronautical Club is to be formed at the
University of Michigan, Ann Arbor, Mich. At a
meeting of the students held to discuss the matter

over a hundred were present. Regular meetings
will be held for the reading of papers and the
holding of arguments, and later on it is hoped

to do some practical work.

Professor Herbert C. Sadler is working. on. some
apparatus for experimenting upon aeroplanes and
propellers, and it is expected that work - along
this line will be started the first of the year. It
is also probable that some regular work will be
offered by the University at the beginning of the
second semester.

The Walla Walla Aero Club has been incorporated
for $5,000, at Walla Walla, Wash., by L. E. Mea-
chan, CS. Walters; €: R= @ftner etal:

It might not be a bad idea if the various aero

clubs in the country held members’ meetings once
in a while. The Aero Club of America had: no
members’ meeting, or lecture, until the annual

election, for about a year. The Aero Club of Michi-

gan has had but its organization meeting. The
elubs in this country that are other than but a

name could be counted on the fingers of cne hand—

and there are more than eighty so-called ‘“‘clubs.”’
“But what’s the use?”

Coan A Oa

Index for Volume 7.

Index for Volume 7 will be printed in the January
number.

The English ‘‘The Car’’ seems to have it ‘“‘in’’ for

Americans. First it has Hamilton and Walden
in the death. list, and next it says that Ogilvie
and White were the only two to complete the
Gordon Bennett course. Then, too, the interna-
tional balloon race results gave America ‘‘a new
record for this sport in the New World.’’~ With th

exception of de la Vaulx’s record, and within 20-oda
miles of that, it seems to be pretty nearly a wor'd
record for balloon races.

Henry Farman, i1
Air,” when he
kilometer, one
aviators at
been made
meeting
months)

flight of
“Conquete de
flight of but 1
prizes received by
$600,000. The biggest winnings have
by Leon Morane, perhaps, who, since the
at Rheims in July of this year (in three
has won $60,000.

Since the famous
January. 1908, says
won $10,000 for.a
can estimate. the

AERONAUTICS
PRINCIPAL

Flies with Passenger from Paris to Brussels and
Return.

ARIS, Oct. 16.—Henry Wynmalen, the Dutch
aviator, recently holder of the world’s alti-
tude record, and M. Legagneux, the French
aviator, each with a passenger, made a re-

markable trip in biplanes to-day from Paris to
Brussels. They started from Issy with an interval
of an hour and a half, in an attempt to win the
$20,000 offered by the Automobile Club and the
$5,000 offered by the municipality of Paris for the
best flight with passenger to Brussels and return.

Wynmalen, after reaching the Belgian capital,
with «a stopSon the way, started almost immedi-
ately on the return trip, and arrived safely that
evening at St. Queniin, where he spent the night.
The next morning he started again. After three
more intermediate stops in the morning, he ar-
rived safely back at Issy. His passenger was Louis
Dufour. Total time occupied was 28 h. 36 m.
43 s. for the total distance of 380 miles. The time
in flight was 13:12:28.

Legagneux and Martinet, after making one stop
going, started back the following morning, but
got, after one stop, only as far as St. Quentin,
where he damaged his machine in avoiding some
spectators, and abandoned the trip. Both used
Farman machines.

First Two-Man Flight Over Paris.

Paris, Oct 16.—Legagneux, with passenger
(Farman), Wynmalen (Farman), and Maurice Far-
man (M. Farman) all maneuvered over the city of
Paris, Wynmalen flying about the Grand Palais and

around the Eiffel Tower. On the 19th Robert
Thelen (German Wright) flew over Berlin. Lieut.
Savoia (Farman) recently flew over Rome.
Military Aviator Killed.
Douai, France, Oct. 23.—Capt. Madiot, military

aviator, was instantly killed flying for the first time
alone a Breguet biplane. Previous flights had just
been made by M. Breguet with Madiot as passen-
ger, and even with two passengers.

An examination of the machine showed all wires
intact. Accident evidently due to personal equasion.

German Duration Record.

Germany, Oct.
German

24.—August Euler
duration record of

Darmstadt,
(fuler) made a new
3 hrs. 6 min.

Military Airman Killed.

Magdeburg, Germany, Oct. 25.—Lieut. Mente fell
with a Wright aeroplane and was killed instantly.

The lieutenant was gliding to the earth when he
started his motor. The strain caused the machine
to turn turtle.

The weather was bad, and he
to risk a flight.

was the only one

Aviator Blanchard Killed.

Paris, Oct. 26.—Fernand Blanchard, the aviator,
fell from a height of 100 feet and was killed.

The accident occurred over the field at Issy-les-
Moulineaux, where M. Blanchard was gliding down

a‘ter a successful flight from Bourges, about 125
miles.
MM. Blanchard, Bregi and Bielovucci, who had

rarticipated in the aviation meeting at Bourges,
decided to return to Paris through the air. Bregi
arrived first, having covered the distance from
Bourges to Paris in 4 hrs. 10 min. Blanchard was
a close second, and was hovering over the aviation
field at Issy-les-Moulineaux as though selecting a

xyonvenient landing place, when his Bleriot, for
some unexplained reason, fell like a stone.
World’s Record Again Broken.
Buc, France, Oct. 28.—M. Tabuteau broke the

world’s distance and duration records.

Flying his Maurice Farman biplane, fitted with
an 8-cylinder 60 h. p. Renault motor, he started
out with the intention of competing for the Miche-
lin Cup for the longest distance covered up to the
end of the present year.

Without the slightest hitch he continued to circle

round the aerodrome hour after hour with re-
markable regularity.
The aviator alighted after having flown for 6

hrs. 1 m. 85 s., having covered in a single flight

a distance of ae G m.), He consumed
190 litres of g and 20 of oi The old record was
that of Olieschlagers, 244.8 1

a anub he seem, bb l=bes:
[Hos].

FORE GN

December, 1910

EVENS

hee Flies from Paris to Brussels.

Brussel , Belgium, Oct. 29.—Mafhieu, the French
aviator who started with a passenger from Issy
the previous day in a flight to Brussels in an
aeroplane, but who was foreed to make landings
at Dravecy and Braine-le-Comte, Belgium, arrived
here this morning. <A night stop was made at
Braine and the flight resumed in the morning.

It had been his purpose to start on the return
voyage immediately, but he abandoned the return
flight because of trouble with his machine.

Government Airship Sails Channel.

London, Oct. 29.—Announced that the government
would buy the Clement Bayard airship, which
sailed from Lamotte-Breuil, in France, to the shed
erected by the London ‘‘Daily Mail’? at Wormwood
Scrubbs, on October 16. There were six in the crew

and passengers, besides Alphonse Clement, the
designer and builder. The distance is about 240
miles. This was accomplished without stop in 6

hrs. 16 min. Last year the Russian government
bought the dirigible built for England. Then the
French government requested the trip of the second
airship delayed until after the army maneuvers this

fall.
After some argument the War Office offered
$62,500 for the airship without tests. Harvey Du

Gros generously made up the balance of the $90,000.
The airship is known as the “Clement Bayard

II.,’’ 7,000 cubic metres capacity, 260 h. p. The
average speed of the trip was 38.7 m. p. h.
Another Fatality.
Rome, Nov. 3.—Lieut. Saglietti fell with an

Asteria biplane in which he was maneuvering to-
day and was instantly killed. The machine was
wrecked.

The officer had made a good flight, and was
gliding down, when, at a height of about 50 ft.
from the ground the machine refused to respond
to the elevator. Lieut. Saglietti tried to jump
clear of the machine, but fell, and the machine
erashed on top of him, killing him instantly.

Second Airship to Cross Channel.

London, Noy. 4.—E. T. Willows and an engineer
sailed an airship of his own design from Worm-
wood Scrubbs to Corbehem, near Douai, France.
In landing the framework was damaged and on
account of weather conditions the return trip was
not made. The start was made at 3:25 P. M. At
10 P. M. the vessel was sent up to 5,500 ft. to
clear the clouds and_- steer by the stars. At 42
o'clock in the morning the landing was made.

Cody Makes Record.

London, Nov. 4.—Capt. S. F. Cody;-in trying to
beat the British Michelin Cup record, flew for 2
hrs. 24 min., covering 9414 miles. This is the best
record so far.

Skyscrapings.

The F. A. I. has fixed new rules for pilot licenses.
Minimum age, 18 yrs. Two tests over closed cir-
cuit of 5 km., one for height of at least 50 m.
Course in figure-8 around and between 2 posts 500
m. apart. Each flight to be ended by gliding with
motor stopped, and within 50 m. of a point previ-
ously designated by entrant.

On October 29 Henry Farman carried four be-
sides himself on a machine of more than usual
surface. The load carried totaled 380 kilos.

According to a dispatch from Berlin, the German
War Office has decided, as a result of the recent
tests carried out by the military authorities, to
buy five aeroplanes of different types, including a
Wright, an Aviatik, a German-built Sommer, a
German-built Farman, and an Btrich monoplane.

Count Lambert has made trial flights with a

Gnome-engined Wright.

A number of French manufacturers have started
suit in France to have the Wright patent an-
nulled. It is claimed the system of warping was
patented in 1900 by Theodore Dobresco.

Louis Paulhan has just been awarded the ‘Daily
Mail’ $5,000 for the greatest distance flown cross
country between Aug. 15, 1909 and Aug. 14, 1910,
His mileage was 801 miles.

AERONAUTICS

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In the thrust given per hundred revolutions per minute

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In the selection of material—nothing but edge-grain being used in any part
In correctness of design, excellence of execution and beauty of finish

They Are in a Class by Themselves

Our Eight - foot De- MS oun Hi Corliss uses Rardeon f ropellers on his racing mone bine

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December, 1910

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AERONAUTICS

Aerial Motors and
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December, 1910

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: Sample Book A-6, Data and Prices on Request =
% “
* The C.E. Conover Co. :
5 MANUFACTURERS -
Es
“101 Franklin St., New York :
& &

dee feofooge Goofonfe nfo fooge fo ofe ofe fe oho ofe fo cforfe fe oho oho sfonde ohooh ote

In answering advertisements please mention this magazine,

AERONAUTICS

PN ve Cae RIAL

TO OUR FRIENDS—We would appreciute it very
much if you would specify in writing advertisers
that you saw the ad, in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves.

Curtiss Metcrs for Immedicte Delivery.

Curtiss 25-h. p. motors ean now be obiaincd,
With prempt deliverics, from G. H. Curtiss, Ham-
mondsport, N. Y.

This motor is 4-cylinder vertical, water cooled,
and has a 3%-iny bore and 4-in. stroke. The

cylinders are castiron with copper jackets homoge-
necusly welded on. Lubrication is by a force feed
system, the pump being built in the case and
operated from the cam _ shaft. The oil is fed
through the hollow cam shaft to the main bear-
ings, thence through the hollow crank shaft to the
erank and connecting rod bearings, the overflow
from the case returning to a separate reservoir
underneath the motor from where it is again
pumped through the system. :

The crank case is of a special aluminum alloy
and the crank shaft of Vanadium steel. The valves
are both in the head and are actuated by single
push rod and cam. All the parts of the motor
are made of special materials secured expressly for
these motors.

The weight, including the oil and water pumps,
is 90 lbs. Ignition is regularly by Bosch high ten-
sion magneto, driven by enclosed gears. The mag-
neto weighs 1216 lbs. ;

The motor develops 25 h. p. at 1,300 r. p. m., but
has a maximum speed of 1,800 to 2,000 at which
it develops considerably more. All the bearings
are of very liberal dimensions.

Duralumin, a New Metal.

For years past a large number of inventors have
been endeavoring to find some alloy which would
combine with’ the light weight of aluminum the
characteristics regarding strength and elasticity
so far found only with the heavier metals. At-
tempts were made, particularly in Germany, to
obtain an alloy of aluminum and magnesium, a
metal even lighten than aluminum, and for a
while it appeared as if the goal had been reached.
From the weight of magnesium it follows of course
that the specific weight of these alloys was even
smaller than that of aluminum, decreasing more
and more with the increased amount of magnesium
added to the aluminum. The hopes entertained
with regard to these alloys wére disappointed as
they soon disintegrated, becoming brittle and there-
fore useless.

The new alloy, to which the name Duralumin—

i. e., hard aluminum—has been given by its in-
ventor, consists of more than 90 per cent. alumi-
num, but small additions mainly of copper and

magnesium, have changed its mechanical character-
istics absolutely. From the fact that only a few
per cent. of other metals have been added, partly

heavier and partly lighter than aluminum, it fol-
lows that the weight of the new alloy is prac-
tically the same as that of the aluminum. The ap-

pearance of the alloy is also that of aluminum, re-
taining, however, its bright color unaffected by the
atmesphere or water. Attempts at bending a rod or
plate will soon reveal how the metal differs from
aluminum, for while a good-sized bar of the latter
material can easily be bent, the Duralumin pieces
will show the resistance of steel. Technicaliy speak-
ing, the alloy shows, according to the particular
mixtures used and according to the treatment it
has undergone, a tensile strength of from 50,000
lbs. up to 85,000 Ibs. per sq. in.; this means a rod
of the latter alloy of 1 sq. in., cross section, sus-
pended vertically will require a load of 85,000 Ibs.
to break it. At the same time the rod will weigh
only about one-third as much as a similar rod of
steel.

The importance of this new material, if the in-
ventor’s claims prove true, can hardly be over-
estimated, for while the alloy must necessarily be

December, 1910

WMA Ke. 1 "Pp rae

high in price when compared with steel owing
largely to the fact that for its production alumi-
num is used as the raw material, there are many
fields where the large reduction in weight wiil
more than offset the difference in cost. The ficld
is by no means limited to aviation, but in marine
and automobile engineering it offers the greatcst
possibilities and will be used to a large extent.

The English government has under construction
a large dirigibie for which Duralumin will be used,
and is also employing a considerable amount of it
in connection with the construction of a new
cruiser in order to test the capacity of the ma-
terial. for resisting the influence of sea water,
ene of the strongest claims advanced by the
inventor.

The new alloy is being manufactured in Europe
by various concerns, best known among whom are
Vickers Sons & Maxim of England. Arrangements
are under contemplation looking towards the pro-
duction of ihe alloy in America. Marburg Brothers
of 1777 Breadway, New York, are representing the
inventor in this country and exhibited a few sam-
ple pieces for the inspection of those interested
at their exhibition in connection with the Belmont
Park meet.

The specific weight varies according to the par-
ticular alloy used from 2.77 to 2.84. The melting
point is at 650 deg. C. According to the particular
purpose for which the material is to be used an
alloy can be produced which will show greater
or less ductility.

Large Pennsylvania Tires.

The development of the aeroplane, which gives
promise of so soon becoming of great utility,
gives rise to the demand for a tire suitable to its
special use.

The Pennsylvania Rubber Company claims to be
one of the few manufacturers making a tire of
4 in. in diameter for this purpose, and these tires
have been used with success by P. W. Wilcox, of
Columbia University, Clifford B. Harmon and H. P.
Dietz, of Mineola.

These tires are especially designed to withstand
the shocks of alighting, and have little cushioning
effect.

The 20 in. x 4 in. aeroplane tire which the Penn-
sylvania Rubber Co. are making is fast becoming
very popular.

Two of these tires will carry a ten or twelve hun-
dred pound flyer, and will have sufficient cushioning
effect to prevent the jar of alighting being trans-
mitted to its delicate framework.

Advertising Department
East.

Warner Instrument Co., of
makers of the well known Warner Auto-Meter,
will conduct their advertising from their New
England offices, 925 Boyleston Street, Boston, after
December ist.

Their advertising and the New England territory
will be in charge of W. A. Merriam, who leaves
Lord & Thomas, one of the country’s largest ad-
vertising agencies, to assume this position.

The Warner Company are to be congratulated on
securing a man of such prominence in advertising
affairs to look after their interests.

Mr. Merriam’s advertising experience dates back
some dozen years or more, when he was a charter
member of the first regularly organized advertising
department of Armour & Co., of Chicago.

After leaving this firm, he became advertising
and sales manager for one of Chicago’s wholesale

Warrer Moves

The Beloit, Wis.,

clothing houses, and was later sales manager of
the Brand Stove Company of Milwaukee, Wis.,
makers of ‘‘Famous’ Stoves and Ranges.

In December, 1904, he assumed charge of the
copy department of Lord & Thomas at the time
their “Reason Why’ copy campaign started the

revolution in the advertising field. In this capacity
Mr. Merriam was responsible for the production of
the advertisements used by a very large number of
the most successful advertisers in the United States.
From this position he was promoted to the man-
agement of the merchandising department and sales
aid department, which he leaves to assume the
position of Eastern and advertising manager for
the Warner Company.

227

AERONAUTICS

Detroit Air-Cooled Motor.

In the field of aeronautics the air-cooled motor

works under quite different conditions than in the
auto camp.

ing draft of
tightly

Here it is freely exposed to the cool-
the craft at full speed; there it is

enclosed in a metal hood. 3esides this

Detroit
Aeroplane Co.
Motor

advantage offered by the nature of aerial flight, the
Detroit Aeroplane Co. believes the construction of
their double opposed type has helped considerably

in the solution of the cooling problem. In this
type of engine the cylinder heads in which the
internal combustion occurs, are arranged several

feet apart and are entirely separated by the hollow
erank case and cannot radiate the heat one to
the other.

Besides that, the engine being air-cooled is es-
pecially designed for this purpose inasmuch as
the valve sections of enormous area have been
employed. The exhaust valve through which the
burned gas departs into the air, for instance, is
3 in. in diameter. On the other hand, the ex-
tremely large air-cooling flanges which run over
the whole cylinder surface has been arranged at

December, 1910

double the distance that customary practice shows.
This is done to avoid the reciprocating action of
the radiation from one rib to another and has been
thoroughly tested out on French and German
motors.

By means of the double throw crank shaft the
pistons are forced in opposite directions, and as
a result a stream of air is thrown steadily inside
the crank case and cylinder by each revolution,
which helps considerably to lower the temperature
of piston and cylinder walls. All this in connec-
tion with the wide spread of the cylinder heads,
which are directly exposed to the air draught of the
propeller warrants a most efficient cooling under
propeller load.

Tiger Cycle Works Increased Plant.

The Tiger Cycles & Aeroplane Co., 782 Eighth
Ave., New York, has improved its welding and braz-
ing plant so that it can repair any and all broken
parts of motors. The company can also under-
take to build on short notice light steel tube
frameworks which, it believes, will sooner or later
be used in preference to wood. A loft of 5,000
square feet has been secured to give room for build-
ing complete machines. Wheels and tires can now
be supplied as follows: 14 in., 16 in., 18 in., and 20
in., e156 ant, 134 in. ‘and! 2 inswwand= 20) ins x4 ine.
26 in. and 28 in. x 2% in. and 2% in.

The name of the company has been changed from
the Tiger Cycle Works Co. to the Tiger Cycles &
Aeroplane Co.

New Rotary Motor.

As a result of experiments in improved aero-
nautical motors of the rotating cylinder type of
Emile Berliner, of Washington, D. C., a company

organized and a plant erected for the
aeronautical motors on a large

is being
manufacture of
scale.

E} Arco Twin Radiators.

Recent twin radiator installations have been fur-
nished by the El Arco Radiator Co. to Philip Wil-
cox (two 38 H. P.), Monmouth Aerial Co. (two 23
H. P.), Miss E. L. Todd (two 45 H. P.), Rexford
M. Smith (two 38 H. P.).

H. W. DuPuy has recently taken a 90 H. P., J. J.
Frisbie a 60 H. P., Glenn H. Curtiss a 70 and 75
h. p., B. F. Roehrig a 60 h. p., and another to
Cc. €. Barnett.

Some Details of the Rinek Engine.

In view of the remarkable flight which resulted
in the first tryout of Miss E. L. Todd’s aeroplane at
Mineola the past month, a few particulars of the
Rinek engine which made possible the success of
the machine will not come amiss, as these engines
without a doubt are coming to be recognized as one
of the most perfect types of engines on the market
to-day.

The engine used on Miss Todd’s plane is of the
eight-cylinder ‘‘V”’ type, nominally rated 60 h. p.,
which power develops at 1,200 r. p. m.

The eight separate cylinders of these engines are
arranged in two groups of four on a common “V”’
shaped crank case, sets being at right angles to one
another, employing a four-throw crank shaft, each
pin carrying the connecting rods of a pair of ov-
posite cylinders, which are staggered in relation to
one another. The cylinders, which are of a special
gerade cast gray iron, are machined inside and out,
which insures the walls being of uniform thickness,
thereby obtaining equal expansion and contraction.

The cylinders being of uniform capacity, it nat-
urally follows that uniform compression is also
obtained, and so perfect balance. Jackets are of
hard spun copper, pressed on in a special manner,
making a water jacket which is guaranteed to be
absolutely water tight under all running condi-
tions. 3y this special process, joints are produced
that have entirely done away with the troubles ex-
perienced by others who have tried to depart from
the practice of casting the jackets with the eylin-
ders. This arrangement insures a perfect circula-
tion which cannot exist in a cylinder whose jacket
is cast with it, since in that case it is necessary
to have the webs between the cylinder and jacket,
which naturally form a bar to perfect circulation.
In addition to this, it must be remembered that

228

AERONAUTICS

AERONAUTICAL SUPPLIES

December, 1910

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4

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At Money Saving Prices

NICKEL PLATED TURNBUCKLES,
Very Light and Strong, - each, 12c.
Elbridge Special Feather-weight, 2-Cycle Aero Motors
(water cooled) :
3 Cylinder, 30-45 H. P., aL -2 lbs. . $750.00
4 Cylinder, 40-60 H. P., 178 lbs . 1050.00
Cylinders 4 5-8 x 4 1 oY copper BP ncketst
aluminum bases, hollow crank shaft.
20 x 2 Aeroplane Wheels with tires built with steel

Model Prati laminated wood, 10 in. to 12 in.
perfect screw, had’

Galvanized Steel Cable for ‘ ‘ Guying’

Complete catalogue ‘of supplies, ‘motors, ‘ gliders, and light
metal castings mailed free, upon request

EJ WILEIS €O:. (Dept. F”’
67 Reade St. and 85 Chambers St., New York

beededebebetebotolobobobobebebeedesdedededebololo

FORO IOI IO tot tot tk

TRADE

THE TOY

MARK

Spread, 22 feet. Weight without
engine, 200 lbs. Frame, reinforced
steel tubing, Bleriot running gear,

skid for landing.

Baer Perfect Control

The National Aviation and Construc-
FLYING MACHINE tion Conipany has purchased the pat-
Will fly by its own power over 150 feet, ina ents ao us ae Beady Bo Sup Ey
circle or straightaway. This wonderful toy IMPS at 850 each, without
ee ps tease engine. Delivery in three weeks.

ing of
Built on totally scientific principles, and ac-

knowledged by leadingstudentsin Aeronautics
as the most wonderful invention of the age.
Measures 14 inches across, 5 inches high, 6
inches long; weighs less than one ounce: will
carry more than itsown weight. Very durable,
amusingand instructive to both young and old.
Interest increases with every flight. If started
upside down it will right itself and continue
flying. Price $1.00 at your dealer’s. If he cannot
supply you we will send direct by express pre-
paid in the U.S, on receipt of $1.00 money order.

BING MFG. CO.

11 N. E. 5th St. Minneapolis, Minn.

rode Fo eforfoofeczooge ofoofe ozo ofe fe oho ofeofe oho oe ofeofe fo ofe ofoofe fe oko ofo fe foofeofe eke cfooke

*

SOOO OOOO OOOO Og,

rims and special hub, very strong, price, . 10.00
E. J. W. Aeroplane Hubs turned from solid bar of
ee dale 6 holes wel nich keled, 4 se 4.00 Z M
hs Fro} rs, t e t
wre Obie. 40.00 @ This Company is also
Pai BRE Ec ioped to mak
tt: Ss. : -
eee 6 ft. ipa gives 200 lbs. thrust at quippe O make con

Ee in., 200 breaking strength, pee per ft. .03
1-16 in., 500 breaking strength, price per ft. .03% =
3-32 in., " 800 breaking strength, price per ft. .04
. oe -8 in., 2300 Pree ng seen a ft. 06 Ki kh E
ubber Bands for mode ngt in.
square, each, ; ear oD ir am - ells GH

sBBSeUTSIeTSITe

fe ofecfocfe nfo ole ofs ofa fecha ofa ofe ofe ofc ofe ofa of ofe ofe ofe

Propellers for all Aeroplanes
ALSO
Motors for all type of
Aerial Navigation

tracts for exhibition flying.

Address for Particulars

MANUFACTURER
Bath, z 7 New York

The
“‘IMP”’ Monoplane

Any engine furnished at list. Send
for catalog of supplies and standard
aeroplanes.

Everything Strictly

First Class

National Aviation and

Construction Company
32 Hamden Circle, Wollaston, Mass.

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FOO OOO. UL OOOO OOOO ILL OE
Pebble eee bh bob bck bebeob obo bobech obeefeobecbecbeobeofeedeobeofecfecfood

ROHR

JOO OOOO. a ae sade thaddaihcdhdihda

In answering advertisements please mention this magazine.

AERONAUTICS December, 1910

po fp fo ofp ofp ofc ofo oe ofeofe nfo ofe nfo ofa ee ofe oo ofa ofe ofa ofe oe ofa nfo ofan fe oe ofe of ofa ofe ofa oho ofa ofe fo ofe he ofa oho oho obo oho ohoaho fe oho oho oho fo ofe oho oho oho forde ofode gi

Aeronautic Motor Engineering

market, but none is acknowledged by anyone but its salemen to be completely
satisfactory. The opportunity exists for laying the foundation of a profitable and
permanent business in the manufacture of motors and appliances for aeronautical work.

There are a number of aeronautic motors, of various degrees of merit, on the
’

Aeroplanes and aeroplane motors will be made by thousands in the near future,
and the logical method of development will call for motor production, in large, specially
equipped shops, while acroplanes from their bulky nature and fragility and the small
amount of machinery involved in their production, will be built in numerous local shops.

If you contemplate entering this field of motor construction, we can be of service
to you. We design, test and build, but do not manufacture. We are consulting
engineers with no commercial affiliations. We report on motors and aeronautical devices.

LANDAU & HOWE, Engineers, 1777, BROADWAY
$oofp ofo nfo nfo ofe oko fo ofc ofe ofe ofe ofe of ofc of ofa fe oe ofeofo ota fachecha ole cfeclool safe cfechocacfoooeds fo cho oho ce ofa fe ofe ofeale ofe oho ofe ofe ofe ofe of ef oe Goeherfodiodiog' oke

R. I. V. RADIAL BALL BEARINGS

Used by Leading Aviators.
Light in weight —
Strong and
Durable.

Variety of types and sizes

Fe eho of ofo eGo ofa oe ofe ofe ofa fone ofe eof ofe fe of ofe ofa feo oe ofeofocd:

ofp ofo fo fe ofo ole ofa nfo nfo ofe ofe ofs fe ofe ofe of ofe ofe ofc ofe ofa ofa che ofe of obs ofe ofe ofe ofa ofa ob oho ofe df

fe ofe fe ofe ofe ofe fe ofe ofe ofe

in stock,

Absolutely Guaranteed.
Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

R.I. V. CO. 1771 Broadway, New York

WALDEN-DYOTT CO., INC.

@. Manufacturers of monoplanes only. Factory at Mineola, Long Island.
If you are thinking of buying an aeroplane it will pay you to write us for
further details concerning our machines. We can also arrange to have
you visit our factory, where you can investigate the high quality of our work.

HUDSON eS t el BUILDING
50 Church Street - - New York

In answering advertisements please mention this magazine.

AERONAUTICS

the copper jackets themselves materially assist the

process of radiation, owing to their high con-
ductivity.

The connecting-rods, which are of a_ special
metal, actuate a four throw crank shaft with

eranks in pairs at 180 deg. Crank shafts are of
the highest grade of chrome nickel steel alloy,
special heat treated and hardened, and accurately
ground to size. They are fitted at one end with
a double ball thrust bearing, to take the “pull”
or ‘‘push” of the propeller when fixed direct on the
erank shaft.

The single cam shaft operating all the valves is
hollow, of high grade chrome nickel steel, and
earries the eight double-acting cams, each of which
operates both the exhaust and the inlet valve on
each cylinder, by means of overhead rockers, the
vertical tappet rod of which is designed both to
‘pull’ and to ‘‘push.’’

The valve cages, which are inclined in the head
of the cylinder at 20 deg., contain the two valves,
which are of a special nickel alloy, and in accord-
ance with late practice, extremely large.

The valve springs are taper for lightness, and
are kept in place by a very neat form of collar and
cotter.

Standard Bosch ignition is employed on both
types of engines, same being driven by a gear off
the cam shaft.

The engine is fed by a two jet
connection with an intake system which is at
once unique and original in design. By this system
an equal amount of gas is delivered to each com-
bustion chamber, as can be demonstrated by the
remarkable flexibility of the engine, the speed of
which it is possible to vary without a miss from
less than 200 to 1,230, its maximum r. p. m., which
in turn permits a range in thrust varying from less
than 90 to 386 maximum, and all without the sus-
picion of a misfire. :

Pistons are of the same grade iron as the cylin-
ders, in order that they may have the same
degree of expansion, and are ground taper to allow
for the greater expansion of the head where the
heat is the greatest.

The lubrication of the various parts of these
engines is insured by a constant circulation of oil,
under pressure from a force pump actuated by
an eccentric on the crank shaft, and fed by a pump
leading from a sump under the centre of the base
chamber. Oil is maintained at a constant pressure
by means of an adjustable bypass on the distrib-
utor. By this system all attention to lubrication
is obviated, the engine attending to its own re-
quirements under all flying conditions.

carburetor in

Burgess Company Building White Machines

The Burgess Co. & Curtis, of Marblehead, Mass.,
are building seven biplanes on order for Claude
Grahame- White. As Mr. White is familiar with
the product of almost all the principal foreign
manufacturers, his indorsement of the Burgess-
Curtis factory is to be very much appreciated. The
standard Burgess-Curtis biplanes are, of course,
being turned out in addition.

The Harriman Motor Works report re-orders
have been received for 1911 model 50 h. p. by them
from James E. Plew, 240 Michigan avenue, Chi-
cago, and M. A. Marquette, of Indianapolis, Ind.,
who has a large Curtiss-type. Plew has a 30 h. p.
in his Curtiss and will use the 50 in his Farman
type. Louis G. Erickson, of Springfield, Mass., has
bought a new model 50 h. p.; William Gary, 70
Lincoln avenue, Totaway Borough, Paterson, N. J.,
is another purchaser.

The California Aero Mfg. & Supply Co. report
the sale of two Elbridge motecrs, one of 40-60 h. p.
to Head & Goodman of Chico, Cal., and one of
60-90 h. p. to the Western Aviation Co. of Oro-
ville, Cal. Mr. Ovar Meyerhoffer, manager of the
latter company, is superintending the construction
of a large machine, built according to their pat-
ents, in the California Aero Mfg. & Supply Com-
pany’s shops.

The appearance of the new aeroplane built by
Walter Christie, with two big star-shaped engines
driving two propellers, in opposite directions,
brought out the suggestion that it would be a good
scheme to appoint holders of electric chair certifi-
cates to the jobs of piloting all freak flying ma-
a with freedom as the reward if they make
Sood.

December, 1910

Classified «Advertisements

YOUNG MAN, 21, steady, wants position with
aviator or factory. Will start at beginning to
learn business. Reference. Address’ Pierce, 31

North Florida Ave., Atlantic City, N. J.

CURTISS AERO MOTOR. $500 less than cost.

t
Genuine Curtiss aero motor, 4 cyl, 25 h. p., water

cooled; 95 Iks. weight with magneto; used prac-
tice flights only; better than new. Arrowplane
Mfg. Co., 65 Washington St., North Boston.

BACK NUMBER WANTED—Will pay $1.00 for
copy of ‘“‘Aeronautics’” of May, 1909. Address
A. C. A., care of ‘“‘Aeronautics.”’

Single Back Numbers or Complete Sets of all
Aeronautical Publications, at cost or less: ‘‘Aero-
nauties,” “Fly,” ‘‘Aircraft’’ (English), ‘Flight,’’

“The Acro,” ‘Automobilia’ and ‘Flight,’ etc.
ny By:

238 Driver St.,

STEPHENSON,
Memphis, Tenn.

FOR SALE—Bleriot monoplane, 24 h. p. Anzani
motor, imported from Bleriot factory this year.
Will sell big sacrifice by aviation company closing
up its business. I. A. A., care ‘‘Aeronautics.”’

FOR SALE—20 h. p., 4-cylinder, air-cooled, gen-
uine Curtiss motor. Has been used very little.
In good condition. Weight 100 lbs. Used in
650-lb. biplane which made jumps of 200 yards.
Have since installed Jarger motor. Price $325.
Address L. B.. 725, Morgantown, W. Va.

BLERIOT TYPE MONOPLANE. Exact copy.
Finest possible workmanship. Best material. Has

carried two men weighing 320 lbs. on numerous

flights. In absolutely perfect order. Price without

motor $300. Cost double that to build. Can ship

knocked down. Photo or demonstration.

ELBRIDGE 40-60 h. p. “‘Featherweight’’ motor.

4-cylinder with 8 ft. Gibson propeller and El Arco
radiator; $700 or offer. Have also a 2-cylinder 20-

30 h. p. Elbridge with 6 ft. propeller, $300. Com-

pelled to quit flying. Address “‘C. S.,’’ care Aero-

nauties.

WANTED.—Someone to finance cost of a com-
plete motor for a biplane to be used in an attempt
to win prize offered for flight across continent.
Address F. C. Hild, 410 Douglass Street, Brooklyn,
IN Ye

FOR SALE—3-cylinder Anzani motor, latest model,
all complete, at less than cost. Kenney, 27 Lans-
downe St., Boston, Mass.

FOR SALE—One 50 h. p. “HF,” or Harriman, avia-

tion engine; new; $700. This is the same size
engine that the Harriman Motor Works are charg-
ing $1,675 for. Address Box 3, Girard, Kansas.

TYPEWRITERS—AIl
Hammond, Densmore
Oliver $24.00; Underwood
trial and year’s guarantee.
Exchange, Dept. F, 18, 217
York City.

makes. Caligraphs $6.00;
$10.00; Remington, $12.00;
$30.00. 15 days’ free
Harlem Typewriter
West 125th St., New

FOR SALE—Original Farman and 2 Gnome engines.
All) in’ perfect condition. Immediate delivery.
Buying 70 h. p.-Gnome. Address Gnome, care Aero-
noavties, 250 W. 54th St., New York.

229

AERONAUTICS

December, 191 0

CO MM UNLEALEO N's

Transmission Device

517 Commonwealth Ave.,
Salt Lake City, Utah, Oct. 22, 1910:
To the Editor: :
Inclosed is a sketch of my own idea, suggesting
a special sprocket wheel for a propeller shaft that
might be used in connection with running two
motors to one propeller shaft of an aeroplane.
Each motor drives the propeller shaft through
the sprocket wheel rim, pawls and ratchet wheel
hub, the latter being keyed to the shaft. In
case one motor stops, the propeller shaft can still
rotate, driven by the other motor, while the rim
of the sprocket wheel from the dead motor re-
mains stationary, the ratchet hub sliding over the
pawls, which are connected to _ the rim. “his
weuld remove all trouble of a friction clutch or
tight and leese pulley.
I ask you to please publish this in ‘‘Acronautics”
to prevent anyone attempting te patent it.
Yours truly,
H. F. WEBB.
Member of the Aero Club of Utah.

Hearst Prize Open For Dirigibles

Editor ‘‘Aeronautics,”’
New York City, N. Y.
Sir:

Referring to the prize of $50,000 which Mr.
W. R. Hearst offers to the aviator who first com-
pletes the flight across the American continent
within an elapsed period of thirty days, I am
sure that the following suggestion—offered in the
same spirit that actuated Mr. Hearst, namely, out
of an earnest desire to stimulate the development
of aerial craft that will prove of permanent service
to mankind—will be accepted in good part.

First permit me to point out that the recent
development of the aeroplane, although convine-
ingly and abundantly demonstrating to the “man

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in the street’? cleverly built machines that fly, has
after all merely followed the data and the plans
of Prof. Langley, who brought the atmosphere,
its peculiarities and its movements within the
exact sciences, and of Prof. Simon Newcomb, who
disclosed its abstract possibilities and limitations.
The structural and mechanical development of the
aeroplane, therefore, has been along the lines of
perfection in detail, motive power, etec., rather
than its broad fundamentals.

Now, the conditions under which the Hearst
prize is offered, although they follow the general
terms of the London ‘Daily Mail’ prize and the
Hudson-Fulton prize, confine the award to a ma-
chine already developed. <A prize of this magni-
tude is potent of unlimited results in stimulating
the development of aerial craft.

While the status of the art of aviation has
risen in public opinion within a brief period from

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ridicule and scepticism to recognition and an
abiding respect that abundantly compensates those
who have earnestly led the campaign of education
and the development of the science, there still
remains some matters which should be impressed
upon the public as well as on some aeronauts.
Abstract speculation leads the way, of course,’
in all research. In the building of machines by
rule of thumb it is possible that inventions may
be made by accident occasionally, but the great
fundamental discoveries follow the lines of the
application of known laws like those of Simon
Newcomb; vide, the telephone and the phonograph.
Now, in the matter of aerial navigation I pro-
pose to demonstrate that abstract consideration
of the subject points to a machine that is barred
from participating in Mr. Hearst’s competition.
Furthermore, the principles involved have, for-
tunately, already been demonstrated in two ma-
chines which have achieved all the world’s ree-

ords—save speed (which, of course, is merely a
matter of design, engines, details):

Let me point out the fact that the speed at

which the aeroplane leaves the ground is only
twenty miles per hour. The Zeppelin and the
Malecot (the new French military’ dirigible

adopted as the result of a competition which was
won by an obscure clerk who had studied engi-
neering as a hobby) have both made approxi-
mately twice this speed. The conclusion is obvious
that planes may be used for sustentation in
dirigibles in the same manner that they are used
in ‘‘aeroplanes.’’ In point of fact, I have the
statement of one of Zeppelin’s engineers that a
lifting force of 4,000 lbs. was actually exerted by
the planes on the Zeppelin—although they were
not placed there for this purpose. The records
of the Zeppelin are: The largest number of pas-

sengers, 40; greatest distance, 950 miles; longest”
duration, 36 hours; speed, 38 miles per hour. ;
this
passengers, 5;

aeroplane: Larges

with the th
distance, 290
|

greatest

Contrast
number of

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Altitude records are negligible (although im
portant) because the limitations are identical il
both cases, provided only the power is sufficient.

Now, in order to point out the trend of progres
it must be noted that this new combination 0
dirigible-plane (which, for lack of a better name
has been called the ‘‘Transport’’) has several inde
pendent power units, and its efficiency and feasi
bility increases with size as the cube of its di
mensions. It also has inherent stability.

In equipping an aeroplane with an additiona
engine many difficulties prolific of danger are in
volved. Its limitations as to size follow closel,
the prediction by Neweomb that its size will b
limited by the fact that, while its weight in
creases as the cube of its dimensions, its liftin
capacity increases merely as the square—so iha
a point is reached where it will not lift itself, a

230

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Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

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repo fe Fe fe fe oe ofe ofp ofe ofe ofe ofa ofa efoofe oho ofa ofa oo ufo of of ofe oe fe oe oe ofc of 1 ofe ofe ofa ofa ofe oho ofe ofe ofa ofa oe oho ofe oLe ofc ofe ofa oe ofa oho of obs ofe obs age ofe oh ofa che ctecks

December, 1910

SPECIAL ATTENTION TO AERIAL
NAVIGATION

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Also Working Drawings and Reliable Data
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AERONAUTICS December, 1910

demonstrated in a machine recently completed in
this vicinity.

(It is to be regretted that Prof. Newcomb’s
treatment of the problems in aeronautics for the
most part seemed to argue that man-carrying
flying machines were impossible, even at the very
moment when the Wrights were flying.—Ed.)

But the chief difficulty lies in its tending to
pitch and dive like a kite—its lack of stability
and this is, and will be, the reason why its use
will never extend to the average person. To over-
come this difficulty the application of the gyro-
scope has been suggested; but any person who
has seen the mechanical application of the gyro-
scopic force, and the insecure sliding bearing in-
volved, will instantly dismiss the possibility of its
service in aviation. Now, let me state that I hold
no brief for the familiar dirigible inflated with

250 West 54th Street
New York

CABLE: AERONAUTIC, NEW YORK
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PUBLISHED BY

hydrogen. As stated in a lecture before the Pasa- AERONAUTICS PRESS, Inc.
dena Club several years ago, I believe that nothing ' ¥ , ,
has served to retard the development of aerial A. V. JONES, Pres't vi ah E. L. JONES, Treas'r-Sec'y
navigation more than the discovery by Prof. SUBSCRIPTION RATES
Charles, in 1784, that hydrogen could be employed
for buoyancy. In an article in ‘‘Aeronautics’’ for UNITED STATES, $3.00 FOREIGN, $3.50
March, 1908, IT summed up the limitations of this ADVERTISING REPRESENTATIVES:
gas and pointed out dangers until then unknown.

I do, however, believe that the permanent value E. F. INGRAHAM ADV. Co.
of the Hearst prize would be greater—even if the 116 NASSAU STREET NEw YORK CITY
hydrogen dirigible were admitted—than if all sim-
ilar craft be barred. No. 41 DECEMBER 1

As strong an argument as any TI can think of , 910 Vol. 7, No. 6
at the present moment, that the trend of progress COPYRIGHT, 1910, AERONAUTICS PRESS, INC.
in aerial navigation will be along the lines of the aa aaa =
“Transport,’’ would be the following examples: Entered as second-class matter September 22, 1908, at the Postoffice
Supposing two aircraft, one an aeroplane and the New York, under the Act of March 3, 1879
other a dirigible, to be caught in a gale of, say, EEE : :
70 miles per hour, blowing in the direction of its ¢. AERONAUTICS is issued on the 20th of each month
course, the aeroplane would have a minus lifting i All copy must be received by the 10th. Advertis-
foree, could not continue on its course, and the ing pagesclose onthe 15th. :: Bs 3, z 2p sf
conditions would be right for a dangerous landing. @. Make all checks or m f
(An aeroplane, as a matter of fact, does not lose oney orders free of exchange

lifting foree going with the wind, owing to in-
creased speed.—Editor.) The _ dirigible, on the
other hand, would remain operative. Now, it has
often been vaguely expressed in various places
that if, on the other hand, the direction of the
gale were reversed, the dirigible would, by reason
of its greater surface, be retarded more than the QU SC

aeroplane. It must be admitted that neither craft TO DELIN ENT SUB RIBERS:
could be retarded more than the speed of the gale.

It may be stated here that the question involved

is one of comparative momentum as well as of

and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. ee “A

surface, and the momentum of the dirigible in the I think that you are not giving me,
line of flight is not in the least affected by its as) T. R,. would say, a square deal.
buoyancy—which is a vertical force only; on the a
other hand, as a large part of une momentum In the October number I published
of the aeroplane is partly expended in the lift, th :
and its condition is one of sustentation in the ae strongest letter I could write and
gale, it appears that the chief difference will be the results seem to have been negligi-
caused by the fact that the aeroplane is a small ble. Either I am a very poor letter
craft, with a small carrying capacity, whereas the writ f th ° S
dirigible is a large craft, with a large carrying riter or some of the subscribers to this
capacity. Speaking of the dirigible, I refer, of magazine are an extremely hard-hearted
course, to the modern ‘‘true ship of the air,’’ and <4s
not to the obsolete gas bag with motor attached. group of citizens. I am only too glad
I am speaking of a type of airship which does to admit the former fact but what am I
not exist in America to-day, and for that reason j 7 Ie 66 9
should be given the benefit of the stimulus of the’ Eouls to do if you won't “loosen up’:
oat stat in closin that what is said Hh Hest Office Department will not
desire oO state ‘los iy d 7né S Sal¢ s : a
above is not intended to belittle the possibilities let me continue sending the magazine
of the aeroplane—on the contrary, I am, as ever, unless (1) the subscription price is paid
ocsting Le “ar where 1 needs yOOStINE. 7 °
The conditions of Mr. Hearst's prize might be in advance or (2) I have your signed
drawn to admit any type of aircraft not depend- order. I have neither the one nor the
ing solely on hydrogen for sustentation and on other.
propitious air current for propulsion.
Yours very respectfully, You know you want the magazine
CHARLEMAGNE SIRCH. you know I want the money. We both
agree on that. I have done my part,
Half Interest for a Motor. why not do yours?
imo? thee ditor: If you feel you can worry along with-
Dear Sir,—Enclosed find small photo taken whil out the magazine write and say so. I
I was working on my Curtiss type biplane. Same tate = : = ie he
shows part of the center section assembled. shall appreciate your frankness to a
The machine is now complete and ready for in- greater extent than your silence.
stallation of the power plant, which I am, owing
to financial reasons, unable to obtain. I am willing

to trade half interest in the entire machine for thx
use of a good motor.

I am nineteen years old, and have been work-
ing and experimenting in aeronautics for the last
ten months. I have a twenty foot glider, of which
I enclose a picture in flight.

L would like to get in touch with a firm wanting a e
to try out a new motor. If you could help me
do so it would be greatly appreciated. Yours very
truly, WILBERT L. HUNT.
2926 Kenwood <Ave., Indianapolis, Ind.
ene

231

AERONAUTICS

AERONAUTICS AND WAR.

(Continued from page 189)

ballast. If we throw out sand the balloon
will rise again and what happened before will
be repeated. More gas will be lost. Thus,
during our voyage, there wil! be a continuous
loss of gas, and loss of ballast, until through
complete exhaustion of the latter we have
nothing to cast away in order to assist the
diminishing buoyancy of the remaining gas,
and we find ourselves on the ground again.
This is the history, in its main features, of
the ascent and descent of a balloon in the
atmosphere, under the most favorable circum-
stances.

We cannot remain aloft indefinitely, nor has
any balloon, with a few exceptions, yet re-
mained in the air 48 hours. Special condi-
tions of the atmosphere likewise influence to
a great degree the duration of the balloon
ascension, and among them may be noted the
varying temperature. In a clear air under a
warm sun the gas will be heated, causing it
to expand, which will increase the ascensional
power if the balloon is not already full, and
if it is, gas will be lost. Sheltered from the
rays of the sun under a cold, damp cloud, the
gas will condense, causing the balloon to de-

scend through diminished displacement. We
have now seen that the limitations to the
duration of a balloon ascension are caused

by the employment of hydrogen. Hydrogen,
unfortunately for our purpose at least, obeys
the same law as to expansion and contraction,
under the influence of temperature and pres-
sure, as the air. The hot air, coal gas or pure
hydrogen is under the same pressure in a
balloon as the air without. When the air
expands, the hot air or gas in the balloon
expands likewise. The pressure from without
and the pressure from within are in equili-
brium, which explains why a flexible bag of
oiled sill remains inflated in the midst of an
atmosphere which exercises such a great pres-
sure ir every direction.

The ideal arrangement would be a _ rigid
envelope exhausted of its air—a vacuum bal-
loon. Sucha balloon would have an ascensiona
force equal to the entire weight of the atmos-
phere displaced, less the weight of the envelope
and equipment, and it would not be subject to
any of the limitations as to the duration ot
an ascension, as in the case of the hydrogen
balloon. But a spherical envelope of 1,000
cu. ft. displacement, in order to rise in the
air under these conditions, would have to
weigh less than 76 lbs, and support an exter-
nal pressure of 500 tons. How a structure
of such a force and weighing so little can be
made with existing materials and kept air-
tight is not yet known. To make clear what
this pressure is, which would crush any en-
velope enclosing a vacuum, it is useful to
consider that the atmosphere is equivalent to
a layer of water over the entire globe of 33
ft. in depth. Such a column of water, 384
inches in height, having a square inch section
would weigh 15 pounds, and if its section were
one square foot it would weigh over a ton.

9°

December, 1910

NEW WRIGHT MACHINE.

(Continued from page 192)

In one of the Brookins machines the radiator
was placed behind the rectangular gasoline tank,
situated directly behind the aviator. In the others,

the radiator was at the right of the motor, as is
customary. All the Wright machines had Mea
magnetos. The tires were Hartford.

It is unfortunate that the four cylinders out of

eight in Brookins’ racer should have gone back
on him just as he was about to start on the Gor-
don Bennett, forcing a landing at enormous speed,
injuring Brookins and smashing the machine, after
it turned a complete somersault in the air after
throwing him out.

LOS ANGELES NOVICE MEET.

(Continued from page 209)

it to rear backwards. It came down on its tail,
fell over on one wing and rolled over on its
back, smashing the machine. Mr. Duesler escaped

unhurt.
Walsh Has Coast Record.
Tuesday, the 2d of November, Mr.
mained in the air 23% minutes,
estimated distance of 13% miles at a
SO metits He is using an Elbridge motor, and the
Seely high frequency ignition system, put out by
the Seely Company of Los Angeles. From present

Walsh re-
covering an
height of

indications the club will have a number of local
fliers at its next meet.

With the backing of the Merchants’ and Manu-
facturers’ Association the Aero Club of California
had planned to hold a big mid-winter meet from
the 9th to 19th of January, 1911, $75,000 to $125,-
000 to be put up in prizes. On account of the

fact that the National Council of the Aero Club of
America had assigned those dates to the Aero
Club of Pasadena, of which Clifford B. Harmon

is honorary president, the Aero Club of California
had to abandon its project. At the present writing
it looks as though there would be no meet in
Southern California this winter worthy of the

name.

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wERONAU TICS December, 1910

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Don’t Trust Th’

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NO TRUST, NO BUST

If you have one of these non-capsizable Gyroscopic
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P.S.—Some cutter has cut th’—cut of th’—vertical tail
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JOS. E. BISSELL, Box 795, Pittsburgh, Pa.

Gust |

December, 1910

JERSEY
SKEETER

Our Skeeter has a new propeller; You ought to see it |

The Jersey Skeeter Aeroplane
Send |

Lincoln Square Novelty Works, 1939 Broadway, N. Y.

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{LERONAUTICS December, 1910

eb HODLAEEARERELEEEELELELELEREBAERE LEEEEELELELEAEALALADAERESS
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AERONAUTICS December, 1910

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AERONAUTICS January, 1911

SDARACGON PROPELLERS:

PARAGON PROPELLERS

Patents applied for.

+ a

Copyright, 1910, by Spencer Heath.

Quartered White Oak with Spruce Interior. 8 ft. diam., 12 to 16 pounds.

Paragon Propellers Satisfy. They are built to order, every one for its

work. They are scientifically calculated
and designed. ‘They are perfectly balanced, the two blades being exactly alike, even
duplicating the grain and color of the wood. They give ample thrust but they are built to
fly and they do fly. They keep right on pushing, and do not lose their thrust when they
get up in the air.

We are furnishing such well known aviators as Glenn H. Curtiss, Capt. Thos. Baldwin,
Chas. F. Willard, Harry S. Harkness, and many others. Our propellers are also used and
spoken of very highly by J. A. D. McCurdy and **Bud’’ Mars of the Curtiss aviators. Mr.
Curtiss was so well pleased with the first we sent him that he ordered another immediately by
wire for his Gordon-Bennett racer.

You cannot lose on PARAGON PROPELLERS. We could not afford to have a dis-
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Get a PARAGON designed for you now and save time, money and disappointment.
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To our Customers: Let us hear from you. We like your compliments but we are more con-

cerned about your complaints, if you have any. Weare only human so we
suppose sometime we will make a miscalculation, and then we want to know about it. If any of you feel
that you are not getting full satisfaction in any particular, kindly nolify us. We will do the rest.

See our exhibit at the office of AERONAUTICS

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{ERONAUTICS January, 1911

The Cheapest Speed Indicator

Price is relative. First cost means little. It’s the years of satisfactory service that deter-
mines real value. Here the Warner Auto-Meter stands supreme—without a rival. It is so
refined in construction that it remains absolutely accurate, depeugnue and reliable for years
under conditions which would ruin a $250 chronometer in <a re

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Th aa
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Quality has so much to do with satisfaction and the pleasure that
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The FIRST INDUSTRIAL AERO SHOW

in conjunction with

11th International Automobile Show
DECEMBER 3Ist—JANUARY TTH, 1911
Grand Central Palace, New York

Exhibits are solicited from every aeroplane and accessory manu-

facturer. Show your product where you get most results. 150,000
people attended last year’s Automobile Show. Don’t take in the side
shows and miss the main show in the big tent. Write at once for
particulars, time is very short.

Address, AERONAUTIC DIVISION

International Automobile Show
GRAND CENTRAL PALACE 2 2 NEW YORK, N. Y.

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AERONAUTICS January, 1911

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In answering advertisements please mention this magazine,

Vol.
VIII.

ce Aeronautics | no:

Copyrighted, 1910, Aeronautics Press, Inc.

NOTES ON THE AEROPLANE PROPELLER

A DISCUSSION OF THE RESULTS OBTAINED BY M. RIABOUCHINSKY

By Matthew B. Sellers

Y “standing thrust’’ I mean that obtained

when a propeller rotates at a fixed point.

A propeller advances when it moves for-
ward while rotating. When the rotation of a
propeller is kept constant while the advance
accelerates, the thrust decreases. It might
seem that this decrease would be in direct
proportion to the slip; but as the propeller
moves into undisturbed air the thrust is
greater than this.

The experiments made by M. Riabouchinsky
at the Koutchino Institute enable us to deter-
mine approximately this relation between
thrust and slip. Those experiments were

peller. To do this I found by these curves,
and tabulated, the thrust for each propeller at
each available even number of revolutions for
the three wind speeds, then reduced the re-
volutions to pitch speed ; found the correspond-
ing slip,and divided each thrust by the stand-
ing thrust at same speed, thus obtaining the
ratio of thrust to slip at constant rotation for
each propeller.

It is unnecessary to give these tables here,
and I have not space to do so. Jn the figure,
these values are plotted; the abcissas giving
the slip ratio, and the ordinates the thrust
ratio, taking the standing thrust as one.

70

60

Ȥ0

made with propellers one foot in diameter,
the pitch being 4, 1, 2 and 3 ft. respectively.
He does not state the form of blade used, but
from what is said elsewhere I infer that the
central angle was 18 degrees; the blade seg-
mental and without cambre. The wind tunnel
was used with three speeds of air current, viz:
10, 15 and 20 ft. per second,

At each speed the thrust was determined
for various speeds of rotation of propeller;
and curves plotted, one for each wind speed
giving the relation of thrust to revolutions,
for uniform advance.

I wish to determine the relation between
slip and thrust for a uniform rotation of pro-

“30

Different marks are used to denote the pro-
pellers of different pitch and all values except
those for the pitch ratio of 3, group themselves
along a curved path.

I have found that a curve whose equation
is y-2x-x? nearly corresponds to this path (and
agrees fairly with the results of my own ex-
periments). If, therefore, we use this equation,
the thrust T, for any given slip 8, will be
T, = T, (2S—S2) where T, is the standing
thrust of the propeller under consideration,
and where the number of revolutions is con-
stant. This, of course, is true only for the
form of propeller blade here considered; a
curved blade (i. e. with cambre), or one with

AERONAUTICS

a rounded back will give higher values through-
out and will give a thrust at 0 slip.

In order to determine the increase in re-
volutions necessary to maintain a constant
thrust while the advance accelerates, I found
from the plotted curves, the revolutions pro-
ducing a constant thrust for the speeds of ad-
vance given; then computed the corresponding
pitch speeds, and then the slip ratio, and then
divided each pitch speed by the standing pitch

: : N

speed giving the same thrust (i.e. P a= =) i.
2s

In Fig. 2, the abscissas give the slip ratio

and the ordinates the pitch speed ratio. The
1

curve there given has the equation y— y ae
2x—x

Ze

a

January, 1911

and the revolutions at any given slip, to
maintain the thrust constant would -be

N,
Vv 2x—S?
volutions and N, those at the slip S.

It is seen that P does not occur in this
equation, as the values show that the pitch
has little (possibly negligible) influence on the
rate of change of revolutions, :

In applying this formula to practice} it
must be remembered that owing to diminishing
engine torque and increasing friction and edge
resistance, the thrust does not remain con-
stant, but diminishes.

Ni , where N, is the standing re-

Note :—For convenience, the origin is taken on the right,
in plotting the curves. 2

MY “PARIS TO LONDON Fiicie

By John B. Moisant.

Y Paris to London flight I started on my
fifth flight in an aeroplane. The fourth
time I flew was over Paris with M. Garros.

I got up at 9 o'clock and was told that

Latham had _ started for London. My
machine was not ready. By four o’clock it was
half ready. My mechanic had asked for a ride,
and I told him that at some time I would take
him up. And this was the time he went up.
We left at 5:45 at Issy les Moulineaux and flew

across the city of Paris. Then I headed straight
by my compass north by east, one quarter. north,
and at 7:40 arrived at Amiens, about 90 miles. If
a man, however, steered by compass all the time
he would never reach his point. When TI got my

aeroplane exactly on .the compass. in the direc-
tion I wished to follow, I looked as far as I
could, which was probably ten or fifteen miles.
Then I did not use my compass any more but
steered exactly for that point. Sometimes I
probably went to the north, east’ or west, but I
made that point.

When I got to that point, which I knew was
exactly in line with the city I was making for,
then I took another point, fifteen or twenty

miles off, until I arrived at Amiens and J]
not over five hundred feet to the east,

was

The next morning I left at 7:30, fifteen minutes
after Leblane and Aubrun, for Calais, another 90
miles. There I had to steer by the map Leblanc
had given me. At 9:30 I arrived in Calais, and
I had never been there before either.

There were many, many people around offer-
ing all kinds of assistance, but I told them that
what I really needed most was some castor oil.
The motor will not go without castor oil. I got.
some gasoline and at 10:45 I was ready to make
the trip across the channel. They all tried to
persuade me not to attempt it because there was
a storm coming, and not to carry a _ passenger.
I said if I never get to London I will carry ‘a’
passenger if he will come with me. , =

So at 10:45 I left for England, another place
I had never been before, and I ‘steered by com-
pass. There was supposed to be a steamer to
follow me, but remember the steamer makes

about ten miles an hour and I made over forty.
About five miles from the English. coast a, saw
a port with steamers and I supposed it was ,

Dover, the place I was making for. I was really
making for Dover and I did not Know there was~

such a place as Dean, so I got off. my course,-
and made for Dean, about five miles off the
course. About that time a rainstorm came up

(Continued opposite page 31)

AERONAUTICS

THE LIFE AND WORK

(To the majority of people the name Chanute has
been associated only with aeronautics. Mr. Chanute
Was one of the foremost railroad builders of this
eountry. The Kansas City bridge was declared im-
possible of construction. Mr, Chanute accomplished

it. He built the Alton railroad. Following is a
short sketch of his life, abridged from ‘‘Engineer-
ing News,” N.. Y¥., 1891-—Faditor-)

Oetave Chanute was born in Paris, France, Feb-
ruary °18;° 1832. He was brought to this country
in childhood, was educated chiefly in New York

City and began the practice of his profession as
civil engineer at an early age.

After having done efficient work in railway con-
struetion in New York, Indiana, and Illinois, he
became in 1863 Chief Engineer of Maintenance of

Way and Construction of the reorganized Chicago
and Alton Railroad, remaining upon that line un-
til 1867.

During this connection, having been invited to
submit a design for the proposed Union Stock
Yards of ‘Chicago, his plan was selected in com-
petition with a number of others and he built
these yards as Chief Engineer. He was also

awarded a
a bridge
Missouri,

premium for a competitive design for
across the Missouri River at St. Charles,
In 1867 Mr. Chanute went to Kansas
City, Mo., as Chief Engineer of the bridge across
.the Missouri River at that point. This was the
pioneer bridge across the Missouri River, and as the
river pilots and riparian dwellers had given this
stream a bad reputation, the successful comple-
tion of this bridge across it in 1868 attracted great

attention and interest,

Later Mr, Chanute successively became Chief
Engineer of the Kansas City, Fort Scott and Gulf,
the Kansas City’ and Santa Fé, the Atchison and
Nebraska and the Leavenworth, Lawrence and

Galveston Railroads.

From 1873 to 1883 he was in the service of the
Erie Railway as Chief Engineer. During this con-
nection he readjusted the motive power of the
road and lessened the grades so that the through
freight trains, which averaged eighteen cars when
he first became connected with the line, had grown
to thirty-five cars when he closed his connection
with the road in 1883, when he removed from
New York to Kansas City, in order to look after
his personal interests, and to open an office as
Consulting Engineer.

In this latter capacity he took charge of the
construction of the iron bridges during the build-
ing of the Chicago, Burlington & Northern Rail-

road between Chicago and St. Paul in 1885, and
of those of the extension of the Atchison, Topeka
& Santa Fe Railroad, from Kansas City to Chi-
cago, in 1887 and 1888; the latter involving, be-
sides a number. of minor streams, the Missouri
River bridge at Sibley, and the Mississippi River

bridge at Fort Madison.

In 1889 Mr, Chanute removed his office to Chi-
cago, where he engaged in promoting the preser-
vation of timber against decay, by chemical
methods,

Mr. Chanute became a member of the American
Society of Civil Engineers, February 19, 1868, and
has contributed a goodly number of papers to its
Transactions.

OCTAVE CHANUTE’S WORK IN AVIATION
By James Means

In October, 1891, there appeared in ‘The Rail-
road and Engineering Journal,’ of New York, the
first of a series of articles on “Progress in Flying
Machines,’ written by Mr. Chanute. The series
was extended in the next two or three years and in
1894 was published in book form under the above
title. It is a volume of over three hundred pages
and it tells chiefly of failure. The author, bringing
all of his resources as a skilled engineer to bear

January, 1911

OF OCTAVE CHANU Te

OCTAVE

CHANUTE

upon the unsuccessful experiments, analyzed the
work done by scores of men and tried “to point
out, aS much as may be, the causes of failure.”’

In the preface to the book it is stated that one of
the writer’s objects in preparing the papers was
“To satisfy himself whether, with our present
knowledge and appliances, men might reasonably
hope to fly through the air.’’ He said that in his
opinion “this question can be answered in the
affirmative.” It meant much to the believers in the
possibility of mechanical flight to have the sanction
of an engineer of the highest standing given to a
discredited line of research.

In 1892 Dr. A. F. Zahm of Notre Dame (Ind.)
University, now of Washington, D. C., proposed the
holding of an International Conference on Aerial
Navigation in connection with the World’s Con-
gress Auxiliary of the World’s Columbian Exposi-
tion of 1893.

In this Dr. Zahm
Chanute, who was made Chairman
mittee, Dr, Zahm being chosen
officers of the World’s Congress
Mr. C. C. Bonney was
operation to the plan.

The Conference took place
Palace, in Chicago, August 1, 2, 3 and 4, 1893.

Mr. Chanute presided over the session upon the
opening day, the topic for the day being ‘“‘Scientific
Principles.’

In

tis

was heartily seconded by Mr.
of the com-
Secretary. The
Auxiliary, of which

president, gave cordial co-

in the Memorial Art

the Conference, he said:

to

opening
well recognize from the beginning that
we have met here for a conference upon an un-
usual subject; one in which commercial success
is not yet to be discussed, and in which the general
public, not knowing of the progress really accom-
plished, has little interest and _ still less confi-
dence.”’

The paragraph just quoted well shows the status
of interest in aerial navigation in 1893.

(Continued on page 35)

AERONAUTICS

By Wilbur Wright

Y the death of Mr. O. Chanute the world has
B lost one whose labors had to an unusual
degree influenced the course of human prog~-
ress. If he had not lived the entire his-
tory of progress in flying would have been other
than it has been, for he encouraged not only the
Wright brothers to persevere in their experiments,
but it was due to his missionary trip to France
in 1903 that the Voisins, Bleriot, Farman, DeLa-
grange and Archdeacon were led to undertake a
revival of aviation studies in that country, after
the failure of the efforts of Ader and the French
government in 1897 had left everyone in idle
despair.

Mr. Chanute’s own experiments have been quite
fully described in papers written by himself in
“The Journal of the Western Society of Engineers.”’
for. sor; “The Aeronautical Annual,’’ 1897
“McClure’s Magazine’ of June, 1900; “Cassier’s
Magazine,’ June, 1901; “Popular Science Monthly,”
March, 1904, and in numerous other publications.
The grand object of his experiments was the at-
tainment of automatic stability, his belief being
that human intelligence would be inadequate to
cope with the _ difficulties encountered in the
tumultous aerial seas. Every machine he built
had this prime object in view. AS he stated in
the Cassier’s article, referring to his own experi-
ments. ‘“‘He has confined his endeavors wholly to
the evolution of automatic stability.” In carry-
ing out this purpose he not only constructed a
vast number of small gliders, but also proceeded
to the construction of four different types of man-
carrying gliders, in addition to the full size Lilien-
thal glider which he had constructed to begin
with. In the ‘‘multiple wing’’ machine, the wings
were mounted on vertical axes so as to, swing
backward at the tips when struck by a wind
gust. The ‘double-decker’ had an_ elastically
mounted tail which yielded under the pressure
of the wind. These machines *were built and
operated by Messrs. Herring and Avery -.in 1897.
A third type, in which the curvature of the wings
from front to rear was automatically variable,
was undertaken under. the superintendence of Mr.
rE. C. Huffaker in 1901, and partially tested in a
small model, but the large machine was never
finished. The ‘multiple wing’’ machine was re-
built and tried by Mr. Herring at Wright brothers’
camp at Kitty Hawk in 1902, but the results were
unsatisfactory. In the same year a fourth method of
obtaining automatic stability was tested for him at
the same place by Mr. Herring. This was the “‘oscil-
lating wing’? machine built under his instruction
by Mr. Lamson. In it the ‘‘triple deck’? wings
were mounted on a horizontal axis and were in-
tended to oscillate as the wind pressure and cen-
ter of pressure varied. It also failed to give posi-
tive results.

On the whole, Mr. Chanute’s experiments were
rather disappointing to him so far as his main pur-
pose was concerned. As he said in the McClure
article: “In my judgment neither of the machines
above described is as yet perfected, and I believe
it is still premature to apply an artificial motor.
This is sure to bring about complications which it
is preferable to avoid until the equilibrium has
been thoroughly evolved.” This view he consistently

maintained through all the years of his active
work. When, after the experiments of 1897, a

wealthy gentleman of Chicago proposed to furnish
the money necessary to construct a motor-driven
flying machine, Mr. Chanute courteously but firm-
ly declined the offer.

Mr. Chanute’s active experiments closed with
the trials of the two gliders above mentioned at
Kitty Hawk in 1902. His increasing years, the
difficulty of obtaining satisfactory assistants, and
the growing prospect that the efforts of the
Wrights to obtain a sufficient control by human
intelligence acting through adjustable wings and
rudders were the main factors in bringing about
this result. On his return from Europe in May,
1902. he made a trip to Dayton and stated to my
brother and myself that after thinking over the

fiights of the 1902 Wright glider, which he had
witnessed at Kitty Hawk, he had come to the

conclusion that whatever the final merits of the
two systems might be, the first success would be
obtained in all probability by our system, i. e.,
human control, rather than hv his own system,
i.e., automatie control. He then advised us to
undertake the application of a motor and was
much pleased as well as surprised when we told

January, 1911

him that the designs were already completed for
such a machine, and the work of construction well
under way.

Although his experiments in automatic stability
did not yield results which the world has yet
been able to utilize, his labors had vast influence
in bringing about the era of human flight. His
“double deck’? modification of the old Wenham
and Stringfellow machines will influence flying
machine design so long as flying machines are
made. His writings were so lucid as to provide
an intelligent understanding of the nature of
the problems of flight to a vast number of persons
who would probably never have given the matter
study otherwise, and not only by published arti-
cles. but by personal correspondence and visitation,
he inspvired and encouraged to the limits of his
ability all who were devoted to the work. His
private correspondence with experimenters in all
parts of the world was of great volume. No one
was too humble to receive a share of his time. In
patience and goodness of heart he has rarely been
surpassed. Few men were more universally re-
spected and loved.

At a general meeting of the Aeronautical So-
ciety, held December 1st, 1910, the following reso-
lution Was unanimously passed upon the notifica-
tion of the death of Mr. Octave Chanute, an hon-
ored and honorary member of this Society:

“Resolved, that in the death of our esteemed hon-
orary member, Mr. Octave Chanute, we, the mem-
bers of the Aeronautical Society, as well as all
interested in the art of aviation, have met with a
severe and irreparable loss. We recognize Mr.
Chanute as practically the founder of the science
of aviation who was many years in advance of
others, having written and published in 1894 the

book ‘Progress in Flying Machines,’ which is
to-day, after sixteen years, still a standard work
of knowledge and information.

“Resolved, further, that this Society has lost

one of its most earnest and sincere friends who
honored us with many valuable trophies to be
competed for under our auspices and favored us
with instructive addresses which we shall always
hold in grateful memory.

“Resolved further, that a copy of this resolu-
tion be forwarded to the members of his be-
reaved family with the heartfelt sympathy of all
the members as a slight mark of their respect and
sincere gratitude.’”’

Acknowledgment was made by Mr. C. OD.
Chanute, son of the deceased, and his letter fol-
lows:

O. CHANUTE & CO.
Mt. Vernon, Ill., December 5th, 1910.

“Mr. Lee S. Burridge,
First Vice-President,
The Aeronautical Society,
New? York, Ns oye

My dear Mr. Burridge:

“Will you please accept the appreciation of my
sisters and myself, for your kind words of sym-
pathy in our hour of trouble and also for the kind
expression of regard toward our father.

“Father passed peacefully away Wednesday
morning, November 238d, just falling asleep and
never waking up. He suffered absolutely no pain,
and was conscious a few minutes before disso-
lution took place, but his poor body was so worn
out that when he fell asleep the machinery sim-
ply ran down, and he left us.

“Will you kindly thank the members of The
Aeronautical Society for their token of regard, and
for their words of comfort to us, as we feel deeply
touched for the esteem in which our father was
held by the members of the Society.

“Thanking you again for your kindness, I am

Yours very truly,

(Signed) C. D. Chanute.”

The Aero Club of America appointed a commit-
tee to draft a set of resolutions, which will be
suitably engrossed and forwarded to Mr. Chanute’s
family.

AERONAUTICS

January, 1911

THE FALLACY OF THE SCREW PROPELLER

By C. Wesley Howell, Jr.

OSSIBLY the caption of this article may
create adverse criticism, and if so it will
have accomplished its purpose, because the
discussion which may arise will undoubtedly
be of benefit to all interested in the aero-

nautic art.

The screw thread is essentially a mechanical
device or expedient of fixed principle, standard
and result, and any deviation or defect in its

construction or effect makes it either useless when
constructed of metal or other solid material of
great resistibility, only partially efficient when
employed in the heavier fluid mediums such as
water, oil, etce., or of comparatively small ef-
ficiency when used in air, which medium has little
resistibility, and in setting forth the reasons that
have led to the conclusion that the screw pro-
peller theory is not tenable, reference will be
made to metallic mediums as the extreme in one
case and to free air in the opposite case.

The cutting of correct or efficient screw threads
is not a simple operation even when metallic
bodies are employed, because the same tool will
not cut the same thread in different metals, as is

evidenced by the fact that when one desires to
tap an internal thread in brass, the tapping size
of the hole must be different than _ for steel,
and when one desires to cut an external thread
or screw the body or working diameter of the
metal must be either larger or smaller for dif-
ferent metals, the reason being that the tool in
either case does not cut the metal cleanly but
owing to the different ductile qualities of the

metals sets up a distortion of the particles which
must have an outlet, the result being that these
distorted particles are forced or forged into filling
up the allotted clearance space between the bottom
or top of the threading tool forming the “‘V’’ or
knife edge of the thread.

It may seem absurd to state that with a thread

die of given pitch, say ten to the inch, it is
possible to cut anything but that number of
threads, but it is true that by canting the die

double that number may be cut, but these threads
are without character or strength and are in-
eapable of performing useful work. Also under
certain conditions, notably when a thread of great
length is desired, unless great care is used there
is a lack of pitch precision ana slightly more
than ten threads per inch may result owing to
jJateral distortion of the metal and heating of the
material which on cooling will contract, drawing
the threads closer than the pitch distance.

If the body diameter is greater than the fin-
ished size of the thread, the die does not follow
pitch lines but acts as a hollow mill and a
stripped thread will result. If the body diameter
is not large enough to allow for a proper amount
of distortion the top of the thread will not form
but will be flat with a consequent loss of outline
and strength. If the die is not properly aligned
in its holder a staggered or ‘‘drunken” thread
sometimes will result. It will thus be seen that
under several conditions a loss of efficiency will
result in metallic threads which are analogous
to the so-called “‘slipping’’ of an aerial propeller.

Therefore it is reasonable to assume that if dis-
tortion occurs when cutting a thread in a solid
substance of great resistibility, there must be a
very great increase of distortion when cutting a
thread in such an elastic medium as air, which
has little normal resistibility, and that this dis-
tortion is analogous to the disturbing of the
air by a rotating propeller.

Most investigators of aerial propellers arrive at
the conclusion that the less a propeller disturbs
the air the greater its efficiency and that a
theoretical propeller of infinitely minute thinness
and weight would travel through the air without
disturbing it, its exact pitch distance when ro-
tated one revolution, if we disregard the frictional
surfaces of the blades, but as it is impossible to
construct such a _ propeller or avoid frictional
surfaces, the problem must be resolved with a
propeller constructed for practical work which must

necessarily have thickness, weight, area and fric-
tional surfaces. Such a propeller will set up
disturbances in the air which practically pre-
clude it being considered as a screw because
these disturbances influence or distort the air
and it does not offer the necessary resistibility
for cutting a screw thread.

It is well known that aerial screws never travel
their pitch distance during one revolution, which
is easily determined by dividing the distance

5

traveled by the number of revolutions per minute

and the loss in pitch distance is analogous to
a stripped metallic thread.

_Let us take for example a propeller of 10 ft.
diam. and 10 ft. pitch. Theoretically it will
travel 10 ft. in one revolution and will a@t on a
column of air 10 ft. in diam. and 10 ft. long.
In practice it will really travel 6 ft., the loss
being 40 per cent., and will therefore only act
on a column of air 10 ft. diam. and 6 ft. long.
Now the propeller blades, if the screw theory is
correct, are cutting two threads or helices in this
air column which, owing to the thickness of the
blades and stripping caused by their not travel-
ing on their pitch angle, are of greater width
than the design of the blades calls for. These
helices represent displaced air which also disturb
the surrounding air for a considerable distance,
which we may safely assume to be at least § in.
each side of the blade.

This may be demonstrated diagrammatically
as in Fig. 1. The shaded portions represent the
disturbed air, the two central lines indicating the
area disturbed by the thickness of the propeller
blades, plus the loss of pitch efficiency. The
shaded portion in front of this area is the dis-
turbed area caused by air banking and the area
in back is a partial vacuum caused by the for-
ward travel of the propeller, and as we cannot
reasonably assume that there is a sharp line of

the undisturbed

and disturbed

demarcation between

[ee SiS rae ae re: inn ior om em ee a aS PA a Tae pe aah lig 18 oN

I |
ee IT ee ee

GE,

air such as the drawing shows we must assume
that even the area shown as_ undisturbed is
permeated with and subject to eddy currents and
is more or less attenuated.

AY ‘column ‘of Jaire 20) ft. diam, and) 6 it. Jong
Will contain 451.24 cu. ft. of air weighing 36.09
lbs. Now, owing to thickness of propeller blade,
loss in angular efficiency (slipping), banking of
the air in front and partial vacuum in the rear
about two-thirds of the air is disturbed, leaving
one-third, or 12.03 lbs., to foree the propeller
to follow pitch lines. Since the propeller is giv-
ing a forward thrust of say but 240 lbs., it is
not reasonable to assume that 12.03 Ibs. will offer
any resistance whatever to such a thrust, but oa
the contrary whatever resistance it has is broke
up and the air itself carried away with the air
expelled by the propeller. Even if we assume
that the entire contents of the column of air
is acted upon we cannot consider that its 386.09

AERONAUTICS

lbs. of weight will offer resistance enough to
the propeller to enable it to force an aeroplane
weighing from 500 lbs. and upward through the
air, by a threading or screw thrust.

It is obvious that the small amount of air space
left undisturbed offers little resisting medium to
the propeller and that being so attenuated it is
analogous to a stripped metallic thread. The
density of a metallic body offers sufficient re-
sistance to compel the tool to travel its pitch dis-
tance thus forming a useful thread or _ screw,
while such an elastic medium as air when at-
tenuated as shown cannot compel a propeller to
follow “its pitch lines, and the screw theory is
not therefore tenable.

But a propeller having angular formation of
blade surfaces does form a dynamic air structure
which may be developed in theory and directly
compared with practice.

January, 1911

by reason of the propeller forces and then pro-
vide means for directing the whole over a given
course.

In Fig. 2 is shown a sectional view of such a
mechanically created cyclonic air cone. The pro-
peller is traveling in the direction of the large
arrow. In its forward movement it is drawing
in or absorbing air from the area before it and
at its periphery, and, having condensed such air
it expels it in the form of a cone. Now, in ab-
sorbing the air from the area about its periphery,
a partial vacuum is created and the air loss is
immediately replaced by new air through atmo-
spheric pressure, shown by the _ vertical lines
with curved ends, thus creating a _ substantially
right angled opposing force to the air cone and
offers an abutment of great value. The force of
the cone current being greater than this opposing
force, finally overcomes it, and absorbs it thus

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ene

The action of a propeller on the air is analogous
to an auger bit entering wood, in that it cuts

into the medium, displaces it by its angular
formation and gives direction to the displaced
medium. In the case of the propeller, the dis-

placed medium (air) is caused to impinge sub-
stantially inert air with resultant reactionary pro-
pulsion and thus perform useful work, while the
auger bit displaces the medium (wood), in the
form of chips which represent the useful work.
Good design of the tool in either case is essential.

The efficiency of a propeller is due to its ability
to grip the air, condense it, form it into an air
cone and give to it volume, weight and velocity,
the sum of these being a mechanically created,
cyclonic force, which projected against substan-
tially inert air propels the aeroplane at the neces-
sary speed to exert elevating and sustaining power.

Smoke and vapor experiments tend to prove
that a propeller draws or absorbs air from a
space around it substantially as shown in Fig. 2.
This air is condensed and takes the form of a
truneated cone with a slightly rotating move-
ment and is really a modified cyclone as. the
action and effect are almost identical. A natural
eyclone takes the form of a rapidly moving,
swirling, cone shaped air current and has _ suf-
ficient dynamic force to disturb or set in motion
bodies of greater weight than itself, and, sub-
stituting the aeroplane for such a body we may
set it in motion by mechanically creating a cyclone

Pia es;

adding to the density of the air cone and increas-
ing its efficiency when it impinges the substantially
inert air.

Such a cyclonic air cone must not be _ inter-
fered with in performing its function or its ef-
ficiency will be affected. This may be demon-
strated by the fact that (as many aviators state),
it requires more power or thrust to get an
aeroplane off the ground than to sustain it when
once in the air and the reason is that when an
aeroplane is at a reasonable height the cyclonic
air cone is free from surface interference while
when it is on the ground the lower portion of
the cone strikes the surface and the forces are
diverted, partially destroying its cyclonic action
and setting up negative conditions. It is also true
that when two aeroplanes are traveling in close
proximity, one above the other, there is great
danger to the aeroplanes when their cyclonic air
cones comes into contact with each other. This
condition has been termed ‘‘propeller wash'’ and
in several instances has resulted in fatalities.

The cyclonic air cone theory may be demon-
strated with reasonable accuracy if we take known
conditions of aeroplane travel and compare them
with known data of air currents (wind) and such
data may be found in the admirable lecture on
air currents and winds given before the Aero-
nautical Society by Mr. James Scarr, district fore-
caster of the New York Weather Bureau, and
published in the society’s Bulletin No. 1. This:

i

AERONAUTICS

of course is a secondary standard and is em-
ployed because of the apparent impossibility of
securing a direct standard owing to propeller
action not being visible, but it would seem to
be safe in assuming that if we know the actual
pressure of an air current traveling at a known
speed, on a known area we have perhaps the
best comparable standard or constant obtainable,
because the two problems are so closely allied.

In the formation of the cyclonic air cone the
area described by the rotating propeller will give
a disc pressure of unvarying size and the area of
this disc through its square feet supplies a true
constant from which we may measure the pro-
peller efficiency in pounds pressure. It is obvious
that if a propeller exerts a thrust or pressure per
square foot of its disc constant the effect is iden-
tical with the thrust or pressure of a wind cur-
rent on a dise area of corresponding size.

For comparison let us assume an aeroplane
traveling with a speed of 39 miles per hour driven
by a propeller having a diameter of 7 ft. which
gives a thrust of 240 Ibs. These figures are
averages which exist in aeroplanes now flying
and will serve to exemplify the theory of cyclonic
air cone propulsion.

Now the disc area of a 7-ft. rotating propeller
is 38.485 sq. ft. and is giving a thrust of 240 lbs.
Referring to known data of wind pressures we

* Hf louie 2
BE ©O RSE IG Ne H

LONGEST 2-MAN CROSS- COUNTRY ae
ETAMPES, ned, Nov. naa Delage and

Lieut. Maillols (Farman) flew{12514 miles in 3 h.

min., from here, around * , dropping a
etter, and return, without a stop. Competing for
Weiller prize for French officers.

BUC, Nov. 27.—Aviator Laurens, with his wife
as passenger in his R. E. P. made new passenger
speed-records for distances up to 80 kil., and
covering 79 kil. in the hour. A list of all rec-
ords will be published in the next i

TWO KILLED IN O

ROME, Dec. 3.—Engineer,Cammarota, an Italian
army officer, and_his s er, a private, were
killed at the Centocelle militany field in a Farman
biplane.

GERMAN

ACHINE

AVIATOR CARRIES FOUR
PASSENGERS
JOHANNISTHAL, Germany,

Brunsuber circled the field

carrying four passengers with him,

biplane.
Dec.

Dec. 17.—Aviator
here twice to-day,
in a Farman

5.—Mdlle. Dutrieu (Farman) now holds the
female record, having beaten the 53-minute flight
recently made by Mdlle. Marvingt. She was up
1 hr. 9 min., officially, covering 60.8 kil. Mdlle.
Jane Herven (Bleriot) is another woman lding
pilot license, the fifth on record.
PAU, France, Dec. 9.—Legagneux (Ble ot) made
a new world’s altitude record of 10,4 feet.
PARIS, France, Dec. 10.—Capt. Belle ger, French
army aviator, broke all speed records, flying from
Vincennes, 100 miles, in 70 minutes, an average
speed of 80.5 miles an hour, The flight was
made at an altitude of 4,000 feet. This is, as

yet, unofficial, and seems almost improbable.
FARMAN MAKES LONGEST FLIGHT / 1°
ETAMPES, France, Dec. 18.—Henry rman,

competing for the Michelin cup, made
able flight of eight hours and minutes.

Owing to a fierce north wind, however, his progress
was slow, and he covered only kilometres (287
miles against 465¢)kilometres m de by Maurice
Tabuteau on October 28, in a SimNar competition.

Farman deceived by the applpuse\ of the specta-
tors, believed that he had beat¢n the distance rec-
ord, and descended. He was greatly disappointed
to find that he had not equalled the former record.

DOVER, England, Dec. 18.—C. G. White, who
won the International race at Belmont, wrecked
his machine in a trial flight for the Baron de
Forest $20,000 prize for the Heneent flight across the
Channel in 1910, by an Englishman, in an English-
built machine,

A second competitor for the prize, Thomas Sop-
with, fared better than / White. He left East-
church, Sheppey Island,/ at 8:15 o’clock in the
morning, crossed from over to Calais and de-
scended at Beaumont, Belgium. He used a Howard
Wright biplane.

Sopwith completed hi
under three and

«x VpGil: 3s~

miles\ just

flight of
lf - his is \the

January, 1911

find that air currents having a speed of 39 miles
per hour will exert 6.18 lbs. pressure per square
foot. Taking an area of 88.485 sq. ft. the pres-
sure exerted will be 237.84 lbs., which while not
balancing exactly the thrust of the propeller giv-
ing 240 lbs. is near enough to indicate a very
close relation between the two, the discrepancy
being less than 1 per cent. (Pitch or angular
conformation of the propeller blades is disregarded,
it being assumed that the pitch of angle is prop-
erly designed for the motive power to which it

is more closely related.)

Power or motor speed is necessary to. rotate
the propeller at the required speed for a given
number of pounds thrust or pressure and the

angular formation of the blades requires a nicety
of design that so far has only been attained by
cut and try method, there being no reliable data
to assist, but the disc constant offers a starting
point of great accuracy inasmuch as it is the real
source of thrust. It is reasonable to assume

therefore that when used in combination with
known data even of a secondary standard, a
careful, systematic application of deduction or

eut and try method will result in increased ef-
ficiency until a true constant is found. The writer
holds no brief for the cut and try method but
believes it to be the short cut to practical per-
fection, and when all is said and done the world’s
inventions have been developed in this way.

APRON: ee eNe Gs

first time that a British made aeroplane has crossed
the Channel, and, in addition, it is a record flight
for distance under the conditions provided.

On November 26 he made the best distance yet
for the British Michelin $2,500 prize, 107% miles,
time up 3h. 12 min., the English duration record.

The Farman biplane purchased by the British
War Office, has successfully passed the tests im-
posed. The second British army machine, a Paul-
han, also made successful flights.

The Austrian government has decided to order
8 Austrian-built machines. They will be required
to fly 2 hours at an average speed of 44 m.p.h.,
and be capable of being taken down and packed
on a motor-wagon within 1 hour, and re-erected
in less than 2 hours.

In the course of a lecture in Paris the other day
M. Soreau said that taking all countries the num-
ber of licensed pilots was about 500; the A. C. of
France alone has issued 271 certificates, and the
percentage of persons killed while engaged in flying
Was only six. M. Soreau pointed. out that in
order to estimate the risks the distances covered
must be taken into account, and taking the rea-
sonable aggregate of 125,000 miles for all the
aeroplanes in the world, it worked out to one fatal
accident for 4,375 miles.. This figure included acci-
dents with experimental machines.—‘‘Flight.”

The French Aerotechnical Institute at St.
founded by Henry Deutsch, which he has endowed
with $100,000, is finished. The site covers an area
of 73,000 square yards with level ground on all
sides.

Cyr,

In fitting a Gnome engine to a Bleriot XI, but
little change is made. It is simply an enlargement
of the head end to take the spider which holds
the engine. The engine shaft is set at the same
angle. In the passenger carrying Bleriots, with
the fan tails, the engine shaft is tilted slightly
downward. In this case there is an extra frame-
work out beyond the usual head of the machine,
which incloses the motor. When machines are set
up again after coming from the factory there
is the balancing to be done. Oftentimes it is
necessary to remove the tail wheel and substitute

a curved skid to lighten the rear end. It will be
noticed that some Bleriots, in pictures, fly with
the elevator at a slight angle to keep the tail

up.

To those who seem to think an aeronautic maga-
zine is an hitherto undiscovered gold mine, it may
be of interest to learn from a letter of Mr. O.
Chanute’s that Nadar, a famous Frenchman who
recently died, started an aero publication and is-
sued 100,000 copies, obtaining 43 paying sub-
seribers. This was “going some.’ Some other
and more recent aero publications have done almost

as well.

\ Yow * \S 2 lo | 2 ek.06 )

‘er~y) fre Af v le — ®

2
mAs
mee

AERONAUTICS ; . January, 1911\

EXPERIMENTS WITH AEROPLANE WIRELESS

By Harry M. Horton.

ward by small liner guys. The height is about
30 ft., though cach wire on account of its hori-
zontal “‘V"’ shape was 60 ft. in length.

Our new receiver, especially constructed by the
Wireless Specialties Company of New York, con-
sists of a very small loose couple, a set of head
telephones and the ‘‘Pericon,’’ all nested in such
manner that the entire set is but 4x4 in. and
weighs but three pounds. In testing the new
receiver the first morning it arrived, we were
not a little pleased in being able to pick up Buffalo
station, 142 miles distant, and with high moun-
tains surrounding us on all sides.

The only change we made in our transmitter,
from that used at Sheepshead, was a new helix
giving us a greater range and a longer steel
cable similar to the one described for receiving
was tripped or thrown overboard after the machine
took the air.

We have been ‘playing’ in Hammondsport that
we were working in war times, and that we were
actually out in the field confronted by hostile forces.
Our receiving wires have been kept at such height
as is easily thrown up by the use of small masts.
such as our Signal Corps are now using for their
portable sets. The aeroplane shed is ‘‘headquart-
ers,’’ and the biplane is sent out from there to
make observations of the enemy's fortifications
and report the while.

So far our tests have been successful beyond
our own expectations, clear and loud signals com-
ing in from the ‘‘air’’ station no matter where
she has gone, and becanse of the strength of the
signals that have been received from our air
station over the distances which we have now
tried, we are led to believe that a proper war
machine with the wireless apparatus built therein
as an integral part will be able to transmit to and
receive intelligences from headquarter stations any
distance the aeroplane scout would be liable to
be sent in times of war.

The writer wishes to thank Mr. Curtiss, who
gave us one of his newest biplanes for these ex-
Harry M. Horton periments. Much praise is due Mr. J. A. D. Me-
Curdy, who made many hazardous and difficult
flights under the most adverse conditions, solely

N equipping an aeroplane with wireless ap- in the furtherance of this new phase of the
paratus one is immediately confronted by the wireless art.

probiem of constructing a light, yet powerful
transmitter and of so arranging the circuits i
that the vibrations of this miniature apparatus

may be of sufficient strength to be of service. The Wright Altitude Rule

entire ‘‘Aviation set weighs but thirty pounds,

and consists of: First, the power plant, a small Along with the aeroplane ‘‘level’’ designed, but

compact storage battery that has an actual am- unpatented by the Wright brothers, is the yard-

pere hour capacity of sixty and a voltage of six; stick altitude rule. This is not exactly accurate,

a high frequency coil that weighs but 12 pounds; but close enough for general purposes for fair

a helix with two small condenser tubes mounted altitudes.

ane aa elven’ uae Beets eens An ordinary yard-stick is taken and on it is
In our first trial at Sheepshead, the key was attached a slide having two pointers, the latter set

mounted upon the steering wheel in such manner just an inch apart. The end of the rule is placed

that Mr. McCurdy did not have to move his hand to the eye when the machine is directly overhead.

from the wheel in order to transmit a message. and the slide moved up or down until the wings

The instruments were connected in such manner as can be sighted just within the two points. The

is best known to those practiced in the wireless lanes are, approximately, 40 feet wide, and if one
art, but much to our chagrin and disappointment Pee SES aa Es : sat z

we received no inelligence from our ‘‘air’’ station
whatever. After using many different forms of
“hook ups’ it occurred to us that the wire guys
or stays were preventing the transmitter from
oscillating truly; so in our next attempt we tried
using the machine itself, disconnecting the one
side of the main circuit and connecting the stays
instead and in letting the other side fall below
the machine. Suecess was immediate. Although
this arrangement was successful from a _ wireless
standpoint, we were brought up standing on ac-
count of the aviator receiving severe shocks each
time the transmitter was operated if, by chance,
he came in contact with any metal parts of the
machine. A way was finally worked out, however,
to make all of the stays on the machine, the en-
gine, tanks, in fact all metal parts, act as part

Neight Altitude Frule

of the oscillating system. The aviator’s levers multiplies this constant by the number of inches
being connected thereto and uninsulated, and be- the pointer is away from the eye, it will give the
ing firmly grasped in ae ReMee: ae Cees altitude in feet. The accuracy of the measurement
were actually passing through his body eac time ‘ = 3 ; > Eye 1 havi

es = He ‘ely ym sighting properly and having
the transmitter was operated, but inasmuch as depends entirely upon sig Sep rol ‘

the other side of the oscillating system was care- the machine directly over head. ¢ MOE Rcd high al-
fully insulated, he experienced no ill effects. titudes, the slide is also used with the Sy ae a
. - : . « j » « . . j x ,« } . 7 j Vv 1 1 case
During our Hammondsport series of experiments half-inch apart, instead of i ineb; in ave om cand
we used three tiny steel cables, heavily galvanized, one multiplies by 80 in measuring a £
fastened to the top of the shed and fastened out- chine.

meRONAUTICS

January, 1911

ae wo UR ENG PROPELLER THRUST

DEVICE for measuring the thrust of a screw
propeller has been designed and patented
by A. Clement.

In this, the measuring instrument is
connected with the propeller shaft by means of a
rod arranged inside the driving shaft and the pro-
peller shaft. The shaft A of the propeller B is
hollow and rotates in ball-bearings constituted by
a grooved inner ring a and an outer ring e@ which
is plane so that the balls b do not resist move-
ment in a direction parallel with the shaft A,
The shaft A is connected to a hollow shaft D
driven from the driving shaft O by pinion F and
gear-wheel G, The connection between the shafts
A and D is by means of the two sleeves H, keyed
on the shaft A, and I keyed on the shaft D, which
sleeves are provided with a number of arms d

between which, in longitudinal grooves e, are in-
terposed balls f which transmit the motor
eouple, but are unable to retain the shaft in the

longitudinal direction. The rod J, extending
through the shafts D and A, rests at one end in
a ball-bearing secured to the shaft A and at the
other is attached to the liquid dynamometer K
communicating with a pressure gauge M.

In America, the simple method is to tie the
aeroplane to a tree or post with a “spring bal-
ance,’ introduced between the machine and the
post, reading direct in pounds.

AL

D

Ae
ea & 5
Gers + -/ ay
PS le eh be
[Si ko warns eawohd | ee, i f
ane Aden tae) ] ert ae
re ST LESS Sete Sys Eee Ez
rT
e
4 Lt

Ls
C

Physical Laboratory of the
propeller-testing device
“whirling table,’’ 60
feet diameter. This table can be run at any speed
corresponding to a speed of the propeller-testing
mechanism of 10 to 60 miles an hour. Power is
transmitted through wires along the rotating arm
to the propeller-testing motor.

The propeller mechanism, which is shown in the
second illustration, is designed so that the torque
on the propeller shaft, due to a given thrust, is
recorded on a drum. For this purpose the ball
bearings which carry the propeller shaft are sup-

In the
British
is mounted on the arm of a

National
Government, the

ported by a link motion which allows a_ small
horizontal movement of the shaft, the motion of
which is controlled by the spring Si. The pulley

P which drives the shaft jis mounted on the bracket
B, and transmits motion to the shaft through the
outer casing of the oil dashpot D P, and the
coiled spring S.. On the circumference of the
dashpot casing is mounted a small lever, at the
extremity of which is fixed a pencil which is in
eontact with the paper on the drum fixed to the
propeller’ shaft. The extremity of the propeller
shaft is fitted to the armature of a small genera-
tor G, so that the speed of rotation can be de-
duced from the indications of a voltmeter on the
observing table. In an actual test the tension of
the spring Si: is set to a given value, and the

speed of the whirling maintained constant. The
speed of rotation of the propeller shaft is then
gradually increased by the regulator at the ob-

serving table until the thrust of the propeller is
sufficient to balance the pull of the spring. When
this condition is reached, the propeller shaft moves
back on the link motion through a small distance,
which is recorded by an axial movement of the
pencil on the drum. On removing the paper from
the drum, the circumferential motion of the pencil
is measured, and the torque corresponding to the
given thrust deduced. For convenience in showing
when the desired thrust has been reached, the
lever of the link motion is provided with stops,
which, by making the necessary contacts, light a
red or green lamp mounted on the whirling table.

6b

SANE S.
MLL

/
M

ce

STA

gi

727} A
Ue) OE

# 6

a

ing the efficiency of various propellers for air-

ships and aeroplanes, it is gratifying to learn

that the Vickers Company have erected at their
works at Barrow-in-Furness (England), a special
apparatus for making practical tests of such pro-
pellers. The well-known attitude of the firm to-
Wards experimental research gives every reason
for expecting that the experiments will be _ in-
teresting in their scientific aspect, and profitable
from a national standpoint, since they will afford
data of importance in connection with the design
of such airships as the firm build for the British
Navy. It is further important to note that, with
characteristic solicitude for the advancement of
science generally, Messrs. Vickers will place the
apparatus at the disposal of investigators, so that
any type of propellers may be tested. 3riefly

[3 view of the absence of precise data regard-

Ab RON AC IES,

stated, the apparatus consists of a double canti.

lever, 166 ft. in length from end to end, the
longer arm of the cantilever being 110 ft. The
cantilever is mounted at the center on a _ ball-

bearing in a cast-iron column, and the propeller,

which is fitted at one end and driven from a
100 h. p. electric motor, revolves the cantilever

arm at any predetermined speed, ranging up to 70
miles an hour at the outer extremity. In the
center of the arm there is a recording station,
where all the results are carefully recorded, and
the efficiency of any given type of propeller ac-
curately deduced.

The cantilever is of steel construction, accur-
ately balanced and suspended in such a manner
that there is the minimum of friction or vibra-
tion. The point to which the suspension-rods con-
verge is a steel bracket, to which is fastened
a steel tube constructed of rolled-steel plates, butt-
jointed and riveted. At the head of this tube is a
ball bearing which supports the entire weight of
the moving portion of the structure, a guide for
the bottom end being supplied by four horizontal
rollers carried on cast-iron brackets bolted to the

January, 1911

is mechanically recorded in the observation station.
It has been found from experience that the thrust
can be accurately measured to within one per
cent of a total thrust of 500 pounds. The gear is
made reversible, so that the efliciency of the pro-
pellers can be tested for going astern.

Provision has also been made for attaching a
gondola to the platform ahead of the propeller,
so that the results obtained from the machine
may be relied upon as being exactly similar to
those which will prevail when the propeller is
placed on an airship astern of the gondola. By
this means the exact position in the ship is closely
imitated.—Engineering, London.

Safety in Aeroplanes
To, the Editor :——

So many aviators are meeting death or serious
injury by falls in aeroplanes that I venture to
suggest this possible remedy: Let the aviator
always sit on top of the biplane or monoplane, s9
in case of accident no part of the machine
will fall on top of him, but rather act as a cushion

lower end of the steel tube, and rolling on a that
turned belt on the column. ‘The cantilever arm
NationaL PuHysicar LABORATORY.
PROPELLER

DYNAMOMETER.
1910.

ELEVATION

ENO VIEW

is itself built up of steel angles, and at the center
there is a covered-in observation station which
contains the 100 h. p. motor as well as the record-
ing instruments. At the extreme end of the longer

chen, dll) aie from the center, there is a _ steel
platform carrying a bracket and bevel-gear for

driving the propeller, the power being transmitted
from the motor to this gear to a line of shafting.
The opposite end of the arm has a sheet-iron bal-
last tank at a radius of 56 ft, by means of which
it is possible to accurately balance the whole
structure.

All the conditions are exactly similar to those
of a ship running in a straight line through the
air, there being, we are informed, a method of
compensating for the circular motion of the pro-
peller, so that the proportion of the propeller
blade nearest the pivot or center column is pre-
vented from traveling less rapidly than the outer
portion. The propelling power is arranged so that
the revolutions of the propeller may be carried
from 500 to over 1,000 revolutions per minute,
and the speed of the propeller through the air
can be regulated by means of resistance screens
to conform to the conditions for which it may have
been designed, which speed may reach, if necessary,
70 miles per hour.

It will be recognized that as the propeller
traverses a circular course, the wind and other

causes of resistance counterbalance each other. <A
system of accurately measuring the thrust of the
propeller is ineluded in the design of the bracket
and gear, the propeller shaft being allowed to
move forward against a spring, a movement which

to help break his fall, and so that he will not be-_
come entangled in the wreckage and drowned
when the machine “lands” on the water. By
placing the engine and other weight a little lower
the effect of the aviator being on top of the
machine would be easily counteracted. Then I
would arrange a parachute somewhat like a folded
umbrella, only larger and with the hole in the
center required to keep the device from swaying,
with a pole extending up a few feet above the
aviator’s head, being attached to a brace under
his shoulders, and the bare framework consisting
of a hexagonal frame with braces, all extending
around the pole above his head; the fabrie to be
in eight V-shaped strips, say of silk, wrapped
around or rolled up inside the hexagonal sections
of the frame tubing, the whole being arranged to
open—or, rather, close up—instantly with springs
drawing the fabric from the rolls at the rim to
the hole in the center, where there would be a
very small rim, and the pressing of a button by
the aviator being sufficient to release every spring
at once instantly. This parachute would break
the fall, and except for the slight danger of be-
coming entangled in his aeroplane, it would gen-

erally save the aviator’s life, even though the
machine were smashed, which would occur any-
way. A parachute could also doubtless be made

dirigible, and the acronaut Nadal claimed that it
is possible to steer a parachute by pulling down
the cords on the side in the direction it is de-
sired to go.

Livermore, Cal. EvuMmr G. STILL.

10

AERONAUTICS

24-HOUR NON-STOP

HE recent 24-hour run of an English aero-
plane engine, under rigid rules, in com-
petition tor the Alexander prize, ought to
be a great inspiration to American engine
builders.

Not a single American aeroplane engine

concern has ever had a test made by any official
body in competition. The Automobile Club of
America, some time ago, announced a _ thousand

dollar prize and, we are informed now, that three

entries have been received, but whether or not
from aero engine makers we do not know.
A duplication of this 24-hour run in America

would be of the utmost value to aeroplane builders
and users as well as to the makers of engines,
whether Winners in the competition or not,
Aeronautics would like to see a series of compe-
titions of this kind; or, if not competitions, similar
tests of the various engines made in this country.

A most complete set of rules and conditions were
devised by the committee in charge of this test
and a synopsis was printed in American Aero-
nauties of February, 1910. The full text was pub-
lished in British ‘‘Aeronautics’’ of January, 1910.

AWARD ALEXANDER MOTOR COMPETI-
TION

The prize in the Alexander motor competition,
in England, as the tests were not complied with,
was not awarded, but Mr. P. Y. Alexander, the
donor, gave the Green engine concern $500, as a
prize for the engine’s good showing, and _ the
Aerial League is giving a silver medal. The rules
were drawn up by the English governmental body,

IN

“Advisory Committee for Aeronautics,’ in con-
junction with the Aerial League and Mr. Alex-
ander, whose financial aid in behalf of the art

has been extended in America as well as Iingland,
her colonies and other countries.

Six engines originally entered, but only
were delivered by the date named—October
—the Wolseley, Humber and Green. Two
engines failed to complete the 24-hours’ run, and
were not subjected to the further tests. The
third engine, the Green, maintained a mean power

three
18-19
of the

of 31.5 h.p. Further tests were made with this
engine. The tests of this engine, when tilted,
were made at 18 h.p., instead of at full load.

DESCRIPTION OF ENGINE

General.—This engine has four separately
mounted cast-steel cylinders, machined inside and
out, of 105mm, bore, with a stroke of 120 mm.
The water jacket consists of a thin copper helmet,
the joint with the cylinder at its lowest end being
by a rubber ring fitting into a groove in the cyl-
inder, so that the expansions of cylinder and hel-
met are indepenient. The cylinders are mounted
on an aluminum crank case, the holding-down
bolts being carried through to serve as supports
for the crank-shaft bearings.

Valves.—The valves are of the mushroom spring

closed type, in detachable cases. Each valve is
enclosed within a small dome, having an _ orifice
through which the valve is actuated by the end
of a short tappet pin.
The cam shaft is carried in
oil-tight horizontal casing,
and is rotated by an encased vertical spindle
situated in front of the engine. This spindle is
driven by a pair of worm-wheels from the crank-
shaft. The rocking levers are pivoted in exten-
sions of the cam-shaft case, their striking ends
being provided with adjusting screws, and the ends
operated by the cams with rollers.

Carburetor.—This has no float chamber, and
its action is independent of the inclination of the
engine. It is of the single jet type, and has
automatic air control.

Ignition. High tension magneto.
Cooling.—The engine is water cooled, circulation
by gear pump.

Lubrication.— Main oil channel is cast solid with
the crank case and, from this, oil is forced by a
small gear pump through leads at right angles
communicating directly with each of the hollow
columns through which the holding-down bolts pass,
and thence to the main bearings and crank shaft,
the latter being hollow. By this system, the use of
separate pins is dispensed with.

Bearings.—Crank shaft is provided with bearings
between each throw, and is slightly offset from the
center line of the cylinders. The ball-race is
designed to be used with either a propeller or a
tractor.

Weight of engine alone, 219 pounds.

bearings in a small

divided into halves,

11

January, 1911

AITO ENGINE RUN

RESULTS OF TRIALS
After an hour’s run, with ignition trouble, the
test was actually started, and continued making
approximately 31.5 b.h.p., at 1,213 r.p.m. The
only attention to the engine during this period
was the addition of 42 pints of oil, 17 hours after
the commencement of the trial, and an additional

99

hours after commencement.

21 pints
In other tests, the maximum h.p. which could
be maintained for 7 minutes was determined after
the completion of the 24-hour run, without any
The h.p.

overhauling, except grinding the valves.

obtained was 36.4 at 1,390 r.p.m,
To test the effect of the gyroscopic action of
the propeller, a couple of 50 foot-pounds in a

vertical plane Were applied to the motor shaft for
three minutes, while the engine was running, but
no effect on the speed and torque could be de-
tected.

To determine whether the engine would work
satisfactorily when tilted about an axis transverse
to the shaft, two runs of an hour each were made
on the engine when tilted at an angle of 15 degrees,

first one end, and then the other end, being up-
permost. The competitors did not wish to run
their engines at full load during this test, and

maintained the b.h.p. at approximately 18 through-~-

out both trials. The engine ran steadily in both
eases, but it was noticed that the exhaust was
decidedly smoky, apparently indicating over-lubri-
cation.

The general steadiness and freedom from vibra-
tion of the engine when running, were so marked
that it was not considered necessary to test it
when running and placed on elastic supports.

On the completion of the trials, the engine was
dismantled, and the working parts’ thoroughly
examined. Very little wear could be detected
in the crank shaft and connecting-rod bearings,
and the state of the cylinders and valves appeared
to be quite satisfactory. The ball races of the
thrust bearing at the propeller end of the crank
shaft were, however, considerably worn. In the
crank-shaft bearings one of the aluminum caps was
eracked right through for about one-third of its
length. It was not certain that this crack had
originated during the National Physical Labora-
tory tests, as there was some evidence that it
existed before these trials began, but it ap-
peared probable that the crack had become larger
during the tests. In the case of one of the con-
necting rods, it was found that the sleeve inside
the small end of the rod had rotated, so that the
oil-way to the pin Was blocked up and, further,
the gudgeon pin had moved sideways and was
rubbing against the sides of the cylinder.

The Green engine made a gross run of 24 hours,
stopping once for 10 minutes, making net run of
23 hours 50 minutes. Weight of engine alone, 219
pounds. Moment of inertia of flywheel in foot-
pound units, 0.26. Mean speed, 1,212 r.p.m.
Mean b.hl.p., 31.5. Water carried, 38 pounds.
Water evaporated, 3 pounds. Gasoline per b.h.p.
per hour, 0.503 pounds. Oil per b.h.p. per hour
0.282 pounds. Gross weight engine with oil, fuel,
cooling water and containing

vessels for a 6-hour
run, 431.6 pounds. Weight of engine alone per
mean b.h.p., 6.96 pounds.

Gross Weight per b.h.p.
for 6-hour run, 13.71 pounds.

The highest b.h.p.
reading. was’ Si.l) inp! “at. 15470) r2pomit In the
test of the engine with moment of 50 foot-pounds
applied to crank shaft in a vertical place to rep-
resent gyroscopic action of the propeller in steer-
ing, lasting 3 minutes, no apparent effect on speed
or torque was recorded.

No starting devices were supplied to any of the
engines, so that for the purpose of starting the
dynamo was connected to the Laboratory mains
and used as a motor. No difficulty was experienced
in starting.

The Wolseley engines made net runs of 3 hours
minutes, and 15 hours 23 minutes, respectively,
maintaining mean speeds of 1,445 and 1,420, de-
livering mean b.h.p 36.2 and 34.8. Total weight
of power plant, 453.2 and 457.2 pounds. Neither
Wolseley nor Humber took part in the special tests.

9

The Humber made a net run of 11% hours,
maintained mean speed of 1,230 r.p.m., delivering
mean b.h.p. 37.8, total weight power plant, 472.9
pounds. This engine is a 4 cylinder, water cooled,
cast-iron cylinders, 110 mm. by 120 mm. The
Wolseley has 4 cast-iron cylinders 95 mm. by
140 mm., water cooled.

AERONAUTICS

cAERONAUTICS

January, 1911

AIN D> > WAGE

By Lieut.-Col. W. A. Glassford.

SIGNAT, CORPS, U.

(Continued from the December number)

It may be observed that the spherical bal-
loon still remains, in spite of all recent prog-
ress in aeronautics, the most appropriate ma-
chine for reaching high altitudes in the atmos-
phere, and furthermore, there are as yet no
indications of any developments in this line
which will enable us to replace the spherical
balloon for this purpose. The spherical bal-
loon, so far as we are able to judge at present,
will keep its place undisturbed in aerial navi-
gation. It is already capable of rising to
heights far beyond that in which man can
live, even with the aid of oxygen carried along
in a sack for the purpose of supplementing
respiration.

Although the spherical balloon is capable of
reaching great altitudes, its movements can
be eoverned only in a vertical direction. It
was early sought to remedy this limitation in
the control of the movements of the balloon.
In order to accomplish this, balloons were pro-
vided with sails and with screw propellers,
even with oars. The shape of the gas bag
was changed from a spherical one to the elon-
gated variety which we now see used in the
dirigible balloon. Mechanical motive power
of a kind available for this purpose, however,
was absolutely wanting in that epoch. It was
only possible to turn ‘the propellers by hand;
and, as this did not furnish sufficient power,
one ingenious inventor proposed to bring down
electricity from the upper stratum of the at-
mosphere by means of a wire attached to a
smaller balloon, and through this electricity
he proposed to derive in some way the power
necessary to turn his propellers. Many were
result. The invention of the steam engine
did not bring the solution of the question,
principally on account of the great weight of
the boiler. Nevertheless with improvements
in this mechanism and with a special construc-
tion for the purpose, we find Giffard in 1852
attempting to direct an elongated balloon by
means of a propeller worked by a 3 h. p.
steam engine, using coke as a fuel. On the
advent of the gas engine, we find attempts
to use it as a motive power, deriving the gas
used as a fuel from the balloon itself. But
the earlier forms of the explosion engine were
developed on the principle of having capacious
cylinders with pistons connected directly to the
driving shaft. Such a system requires great
weight for a given horse power and the ex-
periment did not prove a success. The devel-
opment of the dynamo immediately suggested
its use as a motive power in the direction of
balloons. But in this new engine as in the
preceding, we find the apparatus encumbered
with too much weight, as it was necessary to
carry with it a very heavy storage battery.
In spite of this, some encouraging work was
accomplished by its use; balloons were directed

12

S. ARMY.

by this means to a limited extent in calm
weather in short voyages.

We now come to the most recent accom-
plishments in the endeavor to solve the great
question of control over the horizontal move-
ments of balloons. Recent advances in this
direction are due to the development of the
light explosion motor used in the automobile.
This more modern explosion engine differs
from the gas engine, its predecessor, in the
very important particular so necessary for
balloon work; that is, in its being many times
lighter for a given horse power than _ its
predecessors. This engine is constructed with
small cylinders and works at great speed,
which speed is geared down before the power
is transmitted to the driving shaft. Its mode
of action would be more or less aptly illus-
trated by conceiving the motive power to start
at the spindle of a spinning wheel and work-
ing in the opposite direction, transmitting the
power to the big wheel. Working in this way
but little power is required for each turn of
the spindle, but the sum total of the power
in this case depends on the speed with which
the spindle is turned. The speed is attained
by small explosions rapidly succeeding each
other. An engine working on this principle is
very much lighter for a given horse power
than any yet produced, and recent advances
in the development of aeronautics have been
directly due to this gain in power for a given
weight of mechanism. Further advances in
the development of the motor will certainly
produce corresponding advances in the evolu-
tion of aeronautics.

One of the most important features of the
dirigible balloon is its shape. It is constructed
in an elongated form, pointed at the ends in
order to diminish head resistance to the wind.
Such a shape is obtained at the expense of
buoyancy and of course has its limits. The
elongation of the envelope is also limited by
the difficulty of giving to such a shape proper
rigidity. Dirigible balloons as they exist to-
day may be divided into three types: the flex-
ible, the semi-rigid and the rigid. The first is
represented by the American “Baldwin,” the
semi-rigid by the French “La Patrie,’ and the
rigid by the German, Zeppelin. The stiffening
of the envelope in the “La Patrie”’ type of
balloon is obtained by means of a horizontal
framework covered with canvas and suspended
immediately under the balloon. In the Zep-
pelin type we have a cylindrical framework,
pointed at the ends and divided into com-
partments throughout its entire length and
covered with canvas. Within the compartments
of this framework are housed a number of
spherical balloons. Balloons of the Baldwin
tvpe must necessarily be small; those of the
French semi-rigid type can be made much
larger, and those of the Zeppelin type can

AERONAUTICS

assume very large dimensions, and are capa-
ble of developing great carrying capacity.
Each of these types has its own particular
advantages. The small non-rigid type can be
transported and housed with facility, and can
make landings with greater ease than the lar-
ger types, but cannot, so far, make long
voyages. This type and the semi-rigid have
the disadvantage of being composed of a single
gas bag, which, if injured, incapacitates the
balloon immediately. In the Zeppelin type
we have aS many as I7 separate balloons and
an injury to one or two of these does not
necessarily incapacitate the airship, but such a
combination requires a length of more than 400
feet, and this great length makes landings
much more difficult than in the case of the
single gas bag variety. Moreover, the Zep-
pelin type cannot well be dismantled and
packed. All these air craft are more or less
troublesome to anchor on the ground, even in
a moderate wind, and the longer they are the
more the difficulty.

As to the speed attained by the dirigible
balloons, through their own efforts, this has
not yet been determined with precision. It
will be noted that during a calm on _ the
ground there is always air in motion at very
little distance above it, so that what with
being assisted or impeded, it is somewhat diff-
cult to distinguish the speed of the balloon
itself, or what this speed would be were the
air entirely at rest. However, records made
by dirigible balloons in traveling from place
to place, either assisted or otherwise by the
wind, are available in sufficient number in
order to determine this question for practical
purposes. The highest speeds actually attained
range between 18 and 32 miles per hour. Much
has been said in regard to the possible speed
that may be attained in the future by this
kind of air craft, but it should be noted that
an increase of speed brings with it a grow-
ing increase of head resistance which will
soon arrive at a point where considerable
strengthening of the envelope would be re-
quired, and the additional weight of this would
soon lead to a limit.

At the present speed of dirigible balloons
such craft can generally be used only in some
directions, as winds of 18 to 32 miles an hour
are very frequent, especially high above the
surface of the ground. There are also many
days of the year on which balloons of this
class would only be partially available.

Let us now consider for a moment the aero-
plane or heavier than air flying machine. A
characteristic of this mechanism, which it 1s
very necessary to bear in mind, is the speed
with which it is required to travel, in order
to fly. It should be remarked that speed 1s
not an essential element in the operation of
balloons, whatever may be their form, while
in the aeroplane, as at present developed, speed
is an absolute necessity. In seeking for 1m-
provement in the dirigible balloon we endea-
vor to obtain greater speed, while improve-
ment in the aeroplane may signify less speed.
The success of the heavier than air flying
machine, as in the case of the dirigible bal-

13

January, 1911

loon, is due to the light explosion motor such
as is used in the automobile.

The winged portion of this machine has
been slowly evolved from the experiments of
a number of men. Passing over legenas,
stories and suggestions, and also the experi-
ments of Wenham in 1867 (which latter con-
tained valuable information), we arrive at the
work of Lilienthal, in 1889, who considered
the subject of artificial flight in a thoroughly
scientific manner, and who communicated data
concerning his experiments, which have been
of the greatest importance in the evolution

of the aeroplane. Lilienthal practised
gliding; starting from heights of about
joo ft. he was able to sail over a dis-

tance of 600 to 1,000 ft., and he became quite
an expert in giving direction to his flights.
He made innumerable experiments of this kind
and was about to apply a light motor of his
own construction to his aeroplane when the
fatal accident, Aug. 9, 1896, put a stop to fur-
ther experiment. While these experiments
were going on, Professor Langley was like-
wise accumulating fundamental data which
have also had their effect in the subsequent
development of the heavier than air flying
machine. At the same time Maxim in Eng-
land built a flying machine at the cost of
$100,000 which was provided with a steam

engine of extraordinary lightness for the
power developed, which flying machine 0

trial, rose from the ground with considerable
force, but it lacked stability. This experiment
was, nevertheless, of great utility, as it dem-
onstrated the fact that even a steam motor
could be made of sufficient power for the
limited weight required in this kind of craft.

A short time previous to the death of Lilien-
thal, in 1896, Chanute began to make expert-
ments in gliding with aeroplanes, of which he
constructed six of five different types with
which several thousand glides were made. In
these experiments it was sought to so col -
struct the planes that they might automaticaly
have a perfect balance in the air, and also 10
directing them it was sought to produce the
turning movement by means of a rear rudder
instead of shifting of the weight of the man.
Also the effect of superposing planes was es-
pecially studied. The result of these experl-
ments was finally communicated to the public
and the data concerning them were of much
use to the subsequent experiments of the
Wrights, who continued them along the same
lines, but with improvements by flexing and
increasing the size of the wings to about
double those that had been previously used.
In the meantime the light explosion motor was
developing into a suitable engine for use 1m
such an air craft; and after much practice in
gliding, in which the Wrights became very
skilful, they fitted a motor of this class on
one of their machines and succeeded in flying
with it, Dec. 17, 1903. The speed of the aero-
planes is now from 38 to 55 miles per hour,
and approximately this speed must be main-
tained at all times while the machine is flying.

The question of directing balloons and of
navigating aeroplanes as at present practiced

AERONAUTICS

is one which depends upon the development
of mechanical energy in great proportion to
the weight of the material used in the mechan-
ism to such a degree as we have no example
of in history. But the development of energy
in proportion to the weight of the engine em-
ployed has not yet progressed to a point which
may be compared to that displayed by the
bird. Of course, an engine of sufficient power
is not all that will be needed. Many im-
provements in detail will no doubt be neces-
sary before the power, once it is attained, may
be applied for the purpose. But such is the
scientific interest that has been awakened in
the problem of aerial navigation that future
progress in the development of the power and
of better designs will be almost simultaneous.

The success of the heavier than air flying
machine, and the greatly increased speed of the
dirigible balloon, have awakened in the public
mind widespread speculation as to the uses
that may be made of these craft in war. The
comparatively sudden attainment of what had
been looked upon in all ages as impossible
has produced exaggeration in the estimation
of the importance of those developments as a
source of military power. To begin with, it
might as well be stated that as an offensive
weapon of war, all air craft as they exist to-
day may be eliminated from consideration.
The most that has ever been claimed for them
in this respect, by those competent in mili-
tary affairs, has been the possibility of their
scattering firebrands. As a means of recon-
naissance and in sieges, air craft of all de-
scriptions will, under some circumstances, be
of use, but even for these purposes their
power and usefulness has generally been very
much exaggerated. The most conspicuous ex-
ample in war in which balloons have been of
service was in the siege of Paris. During this
siege, which lasted about five months, many
balloons were sent out bearing dispatches, pri-
vate correspondence, newspapers, etc., and also
carrier pigeons, which birds afterwards came
back bearing news from the outside. By means
of the balloons and carrier pigeons a postal
connection with the outside world was regu-
larly maintained throughout the entire dura-
tion of the siege. The principal benefit de-
rived from these communications, however,
was the encouragement which they gave to the
population, which under the then existing po-
litical situation was of prime importance. The
great revival of interest in aeronautics which
has taken place since then has been largely due
to the achievements of the balloons in that
siege.

For the purpose of reconnaissance the bal-
loon has always been more or less useful and
will now become much more so, as the means
for directing its horizontal movements are im-
proved, and the same reasoning may be applied
to the aeroplane. But the value of air craft
for reconnaissance in war will depend upon the
value of reconnaissance itself in any particular
case. The general movements of forces in
war, for the most part, are determined by
fixed conditions which are quite well under-
stood beforehand by the strategist of either
side. It is only. the movements of forces of
minor importance that might escape observation

14

January, 1911

of an opposing commander. Of course, these
movements of minor importance in appearance
might be indications of a movement in mass,
but they could not proceed very far, in any
event, without becoming known. Where a
military situation presents an alternative the
probabilities of a general movement in a par-
ticular direction will generally be indicated
by considerations of a general character, which
considerations would not be determined by
information derived from a reconnaissance.

Air craft, then, may be of use in war as a
means of reconnaissance and in sieges, but
even were their uses confined solely to these
and the encouragement which they might give
to the population this alone would be of suffi-
cient reason for their adoption by the army.

A discourse on the general subject of aero-
nautics would be incomplete without some
consideration of the manner in which the
general public views this question. We are
now passing through an epoch of enthusiasm
somewhat similar to that which followed the
first balloon ascension in Paris in 1783. Specu-
lation as to the growing capabilities in the near
future of air craft seems to be running riot.
Already we have them pictured as compet-
ing with the common carriers of the land and
of the sea. This exaggerated enthusiasm is
being made use of in Europe in order to stimu-
late a war spirit, thereby facilitating appro-
priations for military purposes. In our own
country, however, exaggeration as to the fu-
ture capabilities of the flying machine has pro-
ceeded to such an extent as to picture the
possibility, through their great powers of de-
struction, of their doing away with war alto-
gether, and instead of facilitating appropria-
tions for defense it impedes them.

Present enthusiasm is certain to lead to reac-
tion and loss of interest when the capabilities
of the recent improvements in aeronautics be-
come better understood. In dealing with a
subject so complex and difficult as aeronautics,
continued effort is necessary, and the men who
may be detailed in the army to utilize air
craft in war should have had a long previous
training in this branch. How this can be ob-
tained under our present organization is not
very clear. What is really needed is an inde-
pendent establishment, or school for aeronau-
tics, in which officers may be trained not only
in the manipulation of the air craft itself but
also in the all important art of reading the
landscape from an elevated position. Such an
establishment should be organized with the
object not only for the purpose of utilizing
the present capabilities of air craft in war but
also with a view towards extending them.

Natural Gas Ballooning.

Despite the assurance of ‘experts’ that natural

gas is unsuitable for balloons, H. E. Honeywell
proved that it was very proper stuff indeed. An
aero club was formed at Topeka, Kan., which

bought a Honeywell balloon. EH. S. Cole is presi-
dent. A 40,000 cu. ft. balloon easily carries three
people, and the expenses of shipping back, gas and
everything does not run over $30, as the gas costs
but 10 cents a thousand feet. The very first trip
made was one of more than a hundred miles. If
natural gas of such quality, even after being piped
for two hundred miles, and containing more or less
air, could be had in the East a balloon ascent might
be made once in a while by some of the least
inactive members of the indoor aero club.

AERONAUTICS
WRIGHTS:

January, 1911

IMPROVED ANEMOMETER

(Patents not applied for.)

By John W. Mitchell.

HIS is the story of a rag but there is no
iy bone and hank of hair connected with
it, but it is regarded as interesting, none
the less, as throwing a side light on the
Wrights and their way of doing business.
Everyone who has closely examined the aero-
plane that was at College Park probably noticed
a rag that hung from the front rudder. It was
hardly more than a strip of tape, a fraction cf
an inch wide, and might have been torn off
the edge of a good-sized handkerchief. One
of the visitors who was looking at the machine
asked what the rag was for, and the correspon-
dent who was asked replied: ‘‘Don’t know.
But knowing Wilbur as well as I do, I guess
it has some reason.’’

That is perfectly true, and the rag plays
quite an important part in managing the ma-
chine. It is nothing more nor less than an
indicator as to whether the machine is going
up or down, or whether she is keeping an
even keel sidewise. Almost any one would
think that with a thirty-thousand-dollar ma-
chine there would be some reasonably ex-
pensive delicate instrument for keeping track
of the balance. But there is not, and as the
rag serve the purpose well enough they let
it stay.

Wilbur has been asked several times
whether some apparatus in the way of a
pendulum or a spirit level or something of the
sort would not be useful on the machine, or
whether something of that sort had not been
tried. He replied indifferently “not so far as
he knew,” and at the same time the rag was
hanging on the front rudder and was being
used every day. That is about as far as Wil-
bur goes in disbursing information.

ORVILLE’S EXPLANATION.

When Orville was over at Fort Myer the
same inquiry was made of him, and he re-
plied at greater length, but not more enlight-

For Coating Planes.

A preparation suitable for use on cotton fabric
covering of planes may be made of fish glue, to
which is added enough water while warming to
form a thick soup. Then add enough alum solu-
tion to keep the glue from rotting. This preserv-
ative when applied to the cloth after it has been
stretched on the plane will make it tight afd
give it a semi-glossy finish. If by reason of mois-
ture, or rain, the cloth becomes sagged, another
application can be made, bringing it back to orig-
inal form. This solution is generally applied once
a month when machines are having constant serv-
ice.—Aeromotion Co., St. Lowis.

Horsepower Rating

The formula used by the automobile department
of New York State in licensing cars, known
as the A. L. A. M. rating, being that adopted by
the Association of Licensed Automobile Manufac-
turers, is as follows: The bore squared, times the
number of cylinders, divided by 2%.

Another rating, which considers the stroke, is
diameter squared, times number, times stroke, di-
vided by 12. For 2-cycle engines the result should
be multiplied by 15-8 or 13-4. The A. L. A. M.
table follows:

eningly, saying that a pendulum was more
misleading than it was reliable, because after
‘ had started swinging it kept on swinging
and did not indicate the true direction of the
aeroplane at all.

The rag, however, answers the purpose. If
it points up the operator knows that the ma-
chine is going down, and if it points down-
ward he knows that he is going up. If it
flutters out straight behind the operator knows
that all is going well and that she is keeping
an even keel, but if it points to the side he
knows that he is skidding, and the machine
must be brought back to balance by the use of
the wing tips. In fact, the soaked and grimy
piece of rag is as effective a tell-tale as the
most expensive instrument that could be de-
signed.

There may be other features about the
Wright machine quite as simple and effective
as the rag on the rudder, but if there are they
will never get out to the public through the
Wrights’ loquacity. But it shows how the
Wright mind works and how the remarkable
brothers take the shortest and simplest cut to
whatever they are after.

ORVILLE’S QUICK CALCULATION.

The rag indicator is something in the same
line as the story they tell about Orville and
the expansion of the brass ring. There was
a manufacturing concern in Dayton that
wanted to know how much a brass ring they
were making for some steam pipes would ex-
pand under the heat of the steam. They had
a high-grade mathematician figuring on the
problem for two days, and after he had ob-
tained the answer Orville made the calculation
in five minutes, using merely the circumfer-
ence of the pipe and the coefficient of expan-
sion of brass, both of which were perfectly
well known. He told the story himself to ex-
plain how there was a short way and an in-
volved way of making nearly all calculations

Bore Horsepower
In. 2-Cyl. 4-Cyl. 6-Cyl.
21% 5.0 10.0 1 5AO
5% 5.5 11.0 16.5
4 6.0 AOE Tou
1% 6.6 13.2 19.8
3— a2 14.4 21.6
yy 7.8 15.6 23.4
yy 8.4 16.9 ZDeo
36 9.1 18.2 ES
38% 9.8 19.6 29.4
5% 10.5 21.0 31.5
34 D2 22.5 Dios!
% 12.0 24.0 36.0
4 12.8 25.6 38.4
1g 3.6 Dies 40.8
iy, 14.4 28.9 3.3
36 bes 30.6 45.9
4% 16.2 32.4 48.6
56 Le Teal: 34.2 51.4
34 18.0 36.1 54.2
% 19.0 38.0 57.0
— 20.0 40.0 60.0
Wy 21.0 2.0 63.0
uy 22.0 44.1 66.1
3 23.1 46.2 69.3
5% 24.2 48.4 72.6
58 25.3 50.6 75.9
™ 26.4 52.9 wns
% 27.6 bbe 82.8
6— 28.8 57.6 86.4

AERONAUTICS January, 19114 ;

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AERONAUTICS

January, 1911

WINTER BALLOONING NEW SPOR@

By A. Passenger

BALLOON

trip made from St. Louis on
November 22, in the ‘‘Centennial,’’ a bal-
loon of 78,000 cubie feet capacity, stands

: as a record flight for number of passengers
carried from this point with the use of a coal-
water gas.

The six passengers who enjoyed this trip, laughed
at the crowd of anxious spectators who tried to
persuade them to forego their trip, owing to a
break in the bottom of the basket, and rose at
LiLo 5a. me, from the Aero! Club) of St. Houis
grounds, Chouteau and Newstead avenues.

Those in the party, besides Captain H. Eugene

Honeywell, pilot and manager of the French-
American Balloon Company, of St. Louis, were:
J. Cowan Hulbert, sales manager of the Aero-
motion Company of America, with offices in St.

Louis; Mare Seguin, secretary and treasurer of the
same company; O. L, Mote, of the Mineola Aero
Supply Company; Max Dingfelder, of Detroit, and
John Schwister, of Minneapolis. The total weight
of the six passengers was 945 pounds, and the start
was made with but 8% bags of ballast.

The balloon rose from the Club Grounds at 11:15

a.m., under ideal conditions, and drifted n.w.,
striking an equilibrum at 1,300 feet. At 11:35 it
had reached an altitude of 1,500 feet, drifting in
approximately the same direction. At noon 1,900
feet had been reached, and we had sighted the
Missouri River. At 12:20 we crossed the Missouri

River about two miles west of the Burlington R.R.

bridge at an altitude of 1,900 feet. At 12:45 the
course had changed to due north and we crossed
the Mississippi River at a point about eight miles
north of Alton, Ill. Altitude 1,980 feet.

The weather was clear, as we had passed away
from the smoke clouds of St. Louis, and a very
enjoyable trip was made over the farm-lands of
Illinois. This being the first balloon trip of sev-
eral of the party, much amusement was afforded

them, by the fright shown by horses, cows, chickens

and even tWe pigs, as they rushed under cover,
endeavoring to get away from the moving shadow

east upon the ground by the huge balloon, Some
short time later, the balloon was allowed to come
near the earth so communication could be had

18

with the occasional farmers, and this afforded the
interested ‘‘Novice’’ the sport of endeavoring to
ascertain their location. ‘‘Hello, there,’’ would be
called by the “Novice,” and when the farmer's
attention would be attracted, the ‘‘Novice’’ would
ask, “‘Where are we?’ The answer would come
back, ‘“‘Where are you going?” or ‘‘Where are you
from,’ or some such other question, and rarely
would they be able to get any information as to

,

our whereabouts. However, one farmer, when
asked, “Where are we?” replied, ‘‘Up in the aim
you d—— f——.”’

This section of the country had rarely been

covered by a balloon and our landing point, Rood-
house, Ill., was honored by its first sight of a
balloon landing.
The landing was
in itself, afforded
“Novice,’”’ who had

The landing point

made at 2:30 p. m., and this;
interesting experiences to the
enjoyed the trip so much,

was selected and, as the
valve cord was pulled, the balloon descended at
great speed and headed for a patch of trees
which was just on this side of our selected landing
place. Immediately the drag rope was dropped,
stringing itself on the tops of the trees for about
200 feet. This reduction in weight carried by the
balloon checked its descent and we drifted along
in a 15-mile wind, approaching our landing point
at a slight descent, which gradually increased to
a considerable speed. The descent was checked
by throwing over one bag of ballast, and im-
mediately after the basket had struck the ground,
the balloon rose to a height of about 150 feet.
The drag rope had been made fast by some farmers
Who had come to our assistance, and shortly there-
after, by use of the valve, the balloon settled to
the ground and was deflated, the rip cord not being
used.

The farmers and “town folks’? were muen in-
terested and assisted us in packing the equipment,
and the party of six was taken to the railroad
station by the “‘town automobile agent,” where
we were honored by “hard drinks” in a “soft-drink

town,’ and the party departed for St. Louis,
reaching their destination jn ample time to tell
of their experiences and give thanks for their
safe and enjoyable trip.

Balloon Up in Snowstorm

a
trip,

N snowstorm which had twice delayed the
Leroy M. Taylor piloted Miles M. Morris,
S. F. Beckwith and Aeronaut Leo Stevens in
the balloon ‘“‘Cleveland,’’ in an endeavor to
reach New York, the wind being favoring, but the
balloon landed at Amenia, N. Y. The distance of
the voyage was about forty-five miles from Pitts-
field, the starting point.

A new winter sport was inaugurated with this
trip, for it is the intention of Mr. Taylor and New
York men to make winter ballooning popular and
to have semi-monthly ascents. It was Mr. Taylor's
ninth flight.

While many were sitting close to the fireside in
their homes, waiting for the storm to cease, the
Taylor party was sailing through the upper air
in the big balloon, of a capacity of 80,000 cu. ft.,
looking like a great aerial snowball. It was snow
and ice from the basket to the valve, and with the
ice hanging from the suspension ropes made a sight
not to be forgotten.

Mr. Taylor is always ready to tell of the joys of
ballooning. ‘‘No day is too cold for the man who
has the spirit,’’ he says, “to appreciate the grand
seenery, the magnificent colors, the illumination of
the sky, silvery threads of rivers far below. Houses
look like dog kennels, people like ants, the barking

of a dog can be heard from an altitude of two
miles and the toot-toot of a locomotive from a
still greater altitude.”

The startling incident of the trip in the great

“Cleveland” as it was sailing along in the falling
snow squall was a collision with a flock of wild
geese. The geese, caught in the blinding snow
storm and the winds over the ‘Raggy Mountains,”
bumped against the gas bag, and for a moment
the aeronauts were just a little excited, as the im-

pact with the ice-covered bag made a_ sharp
erackle as though something had snapped.

The party drifted south, along the New York
and Connecticut boundary line and for a while

HE RONAUOTICS January, 1911
eagiiggy

SPACE 586, BASEMENT

Madison Sq. Garden Show

Part I. January 7th-14th Part Il. January 16th- 21st

OF INTEREST TO AVIATORS, DESIGNERS AND CONSTRUCTORS

Our Exhibit of

résS

Annular Ball Bearings

(MADE IN GERMANY)

THE DEPENDABLE KIND
Especially as shown on a 7-cylinder Revolving Gnome Motor

the holder of all the world’s aviation records—28 F.& S. Ball bearings are used
in the Gnome Motor, including the crank shaft and connecting rods—which

will be shown separately.

Th As used on the 8-cylinder Hendee
e oe

Motor in the new Curtiss Biplane,

Master the self-starting magneto, with

Medea Magneto! the Master Interrupter, and the

double, two-in-one racing magneto

which sparks two plugs simultaneously in one cylinder.

The English Bowden Patent Wire Mechan-
ism for all Controls; used on all
Bleriot Monoplanes

J. S. BRETZ COMPANY Sole Importers

MOTOR HALL 200 West 54th St. NEW YORK
POLE LAGI LEASE PELE REEL LA

In answering advertisements please mention this magazine,

AERONAUTICS

soft
the
into

clouds of velvety
got over Duchess County
winds caught the “Cleveland” and steered it
all sorts of crazy currents. Mr. Taylor tried sev-
eral times to bring the baloon close to earth but on
each occasion found the outlines of a mountain,

warning him to ascend again.

gently in the great

but as they

sailed
snow,

January, 1911

has founded ‘‘The Fliers’
the mountains of Switzerland,
on two occasions in 1890 successfully reaching the
highest point of Mt. Blane. His name is in the
Gold Book of Switzerland, which adds to his
honor. Mr. Taylor was born in Washington, D..C.,

Taylor, who

has climbed

Leroy
Club,”

The Start of the Taylor Trip

Night was rapidly approaching and the range of

mountains made it difficult for one to land. Time
and time again he tried for a landing but the
snow was so dense that it was a difficult prop-

osition and to make a landing in a snow squall of

this kind required good judgment. The party
finally landed safely on the outskirts of Amenia
and at 9 o’clock arrived in the town none the
worse for their great voyage.

Sky Scrapings

Harry S. Harkness is leaving in a few days for
Los Angeles with his Emerson-engined ‘‘Antoinette”’
and two new Antoinettes coming from Europe, for
which he has ordered six Paragon propellers.

Clifford B, Harmon has announced his intention
of flying across the Isthmus of Panama in March.
He has sold his Farman biplane to the “Inter-
national Aviation Co.,’’ of Chicago.

J. C. McCoy has resigned as first vice-president
of the A. C. A.

Frank Adams, of the Elbridge Engine Company,
Rochester, N. Y., is building a Curtiss-type ma-
chine, with a Farman style chassis.

Samuel F. Perkins, 110 Tremont street, Boston,
Mass., was left shy of funds when the St. Louis
show petered out. He arranged to make a num-
ber of demonstrations with his man-carrying kites
and besides going up himself more than a hundred
feet on a seat slung from the kite rope, he
sent up prominent men in St. Louis. From there

he went to Kansas City to give further exhibitions.
Here the highest kites collapsed and he was
let suddenly down, but escaped without injury.

Albert G. Beavers, of the Standard Motor Car
Co., Seranton, Pa., has completed a nice-looking
machine of the headless biplane type, with Curtiss

style ailerons and running gear. The planes are

9

=

0

in 1866. His first balloon voyage was in the “All
America,’’ in company with Pilot Stevens, J. D.
Larkin, Jr., of Buffalo; G. H. White, Kokomo; J.

H. Wade, Jr., of Cleveland; A. H. Morgan, of Cleve-
land; and Mr. Moulton, of Nashville. He became
so enthused after his first trip that he continued
ballooning. The following year he went abroad and
made two ascents in Germany.

6 feet 6 inches deep and spread 36 feet with 8
inch deep ailerons hinged on the rear beam. Cloth
is on both sides. Ribs laminated spruce and
oak and the struts are of oak almost rectangular
in cross section, With the edges slightly rounded
off. The planes are 6 feet apart. The ribs fasten
flush with the front beam, but go on top of the
rear. Sections of main lateral beams are joined
by planes top and bottom, screwed. Curve, 1 in
12;- angles, 2% or 3 inches. <A double plane ele-
vator is in the rear, flat, controlled by wires. to
steering lever. Two vertical rudders,
to lever. The ailerons are worked

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at 1,200. The

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A Significant Fact

The successful debut at Mineola of Miss E. L. Todd’s Aeroplane which flew

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of these engines, the first attempt has resulted in a successful flight.

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4ERONAUTICS January, 1910

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AERONAUGUTES: January, 1911

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Burgess Propellers

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AERONAUTICS

January, 1911

BEIGHT PROGRESS ABOUT THE COUNTRY

COLLEGE PARK FLYING GROUNDS
By Antony Jannus

OLLEGE Park has been associated in the

minds of many with the Wright machines

purchased by the government. It has been

just a year last November when -Wilbur
Wright was instructing Lieutenants Humphreys
‘and Lahm, since there has been any real flying
where. College Park is the most promising aviation
field mear Washington and now boasts two
jhangars, a small grand stand and no fences. One
jean easily make a circle of two miles with fairly
‘good alighting grounds always beneath. The
‘recent completion of Rexford M. Smith’s biplane
thas brought many Washingtonians to the field to
witness the trials.

Mr. Smith is a successful patent attorney of
Washington and one who has always been iden-
tified with bicycles, boats and automobiles and it
would have been a great disappointment to his

Le

EAN AEE Lee

friends had he been slighted by the aeroplane
“ob Ka His active interest Im aeroplanes, like
that of most of the local ‘aero-scientists,’’ dates
from Orville Wright’s first appearance at Fort
Myer, two years ago. The Rex Smith biplane,
now at College Park is number two, number one
never having an engine or a trial. Number one
would probably have been a success but just
about the time he should have had received his
motor, his deposit was returned owing to the firm’s
inability to make delivery. Thus Mr. Smith turned
‘to the nearby town of Alexandria, Va., and or-
dered an Emerson engine, six months ahead of
time, and designed his machine accordingly. Num-
ber two is a record breaker for a second machine,
a you shall see

; FIRST FLIGHTS OF SMITH MACHINE

On Monday, Nov. 14th, the machine was taken
out for its first trials). The wind was only about
Six miles, but enough to discencert three rank be-
ginners at flying. Mr. Smith, as designer and
sowner, took the first try at “grass cutting,’’ the
Ngine being throttled to less than half speed.
Iven at that the machine had a decided tendency
0 rise, and Mr. Smith cautioned Fred Fox, as-
istant designer and constructor; not to put the
achine into the air. Mr. Fox had a successful
un and after Mr. Smith and Mr. Jannus finished
their ‘“‘Spost mortem” of the second “grass cut,’
Jannus, engineer, tried his hand with equal
uecess. Mr. Smith again took the helm and used
he rudder successfully, running in circles or
traight, as he desired. He also discovered that

a

The Rexford Smith Machine

21

in crder not to rise, depressing the tail (this
causing the backs of the skids to drag) was all
that was necessary, as the forward speed was
therefore greatly retarded. Mr. Fox evidently
argued the converse of this theorem and by
seeping the skids parallel to the ground for about
°)0 vards, made two tottering flights with the
machine traveling about 20 miles an hour into a
six-mile breeze. After that 18 short straight
flights were made before darkness closed the day.
An examination of the machine revealed no trouble
of any character—all the guy wires taut as before
and everything ship-shape. The altitude record
went to Mr. Smith with 15 ft., duration and dis-
tance to Mr. Fox, 200 yards. All of these flights
were made with the engine throttled to 550 r.p.m.

DETAILS OF MACHINE

The main planes of the machine are single sur-
face and may be spoken of as of the Curtiss type
although the joint for the struts is superior to
those the writer has seen on any of Curtiss’ ma-

chines and the guys are all 2100 pounds Roebling
plated wire, fastened with a twist at each end
and are without turnbuckles or solder. A tail only
is used for elevation and depression with steady-
ing fins in the front giving the appearance of the
headless Wright machines. The engine is the
Emerson -six-cylinder, 60-120 h.p., 105 h.p. El
Areo radiator and 9-inch diameter, 6-feet Paragon
propeller in rear direct to motor. The main planes
are 32 feet by 6 feet, and, with clearance for
the propeller, amount to 360 square feet. The
total weight, as flown, with small tank was 1050
pounds.

The pitch speed of the propeller, turned at 550
r.p.m. is just 396 miles per hour and it speaks well
for the efficiency of the machine and propeller
that it should fly so slowly. The engine has all
its controls calibrated to function with one foot
lever, which has stops for both maximum and
minimum speeds and the maximum stop was so
set as to prohibit acceleration of the motor other
than that resulting from the difference in load
on the propeller standing and in flight. The motor
has turned this propeller 1100 r.p.m. and the fly-
ing speed with full power could be very fast, pos-
sibly sixty-two or sixty-three miles per hour. The
pitch speed of the propeller at 1100 r.p.m. is 112.6
m.p.h. and the thrust 540 Ibs. It wourd be of great
interest if from this data any should care to fur-
nish Mr. Smith with the theoretical speed in flight
at 1100 r.p.m.

In subsequent practice flights, slight damage was
done to the right skid by a rough landing shearing
a bolt, This resulted in a broken propeller, Oy

Q

AERONAUTICS

January, 1911

The Walden-Dyctt-Monoplane

Sunday, to please his friends, Mr. Smith put on an
old S8-foot propeller, Which was given him, and by
turning this stick of firewood about 1,000 r.p.m., it
was just possible to handle the machine. After a
few straight flights of about 300 yards at 20 to
30 feet. Mr. Jannus essayed a turn and flew a mile
and a half, making one and a half complete cir-
eles of the field and lit witbsut mishap. Thus the
machine has performed all its functions success-
fully and may be heard from again with good
weather and the new Paragon propeller turning
at 1100 r.p.m.

Everyone remarks at the fine workmanship of
Mr. Smith and Mr. Fox, and all are filled with as-
‘onishment at the great strength of the machine.
College Park residents boast that they have as
fine an aeroplane as there is in the country and
defy criticism of any detail of the strueture for
strength and = simplicity. Mr. Smith’s idea was
to build a simple ilyer first and try his ideas for
stability, efficiency, passenger-carrying, ete., on a
machine that should be a definite constant from
which to figure. There seems to be nothing to
retard him in fulfilling his modest desires.

To those familiar with the usual hazards to
machine and operator in learning to fly. Mr.
Smith’s experience becomes nothing short of mir-
aculous. By alternating with the three men, he

tripled the chances for a smash. As has been
said, there were three rank amateurs, neither of
whom had ever operated a glider or a ‘motor
bird” hefore. The breakage of the propeller was

the result of a shock that would have
most machines and oceurred during

Thursday in a ten-mile cross wind.
of great interest is that the first turns made in
Mr. Jannus’ circuit and a half of the field, were
made to the left. As the propeller turns to the
right the torque of the engine was favorably dis-
posed to accentuate the banking to the danger
point should the ailerons prove insufficiently effee-
tive. Furthermore, this torque was very notice-
able with the inefficient propeller and the speed
of the machine very slow, thus making a maximum
of disadvantageous conditions on the machine. In
several weeks of watching both Harmon and
Grahame-White in their Farman machines, it hac

wrecked
trials on
Another thing

been their invariable custom to turn the machine
to the left. as they use left-hand propellers.

Mr. Smith states that the skids and wheels now
on the machine are only temporary and will be
replaced before the new propeller is used. It had
been Mr. Smith's intention to make a few trials
during the Indian summer weather, then lock
up until spring, but his signal success has broken
down this resolution and more flights with the
new skids and Farman type of double wheels,
will be forthcoming.

The cloth is on the upper side only of the planes,
Ailerons between the planes, in principle like the
Curtiss. These, as well as the front and rear con-
trols. are double covered with cloth. The hori-
zontal surface in the rear has a movable rear por-
tion for up-and-down steering. There is the usual
vertical rudder for right and left steering. Short
skids of white oak and spruce are combined with
wheels in pairs, similar to the Farman arrange-
ment, The rubber bands, however, are capable
of being stretched by a lever device so that the
tension can he increased or deereased to suit the
load on the machine.

Flying at Mineola
The Walden-Dyott monoplane has been doing
about all the flying at Mineola of late, with Mr
Dyott as pilot. Even passengers have been carried
on straight flights. Two other machines are build-
ing, which will be shown at the Palace Show

DESCRIPTION OF MACHINE
The machine spreads 26 feet, with plane 7 feet,
fore and aft, a total supporting surface in the
main plane of 162 square feet. In the rear is a
horizontal lifting tail, 5 feet spread by 3 feet
fore and aft. On top of this is the vertical rudder,
2% feet square. A single surface front control

measures 5 feet spread by 21% feet fore and aft.
Above the main plane, at each extremity, is a

fixed dart-shaped surface, each set at an angle to
the horizontal, designed to impart natural stabil-
ity. This system is plainly seen in the illustration
Set in the main plane and hinged to the rear
lateral beam are ailerons, which normally hang
down, and lifting and following in the stream lines
cvvring flight,

AERONAUTICS January 1911

but get enough power

to fly and not “‘cut grass”’

Profit by the experiences of others.
The Engine that stands up to the
work and is the “last word” in engine
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OVER 100 FLIGHTS BY
ANTONY JANNUS and REX SMITH at

Washington, D. C., without a single accident.
cA record unequalled by~ the best of flyers.

Be “‘Wise’’ and get our Information

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Office: 1737 Broadway

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AERONAUTICS

LY OO LO

January, 1911

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AERONAUTICS

All controls are in the steering column. Push-
ing forward or pulling back on the wheel steers
down and up _ vrespectively, while turning the
wheel to the right or left turns the vertical rud-
der sccordingly by means of cables. Rocking the
whole steering column left or right operates the
ailerons.

A 25-30 h.p. Anzani, 3-cylinder, air-cooled motor,
battery ignition, drives a Requa-Gibson propeller
6 feet 10 inches diameter by 3 feet pitch, which
gives 260 pounds standing thrust. This does not
mean that so much thrust standing is best, for the
finest results have been obtained with but 230
pounds.

The whole machine is admirably mounted upon
a 3-wheeled steel tube chassis supported by 20-
inch by 4-inch Pennsylvania wheels. These tires
being of such large size, not a single wheel has
buckled nor punctured during the experiments.
The main plane is so rigid that the whole ma-
chine, with aviator in seat, may be lifted by the
tips of the wings without straining them or
making the plane sag. The gas and oil feeds by
gravity from the same tank. Gauges are fitted,
showing oil and gas levels at all times. The
framing is ash and spruce.

Messrs. Peets and Teetor, of the Hudson-Fulton
Automobile Company, smashed up their Cur-
tiss-type biplane on the first trial, in a 15-mile
breeze. This was a finely constructed machine,
with running gear similar to the Wright and the
eontrols working a la Farman. Bowden wire was
used for throttle control and the steel wire.stays

were made heavier at the ends where they
screwed into the nipples. The turnbuckles were
especially made and heavy at the part where

they usually break.

A Japanese, H. Edano Eno, has finished a tan-
dem monoplane, of very light construction, bam-
boo and_=e spruce. The engine and propeller is
between the two planes. The elevating plane is
at the tail end. Lateral stability to be secured by
small biplane cells underneath the forward main
plane. Each tilts in an opposite direction to the
other.

Marcel Penot has been making some flights in the
Mohawk Aviation Company’s Curtiss-copy, one
cross-country of about 30 minutes with a new
model 50 h.p. Harriman engine fitted. He is
about to start on a southern exhibition trip.

At Belmont Park

There are a number of machines, some of curi-
ous construction, occupying the sheds at Belmont
racetrack, Long Island, since the owners gave per-
mission for flights by experimentors. C, W. Geddes
has been making short flights with his Bleriot type,
fitted with a 3-cylinder Humber engine. He wants
to sell this and get a larger machine.

At the St. Louis Aero Fields

At East St. Louis, Ill., Aviators J. J. De Praslin,
Ernest Swift, J. N. Sparling, C. W. Curzon and
members of the Siegfried-Frank Company, with six
aeroplanes, are camped at Washington Park for
the winter.

De Praslin and Sparling have both made flights
recently. Sparling has just purchased enough

materials and a new motor for building a second
biplane.

January, 1911

T. W. Benoist, of the Aeronautic Supply Co., of
St. Louis, has been flying his Curtiss type at Kin-
loch Park, and on Dee. 10 did some great work.
He has recovered from his recent accident during
exhibition flights at Amarillo, Texas. In his last
flight there he saw a couple of uprights in the
elevator drop out, and he quickly decided to get
down instanter. The front wheel hit with great

force, due to miscalculation, and he was thrown
out. The aeroplane passed on over him and the
propeller severed his big toe, as well as cutting

most of the skin off his face and head.

Ballard M. French has a tandem monoplane and
H. C. Sweinhardt a biplane, with a ‘Detroit Aero-
motor’ power plant.

Curtiss Starts Training School

Mr. Curtiss arrived in Los Angeles on December
9, bringing with him a carload of experimental
stuff and new parts of machine. He expects to
open a large school and training grounds there.
Of course, there is quite a bit of detail work to
do before this will be under operation.

Mr. Curtiss has personally offered to train and
instruct an officer of the army and an officer of
the navy in the manipulation of Curtiss machines,
giving them opportunity to take part in the experi-
ments and observe the experiments which he will
conduct this winter. The offer has been accepted
by the Secretary of the Navy and one officer will
be ordered to remain during the winter. Since the
battleship flight, Ely has been invited by the
Navy Department to try a flight from one battle-
ship, landing on another. This invitation came
from the Secretary of the Navy, and in his re-
port the Secretary spoke of Ely’s flight from the
cruiser “Birmingham,’’ and the future probability
of aerial development. A number of army and
navy officers who have heard of Mr. Curtiss’ offer
have made application to be detailed to take part
in the experiments at Los Angeles and to learn to
fly. It has aroused quite a bit of interest in the
army and navy.

Los Angeles Meet — Gnome Engine on Curtiss

Los Angeles is a very busy place with the
aviators nowadays. Curtiss is here, Captain Bald-
win, Shriver, Latham, some of the Wright fliers.
Willard, who has a new biplane along the lines of
the Curtiss of his own design, with a Gnome en-
gine installed, and W. C. Addosides, who made
his first appearance at Mineola. These mentioned
are only the Easterners. San Francisco has
signed a number of aviators, three Wright ma-
chines, several Curtiss machines, Captain Bald-
win, and possibly Latham.

The meet is now assured for December 24-
January 3, and a contract has been signed with

the Wright Company.

John Kowalsky, of Verona, Pa., is building an
aeroplane of the general Curtiss type, except that
he uses a central chassis or frame, triangular
in shape, this containing the entire power plant.
This frame is without wires and relieves the
whole structure of the machine from engine vi-
bration. Ribs are of aluminum, ¥%-inch square,
and hollow. These weigh 1 ounce per lineal foot.

The Fred Shneider Biplane—Note Skids

23

AERONAUTICS

Willard Flies Over Los Angeles

On December 10, Chas. Willard flew from Los
Angeles to Pasadena and return at a height of
3,000 feet. A prize was offered for this feat, but
the amount is not known. Willard has fitted a
Gnome engine to his Curtiss, with a 7-foot 9-inch
by 5.8-foot Paragon oak with spruce center pro-
peller, and this was used in the flight.

Willard’s flight stands as one of the most daring
of cross-city flights. He started at a point west of
the city of Los Angeles at 10:36 a. m., flew di-
rectly over the business district, on to Pasadena’s
commercial center and back, again over the center
of Los Angeles and around the office of the news-
paper, “Express,’’ which promoted the flight. The
trip lasted 1 hour, 10 minutes and the distance was
about 55 miles. The fiight was officially observed
by the Aero Club of California. The Gnome en-
gine was mounted on the same engine bed as usual
in Curtiss machines, in a direct line with the front
and rear control pivots.

January, 1911

Drexel’s first figure for his flight at Philadelphia
on November 23, was announced as 9,970. The
barograph was tested by weather bureau officials,
who set the mark at 9,897 feet. Up to date of
going to press, the National Council has not re-
ceived official report from its representatives, and
no report has been made to the Aero Club of
America,

J. A. Drexel’s resignation from the Aero Club
of America, has been accepted by the board of
directors, and the charges under preparation by the
club are withdrawn, as Drexel withdrew his let-
ter of protest.

Aeroplanes En Tour

RALEIGH, W. VA., Nov. 16-17.—About half a
dozen flights were made each day by Ely and
McCurdy. On the first day McCurdy made a bad
landing, smashing his machine, but this Was re-
paired in time to make flights the next day.

NEW ORLEANS, LA., Dec. 1-2.—No flights were
made on the first day on account of wind. On the
second day, McCurdy, Ely, Post and Ward flew.
Mr. Post made several but his machine

flights,

A. M. Williams Monoplane

Monoplane Flies in Arizona

A. M. Williams, of 1019 Highth street, Douglas,
Ariz., has been making short flights with a mono-
plane. The illustrations show the two machines
he has built, No. 2 being the later one. His 3-
eylinder Elbridge is being changed for a 4-cylinder
one, of the same make with which he hopes to
make sustained flights. Douglas has an altitude
of about 4,000 feet. Following are some details of
the machine:

Spread.—32% feet, each wing being 6%
15 feet. Double ribbed. Total supporting surface,
180 square feet. Continental cloth.

Power Plant.—Elbridge engine, cooled by vertical
tube radiator of own make. Paragon propeller.

Running Gear.—Three-wheeled, Hartford tires
and wheels,

Body of spruce, cedar and aluminum castings,
stayed with turnbuckles and piano wire.

Weight.—500-550 pounds, complete with aviator.
Length over all, about 22% feet.

feet by

Drexel Fails of Altitude Record

According to a recent ruling of the International
Aeronautie Federation, the existing height record
must be exceeded by at least 300 meters (328 feet),
before a new record may be claimed. This is
made necessary by the inexactness of recording in-
struments.

was caught in a strong wind and was turned com-
pletely over, landing upside down. He was only
slightly hurt. It was impossible for the machine
to be repaired in time for him to make aliy more
flights at that meet. On Novy. 30th, the day before
the opening, Jas. J. Ward assembled his machine
before any of the others and flew six miles across
country at a height of 1,000 feet. This was made
in a 4-cylinder Curtiss. Ward is a new Curtiss
aviator, though he has been flying the Curtiss
machine of James E. Plew, of Chicago.

COLUMBIA, S. C., Dec. 7-8.—Ely and McCurdy
flew both days.

JACKSON, MISS., Nov. 28-29.—McCurdy, Ely
and Post flew. The crowd was very small and the
flights were made at Mississippi’s first meet.

NEWARK, N. J., Nov. 24.—Chas. Morok, who is
fiying for Fred Shneider, made an exhibition flight
on Thanksgiving Day, circling the grounds at
good speed and doing extremely well. Hemmed in
by trees and buildings, over which he had to fly,
he had to land outside the park and smashed his
machine. A short time ago he got his Shneider
biplane with a 4-cylinder Elbridge engine and com-
pleted a circle of the Mineola field at the second
try. The third was over the buildings there and
the fourth several miles across country.

The Bleriot of S. Y. Beach was flown at Newark
by Stratton, but he made only a jump. A couple
of days later he mage two more jumps and landed
in a lake. ~

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January, 1911

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AERONAUTICS

OMAHA, NEB., Nov. 22.—Charles Bayersdorfer,
2582 Harney St., made a number of flights in his
Curtiss-type.

BIRMINGHAM, ALA., Nov. 21-22.—Ely and
Ward flew at ‘Jubilee’ celebration. Ely carried a
woman passenger, to the disgust of Mrs. Ely.

STOCKTON, CAL., Nov. 24-26.—Mars, Willard,
Hall and James Radley.

HAVANA, Feb. 4-12.—Arrangements have been
made with G. H. Curtiss for a meet under aus-
pices Havana Post, endorsed by Cuban Government,
at Camp Columbia, the government maneouvering
grounds. The army will police the field. Eugene
Ely has entered for the flight from Havana to
Key West, about 90 miles over water.

RICHMOND, VA., Nov, 23-26.—The ‘Interna-
tional Aviators’ (Moisant, Garros, Simon, Barrier,
Hamilton, Frisbie), opened their first engagement
here. Hamilton, Simon and Barrier flew over the
city. Moisant circled the whole city. There was
good flying but poor attendance. Seven cross-city
flights were made, four in one day, by Moisant,
Garros, Barrier and Simon.

CHATTANOOGA, TENN., Nov. 28.—Moisant
aero meet petered out. Weather is very bad, wind
high and gusty. Simon made the only real flight,
which was sensational.

MEMPHIS, TENN., Dee. 1-17.—Though nothing
of unusual interest occurred until the last day of
the meet given by Moisant and his flyers, save the
ecross-city flight for $5,000 offered by the ‘Com-
mercial-Appeal,’’ which was won by Barrier, there
was good flying. Nobody was seriously injured
in the three bad falls that happened. The reported
speed record by Hamilton was unofficial.

9,364 FEET BY MOISANT

On the i7th Moisant flew up to a
9,364 feet, according to his barograph.
pany flies at New Orleans on the 24th.

height of
The com-

Two Unique Fliers (?)
COOLEY’S MONSTER MONOPLANE

J. EF. Cooley, at Rochester, N. Y., has built a
curious machine, 81 feet in length, spreading 42
feet and weighing 2,800 pounds. The supporting
surface is 1500 square feet. The car designed for
passengers is 37 feet long by 2% feet wide. The
main supporting surface is diamond-shaped, of
Naiad linen, without ribs, guy wires keeping the
cloth from blowing upward. Two propellers are
fitted, each driven by a separate 6-cylinder, 90-h.p.
Elbridge engine. All controls operate by com-
pressed air and even electric signals are installed
between the pilot and the engineer.

The whole machine is mounted on a 4-wheeled
chassis, using Goodrich and Hartford tires.

January, 1911

GARY’S FLYING MACHINE

William Gary, of Paterson, New Jersey, after
years of experimentation with kites and models of
various types, has built an aeroplane which he
claims will maintain its stability without special
devices. The machine is fitted with a tail of the
Antoinette type, and the machine might be called
a “barrel monoplane.”’ Its action in leaving the
ground and in flight is said to be similar to that
of the monoplanes now in use, the only difference
being the absence of stabilizing planes on the Gary
machine. The finished product, while of unique de-
sign, impresses one with its perfect detail, finish,
and general workmanlike appearance. Mr. Gary’s
faith in this machine is based upon _ successful
towed by auto flights. In these fiights, besides
himself, the Gary machine carried 250 pounds of
sand, and rose from the ground at a pull of 220
pounds, to a height of 20 feet.

In his second flight, under the same conditions,
he required a full of 240 pounds to rise, the higher
necessary pull being accounted for by the lowered
efficiency of the plane being caused by the loose-
ness of the cloth, which had been exposed to rain
during the interim between two experiments.

Mr. Gary has installed a 50-h.p. Harriman power
plant, which delivers a pull of 350 pounds, and in-
tends to try out the machine on the ice of the
Passaic River, as soon as weather conditions per-

mit.

Death of Jacques Faure

Quebec, Dec. 2.—Jacques Faure, the famous
French balloonist, who represented France during
the Belmont meet, died from pneumonia after a
hunting trip in Canada. He has made as many as,
if not more, balloon ascents than any other man in
the world.

Aero Calendar for the U. S.

Dec, 15-17—Atlanta, McCurdy, Ely, Post, Ward.

Dec. 24-Jan, 3—Los Angeles, Cal., big meet.

Dec. 31-—Jan. 7—New York Aero Show, Grand
Central Palace.

Jan 7-17—San Francisco, Cal., meet.

Feb. 4-12—Havana, Cuba, meet; Curtiss and
other aviators.

Feb. 20-25—Boston, Mass., second annual aero
show.

March 6-13—Chicago, IIll., aero show.

ye}
2

ee

The Cooley and the Gary
Constructions

NATIONAL COUNCIL CONVENTION

AERONAUTICS

ESPITE the fact that the Aero Club of
America made a fine altitude flight and
landed smiling right side up, as usual, the
December 6th meeting of the ‘National
Council of the Aero Club of America,’ the first
since its organization, and still dominates in the
Council, things look much brighter for national
aeronautics. The Club saw the handwriting on
the wall once more and made public concessions

without losing much of private control.

IMPORTANT FEATURES

The Resolutions Committee named at the meeting
reported certain suggested changes, which were
either adopted at once by the convention or left
for the Executive Committee to consider and take
action. These were made possible by the conven-
tion’s accepting the Committee’s report.

One change made it possible for this convention,
and those in the future, to elect its own chair-
man of the Executive Committee, instead of hay-
ing that chairman appointed by the Aero Club cf
America. Of course, the Club saw to it that the
chairman named was one to their liking.

A paragraph was added to the agreement be-
tween the A. C. A. and the N. C., setting forth
the objects of the Council to be the bringing into
harmonious co-operation all properly organized
elubs for the purpose of fostering and advancing
the art of aviation (aerostation not considered,
apparently), preparing proper regulations and fur-
nishing supervision for contests, determination, and
classification of records, sanctions for meets, mak-
ing decisions, encouraging research, awarding of
honors for meritorious contributions to the art.

The present by-laws remain in force, except
that recommendation is made that the newly-
elected Executive Committee consider any changes
which may be suggested and report, which report
must be made to the members of the Council
within sixty days. Suggestions were made by the
Resolution Committee that the Executive Commit-
tee consider the incorporating of the Council, the
changing of its name, the titles of its officers and
the question of the basis on which clubs are to
have representation in the Council.

Clause also added providing that the Constitu-
tion may be amended by a two-third vote of all
members present in person or by proxy at a meet-
ing of the N. C., provided that notice of such
amendment be stated in the call for such meeting,
at least thirty days prior to said meeting, and
provided further that any such amendment shal)
not affect international relations or the obligations
of the Aero Club of America in that respect.

THE JOKERS

The privilege of naming its own head is, for the
Council, rather a forlorn one, inasmuch as the Aero
Club of America did and will see that it controls
the convention through its own and _ politically
allied delegates and sweet promises to any others
who may appear to be of an independent turn of
mind. The name and form of the body may be
ehanged ad infinitum but the A. C. A. will always
hold the whip hand so long as the N. C. depends
upon it for the obtaining of international recog-
nition for any records which may be made. Of
course, the Aero Club will retain this international
relationship if it can for the sake of having this
club over the heads of all the other organizations
of the country. It is not likely that the A. C. A.
will lose this foreign agreement until there is
some other body in this country deemed by the
International Aeronautie Federation fit for the
making of a new international agreement. And
the present outlook does not give any hope for any
other body being capable of accepting such for-
eign agreement unless the N. C. takes the chance
and breaks away from the A. C. A. and goes after

the foreign affiliation for itself. And the N. C.
will not ‘break away so long as delegates to its
conventions are persuaded by the A. C. A. people’s

outward offerings and inward takings.

CURIOUS REVERSALS

When the report

BY ‘A.

of the Resolutions
was presented for approval, comprising the items
mentioned above, it was sought by the delegates
present for the purpose of reducing the Aero Club
of America to the level of the other clubs, to
table jt and pass a _ resolution then and there
taking from the A. C. A. the naming of the N. C.
head, depriving the A. C. A. of one of its two

Gr JAS

Committee

“its own

26

January, 1911

votes and making of the N«C. a truly democratic
national organization,

This was sternly opposed by the Aero Club dele-
gate, a lawyer, and others, the chairman even
arguing for the adoption of the report, which is
against parliamentary rules. Their point was that
it Ought to be left for the Executive Committee to
deliberate on and that the N. C., as it was to elect
head and its own Executive Committee
(previously slated in nice alphabetical order by the
Aero Club) could and should instruct said Ex-
ecutive Committee in any way it chose, tell it just
what the delegates wanted done, etc. These argu-
mentative pills were so nicely sugar-coated that
enough dissenters were won over to pass the adop-
tion of the report.

Just as soon, however, as the Executive Com-
mittee and its head were “elected’’ by the delegates
according to their choice, as foreseen by the
thoughtful A. C. A., the independents again moved
to instruct the newly-elected Executive Committee
to the effect that it was desired that the Na-
tional Council should be an independent body,
truly democratic in character, with the Aero Club
of America an integral part on the same basis as
any other club. The same ones, who, a few
moments before, were so free with their advice to
instruct the Executive Committee now were highly
wrought up at the insult to the Executive Com-
mittee, that instructions were the height of
subordination. This august committee which the
delegates had the sole power of electing (?) should
be unhampered by the wishes of the delegates.
The motion was changed merely to put on record
an expression of the feeling of the delegates as
to what their idea of a National Council was but
it was defeated, notwithstanding that several
motions, quite conciliatory in terms, were offered
by several “moderates’’ to satisfy the independents
and bring harmony, in view of the fact that some
delegates were instructed by their respective clubs
to insist upon complete independence, for failure
of which they might withdraw.

HOW THE EXECUTIVE COMMITTEE WAS
“HLECTED”

During the first session the chairman was about
to appoint a nominating committee when Har-~-
vard’s insurgent delegate moved the anarchistic
resolution that nominations for the Executive Com-
mittee be made from the fioor by the delegates.
It was carefully explained that this would be very
cumbersome, that it would be so much simpler to
let a committee do all the work. If the delegates
didn’t like the ticket they could make another
themselves afterward. Swell chance!
of the delegates on the motion stood half for and
half against, one delegate at first not voting. As
the chairman announced that silence was consid-
ered for the motion, this delegate, who had
telegraphie instructions in his pocket that he was
to be on the side of fairness, democracy and equal
rights, decided he would cast his vote for a nomi-
nating committee.

This nominating committee, consisting of Russell
Alger, Jr., Dr. A. F. Zahm,—A. A. Ryan, Dr. J. C.
Eberhardt and Geo. M. Myers, met between ses-
sions, with the soothing influence of dinner to aid
their deliberations.

CLUBS REPRESENTED

represented, with their voting dele-
A. C. of America, two votes
(Wm. W. Miller and Dave H. Morris), Buffalo (J.
M. Satterfield), Baltimore (J. H. Joyce), Pittsfield
(C. F. Bishop), New England (C. F. Bishop), Mil-
waukee (C. F. Bishop), St. Louis (A. A. Ryan),
Kansas State (W. B. Strang), Pennsylvania (A. T.
Atherholt), Michigan (Russell Alger), Pasadena

The clubs
gates, are as follows:

CW. E. Searritt), Illinois (Victor Lougheed), Sara-
toga (G. A. Farnham), New Jersey (J. K. Duffy),
Washington (Dr. A, F. Zahm), Intereollegiate (G.
A. Richardson), Los Angeles (Ernest L. Jones),
Harvard. (J. V.. Martin), Dayton A. CC) (Jo GC. Dber-
haret), Dayton Aeroplane Club (J. C. Eberhardt),
Western Aero Ass'n (B. Sweet), Pittsburg (J. K
Duffy), Rochester (Ff. J. Dollinger), Ohio (R. H.
Upson), Kansas City (Geo. M. Myers),

(Israel Ludlow).

EXECUTIVE COMMITTEE AND HEAD

The Nominating Committee of the convention
brought in the following list of names for the
Executive Committee, which were pronounced to be

in- >

Pacifie

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The vote ,

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AERONAUTICS

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AERONAUTICS

elected by a vote for the adoption of the commit-
tee’s report and which some delegates did not
understand constituted a vote for the election of
the nominees.: Robert J. Collier, Chairman; A. T.
Atherholt iC. ek. Bishop, J. Ks. Duffy, J. C2) Eber-
hardt, J. H. Joyce, A. B. Lambert, Geo. M. Myers,
James E. Plew, G. A. Richardson, A. A. Ryan,
J. M. Satterfield, Dr. A. F. Zahm, George B. Har-
rison, C. B. Harmon.

After the close of the Convention, the new Ex-
ecutive Committee met and elected J. H. Joyce,
treasurer, and J. K, Duffy, secretary.

Contrary to the fate of most of the progressive
motions, the one requiring the new Executive Com-
mittee to report to the various clubs comprising the
Council its plans and changes in the constitution
and by-laws, if any, and name, within sixty days
from the date of the meeting, was passed.

SOME OF THE REMARKS

At the opening of the second session, Mr. Havens,
a whole-hearted gentleman from Missouri, got
the floor and said he had travelled 9,000 miles in
eonnection with a national organization and wanted
to get started right this time. He wanted to
have a platform first and then elect officers after-

ward. He wanted to know if the N. C. was to be
dominated by the A. C. A. He wanted to declare
independence, reducing the <A. C. A., ete. SE

want this institution divorced from the A. C. A.
If we are not to stand on our own bottom, with
no individual or club having us to refer to them,
then we had better go out of business and I so
move. Let’s get a platform and then take
up the election of officers, if I can get a seconder
to it, organize, change our name as some individual
organization, but let’s get an organization that
is independent and free and do what we want. As
soon as you get a platform, get down to business
and elect officers.”

Ludlow wanted to know where the N. C. was
tied to the A. C. A. and Havens referred him to the
agreement of the N. C. with the A. C. A., which
says:

“Whereas, in accordance with the constitution
of the Aero Club of America providing for the
organization of a National Council of representa-
tives of clubs affiliated with the Aero Club of
America, the Aero Club of America has called this
meeting of representatives of such affiliated clubs
for the purpose of organizing such National Coun-
eil,

“Now, therefore, this agreement is hereby adop-
ted as the agreement of organization of such Na-
tional Council.

“The Aero Club of America hereby authorizes
the organization of the National Council of the
Aero Club of America. The Aero Club of Amer-
ica is confirmed as the representative of the Inter-
national Aeronautic Federation.”

W. W. Miller, attorney of the A. C. A., spoke,
saying the A. C. A, had never interfered with the
N. C. and wanted any changes in name, etce., to
be entrusted to the Executive Committee about to
be elected.

January, 1911

Havens said: “‘That is the very reason I am
raising this question of having matters referred
here and there when we can settle this proposition
now, change the name and organize an independent
institution and we won’t have to refer to any com-
mittee.”’

This caused great discussion. The chairman
made a long speech on the ‘great work the
A. C. A. had done,” its strength, that the “N. ¢.
needed its help and must keep in accord with it.’

A. T. Atherolt read a resolution, that whereas,
“by reason of the fact that the N. C. has been
placed in such a position that many actions are
hampered, and in the opinion of many, that the
N. C. is under the restraining influence of the
A. C. A.,”” he asked the convention to renounce the
A. C. A. and put it on the same footing with
others.

Atherholt tried to tell of the failings of the
A. C, A. but was prevented by the chairman from
Saying anything unpleasant about the A. C. A.

Miller spoke strongly of the kind feelings the
A. C. A. had for the N. C., what it wanted to do
for the N. C., how much the A. C. A. had given
up, etc.

Lee S. Burridge, who was present holding an
alternate’s proxy and, therefore, not voting,
moved a conciliatory measure, that ‘“‘the executive
committee be instructed that the sense of this
meeting is that in its deliberations it should con-
sider that no club should have more votes or more
privileges than another, and that all clubs should
be on the same basis, no matter what method of
representation might be adopted.’”’

Miller considered it an insult to the Executive
Committee to restrict their free deliberations on the
subject, and others spoke, so Burridge, finding that
the object sought, namely, harmony, was not to be
attained, withdrew the motion.

J. K. Duffy offered a resolution that “ as it is
the purpose of the N. C. that it shall be in fact an
absolutely independent national body, upon dem-
ocratic lines, that will represent all properly or-
ganized aero clubs that may seek membership in
it; and whereas, we are now on the threshold of
a reorganization of the body; resolved, that the
members of the N. C. declare it to be their purpose
to effect an independent body representative of all
aeronautic interests throughout the U. S. and to
that purpose the delegates of the clubs here as-
sembled pledge themselves.’’ This was offered by
Mr. Duffy as another conciliatory measure to sat-
isfy all, but was strenuously opposed by the Aero
Club people. Joyce said: “As a member of the
Aero Club of Baltimore, I cannot subscribe.”’
Miller, a co-member on the resolutions committee,
said that since Mr. Duffy had not had time to
properly prepare his resolution, it should be left
to the Executive Committee to take the subject up
untrammelled by any hasty instructions. Finally
the resolution was withdrawn.

A motion was made and carried to the effect
that the Executive Committee be authorized and
instructed to make special inducements for a
period of six months to attract all clubs to join.

Resolutions were passed on the deaths of Jacques
Faure, Ralph Johnstone and Octave Chanute. A
plan was started to have a Chanute Trophy.

EXTENSION OF DEWEY DECIMAL SYSTEM TO COVER
AERONAUTICS

By L. P. Brode

vised some years ago by Mr. Melvil Dewey,
of the New York State Library. As many
of the modern arts and sciences were at that time
in their infancy, or even unknown, no provision,
or an inadequate one, was made for them. Engin-
eering and allied subjects have been provided for
in ‘‘An extension of the Dewey Decimal System
of Classification Applied to the Engineering In-
dustries,’’ Bulletin No. 9 of the Engineering Ex-
periment Station of the University of Illinois,
Urbana, Ill. The writer has arranged a further
extension, to cover the subject of Aeronautics,
Dewey System number 533.6.
533.6 Aeronautics.
.61 Aerostation.
.611, Free spherical balloons,
.612 Dirigible balloons.
-.62 Aviation (Heavier-than-air machines.)
.621 Monoplanes.
.622 Biplanes.
.623 Multiplanes.

LL knowledge gained by a man may be clas-
sified by the Dewey Decimal System, de-

.624 Tetrahedral machines.
-625 Helicopters.
.626 Ornithopters.
In connection with this may be
“form divisions’ as follows:
01 Philosophy or theory
02. Compends, text-books, ete.
03 Cyelopedias, dictionaries
04 Essays, addresses
05 Periodicals
06 Societies
07 Edueation, teaching,

used the Dewey

Schools, colleges, uni-

versities
0S Tables, calculations. Miscellanies
09 History. Progress and development

To illustrate: Articles in the March Aeronautics
may be indexed as follows:

Center of pressure on arched surfaces. . 3.62008)
Model flying, the new sport............ 3.62
The Los Angeles Aero meet............. 8.6009)
Moure news wWOLDlkGs TECOrds) 2. <ocjccmuss «=e 3.62(€09)
Thee PAtZNer MONO PLANS ccecs.ci,6 sie eee eee 33.621
ete.

AERONAUTICS

January, 1911

Belmont Promoters Enjoined

On December 6, a temporary injunction was
granted the Wright Company, in an action to com-
pel payment of $15,000, restraining the Aero
Corporation, Ltd., from paying out any more
money until the terms of the alleged agreement
with the company were complied with.

‘ According to an affidavit submitted by the com-
plainant, the Aero Corporation paid $10,000 in
cash for the participation of the Wright machines,
and agreed to pay further the surplus of the
gross receipts over $125,000 up to the sum of
$15,000, making $25,000 in all. Grahame-White
got $13,600 for himself alone, according to the
prize list, while the Wright Company had Brookins,
Parmalee, Hoxsey and Johnstone flying.

It is said in the affidavit that the gross re-
ceipts of the meet were over $200,000, while at the
time the agreement with the Wright Company was
executed, $125,000 was subscribed to conduct the
affair. Prior to the execution of the agreement,
complainant states, the Aero Corporation offered
to pay the full $25,000 in cash, but that there-
after some of the subscriptions were said to have
been withdrawn, and it was finally agreed that
the complainant company would take its chances
on remuneration beyond the $10,000.

The affidavit charges that sums are being paid
out from. the receipts, and it is possible that
unless protected by the court, such distribution of
funds will be made that the defendant may be
left wholly without money to pay the Wright Com-
pany. It is also alleged that payment has been
repeatedly asked, but that deponent has been
informed by defendant, ‘payment will be held
up until after all other indebtedness of the de-
fendant has been discharged and that they doubted
whether funds to satisfy the claim would then re-
main.’ Further, the Aero Corporation has a capital
stock of but $500, and ‘‘such corporation defendant
is an organization incorporated chiefly for the pur-
pose of conducting the aforesaid meet, and is
wholly without assets or prospect of assets, except
those derived from such meet, and was formed at
the instance of the Aero Club of America for the
temporary purpose of running this meet, which
was really being held under the auspices of such
Aero Club, and to assume the liabilities thereof.”

Allan A. Ryan, president of the Aero Club of
America, general manager of the meet and, at one
time, at least, a stockholder of the Wright Com-
pany, is reported in the New York Times as eall-
ing the action of the Wright Company, ‘“‘A dis-
graceful attempt to force the corporation into
giving up $15,000, after it had lived up to all
its obligations and fulfilled its contract with the
Wright Company to the letter.

“While the Aero Corporation is trying to ad-
vance the science and art of aviation, the Wrights
are imbued only with the spirit of commercialism,
and have little or no interest in the real science.

“The Wrights may be assured, the aero Corpo-
ration will not repudiate any just debt or obli-
gation, but the officers of the corporation will not
submit to any attempt to collect money that 1s
not owed.”’

SUIT AGAINST WHITE

Just before Grahame-White left for dear old
Lunnon, papers were served upon him in an action
brought by the Wright Company, alleging infringe-
ment. No injunction was taken, and the suit is
more or less one for an accounting and for dam-
ages sustained by the complainants.

No action has been taken as yet
Moisant group.

New York Aero Show Biggest Yet
added to that set apart
show in connection
Automobile Show in Grand
Central Palace, Dee 31-Jan. 7. All the space
available for full-sized machines has been about
taken up. Special provisions have been made for
the showing of accegsories, such as propellers, mo-

against the

floor has been
for the aeronautic

Another
previously
with the International

28

tors, etc., and space is being rapidly taken in
this line.

A partial list of exhibits already contracted for
has been given out.

Among: the prominent aeroplanes to be shown
are:

A Wright machine, which has been built for
Russell A. Alger, of Detroit, and the “Baby

Wright” that Johnstone used in making his world
record altitude flight; the Bleriot in which John
B. Moisant flew from Paris to London, making
his famous channel flight carrying a passenger
with him. This machine is now at the Lovelace-
Thompson aeroplane works being repaired. An-
other Moisant maehine of all steel construction,
which it is expected will successfully resist heavy
strains in flying against sudden ‘‘pockets’’ of wind
and shocks in alighting; a third machine of
Moisant’s, in which he made his famous flight
across Brooklyn and around the Statue of Liberty;
a Santos-Dumont ‘‘Demoiselle,’ Which has been
brought over from France for the exhibition; two
machines built by Burgess Company and Curtiss,
one of which is a large passenger-carrying bi-
plane, and the other being a smaller biplane; a
Lovelace-Thompson passenger-carrying aeroplane,
and a racing machine built by the same company;

Glenn H. Curtiss’s famous machine in which he
made his remarkable flight from Albany to New
York, winning the $10,000 prize given by the

New York World: a Bleriot type monoplane, built
by the Scientific Aeroplane Company of New York,
in which a gyroscope has been installed to demon-
strate the balancing and _ stabilizing power of
this invention as applied to aeronautics; a Bleriot
type of monoplane made by the Matz Company,
of Waltham, Mass.; a monoplane of. original type
manufactured by the Walden-Dyott Company of
New York: a biplane built by C. & A. Wittemann,
of Staten Island; a dozen other machines of types
not so well known, several of them of odd and
novel construction.

The Aeronautical Society will display
a special exhibition booth, which is to be devoted
to the interests of that organization. In another
booth the Aeronautic Reserve will have an exhibit
which will be of great interest. The Reserve
was organized to excite public interest in aero-
nautics and for the purpose of aiding the army
and navy in time of need. Two tents, such as
the one which was erected at the Belmont Park
Meet, are to be set up in the exhibition space
and numerous persons prominent in aeronautics,
are to be in daily attendance.

The Fliers’ Club, an organization composed
mainly of theatrical folk, including a number of
high-fliers, is to have a section in the aeronautical

models in

division. The Junior Aero Club. under. the. di-
rection of Edward Durant, is also to be repre-
sented at the show.

Exhibitions of special attractiveness in the Avia-

tion Division will be the showing of aeroplane
accessories, consisting of engines, parts, ailerons
and other sections of machines which may now
be ordered and supplied upon a few hours’ notice
in case of accident.
Boston Aero Show

Boston is to have another indoor aerial show.

It will be held in the Mechanics’ Building, as

was the one last year, and will run one week,
from February 20 to 25. It will be managed by
Chester I. Campbell who, last year, with the ma-
terial available, certainly made a most creditable
showing. That this year should mark, not only an
increase in interest, but an improvement in the
nature of exhibits is assured.

The Harvard-Boston meet was a very success-
ful event, and stirred the interest of even those
who, up to that time, were skeptical of the future
of aviation, and since then, many have had the
desire to see the celebrated types of aircraft at
close range, with the result that Manager Camp-
bell has received many communications requesting
him to repeat last year’s show,

AERONAUTICS January, 1911

THE
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end for Catalogue 19.

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built for hard service. Standard power equipment consisting of a 30 H. P.
Anzani motor. We would be glad to make an attractive offer to novices
or experienced fliers wishing to pilot a machine under our direction.

HUDSON BER Mes BUILDING
50 Church Street > - - New York

In answering advertisements please mention this magazine.

AERONAUTICS

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AE RONAGTICS:

While the exposition of last year presented no
less than 18 full sized machines, as could not be
otherwise. than expected at that stage of affairs,
most of them were in the experimental stage, but
this year’s exhibits will be an improvement, in-
asmuch as several of the actual machines, as well
as types that have broken records, will be shown.

A number of indoor exhibitions of aeroplanes have
been held throughout the country since the first
show given in Boston, but it has been generally
conceded by those who have witnessed them all,
that the Boston Show took first rank and, as in
the past year, such marvellous strides have been
made in the science-sport, every indication points
to a great success in the coming exposition. Spe-
cial prizes will also be offered for flying models,
and as the price of exhibiting space for acces-
sories has been put to the lowest possible figure,
it is expected that all the adjuncts will be shown.

Manager Campbell is certainly to be congratulat-
ed for his efforts to stimulate interest in aviation
in the East, and should have the support of every-
one interested in aeronautics. All communications
regarding space or other matters connected with
the exposition, should be addressed to Chester I.
Campbell, general manager Second National Ex-
hibition Aerial Craft, 5 Park Square, ‘Boston,
Mass. :

Book Reviews

EQUILIBRE, CENTRAGE ET CLASSIFICATION
DES AEROPLANES, par R. Saulnier, ingéenieur
BB. C. P:—wUn volume. in Smo. Prix: 3 francs.—
Librarie Aéronautique, Editeurs, 32, rue Madame,
Paris.

Cet ouvrage offre un intérét particulier par le fait
qu’il résume les observations et les travaux sur
aviation d’un véritable spécialiste, son auteur
ayant en effet une longue pratique de la construc-
tion et du pilotage des biplans et des monoplans.

On y trouvera l'exposé des considérations qui
régissent la construction d’un appareil aérien et
lanalyse des qualités particuliéres que preésentent
les types les plus connus.

L’ouvrage commence par une étude mécanique
du vol dou Jauteur déduit la _ classification
des planeurs et aéroplanes, puis suivent des chap-
itres absolument inédits sur le ‘“‘virage’’, la “‘tenue

dans le vent’’ et le ‘‘vol plané’’.

Johnstone’s Death

The opinion of an expert on the sad accident,
at Denver, in which Johnstone lost his life, is of
interest to those who have tried to figure out
the direct Cause of the fall. One observer is
said to have noticed Johnstone fold up his glasses
and put them in his’ poeket, drop his cap and
goggles to the ground, and then get out of his

seat and crawl to the back of the plane. No
aviator would. leave his seat at such a height,
surely. His action of putting his glasses away

during the drop is one inexplainable.

The opinion first mentioned is as follows:

“Johnstone had no difficulty flying his machine
the first day, and nothing happened to his run-
ning gear. _On landing in the narrow race-track,
his left wing ran against the fence, splitting a
bow. »Rather than repair it, they simply took it
off and put on a new ~wing. From everything
that ean be learned, it now appears that nothing
whatever was the matter with the machine, but
that he banked too steeply, reached the vertical
and then warped his wings as far as they could
go, to try and recover his balance. This would
give the appearance, from the ground, of the
wings on one side being bent down, and on the
other side, being bent upward, and to the un-
initiated this would look as though the wings
were .out of control or broken. It is evident
that after the machine toppled over, he lost his
seat and the control of the levers, and even after
the machine had righted itself on the way down,
he was unable to get hold of the levers and con-
tinue the balance, The breaking strain of the
wires used in the warping levers is about 2,409
pounds, and it would*-be impossible to even ap-
proach this strain as long as this machine is in the
air.”

January, 1911

Incorporations

The Carter Aeroplane Co., St. Louis, Mo.
tal stock, fully paid, $7,000. Incorporators—D. B.
Hyde, Beaer, Pa., 20 shares; O. H. Hyde, 19
Shiarest) ies. -Ae "@amnter) (200 "sharess GC.) (Gs eAn-=
drews, 10 shares; Joseph Tremayne, 1. share.
To manufacture and deal in toys, ete.

Duquet Aeroplane Co., Manhattan; construct
aeroplanes, ete. Capital stock, $1,000. Incorpora-
tors: Louis G. Duquet, Chas. W. Reynolds, Rene
Duquet, No. 107 West 36th street, New York city.

The Curtiss Aeroplane Co. of Hammondsport has
been incorporated with a capital of $20,000. The
directors are Glenn H. Curtiss, Lena Curtiss and
G. Ray Hall.

The Fischer Aero Craft Construction Co., cap-
ital stock $100,000. Directors: P. J. Fischer, E. C.
Cusack) HSC. iy Barlow, C2 Ww. Pinney, “Ly Cc van
Epps, Los Angeles, Cal.

Western Aviation Co., Oroville, - Cal. Orvar
Meyerhoffer, Laurence Gardelia, C. E. Howard. J,
M. Chubbuck and M. Schubener. The capital stock
is $75,000.

Baltimore, Md.—E. R. Brown, 3818 Roland ave-
nue, is reported organizing Brown Aeroplane Works
with $50,000 capital stock to establish plant to
manufacture aeroplanes,

Bridgeton, N. J.—The George E. Cove Biplane
Co., of Bridgeton, N. J., will be incorporated;
eapital stock, $100,000. The purpose of the com-

Capi-

pany is to manufacture flying machines, one of
which is now nearing completion.
Birmingham, Ala.—The Birmingham Aeroplane

$5,000.
Rees

Co.; capital stock,
Jesse W. Alexander,
Locke, Edgar P. Self.

International Aviation Co., Chicago, Ill., $5,000;
manufacturing and dealing in flying machines, ap-
pliances, ete.; George A. Haskell, Harvey G.
Badgerow, William J. Doyle.

Wadsworth Airship .Co., Pittsburg, Pa.; capital
stock of $20,000. The incorporators are John W.
Wadsworth, Frank J. Schellman, E. E. Cranmer,
Alexander W. Henry and John F. Milliken.

Incorporators are:
Alexander, Hugh A.

One of the best Known French propellers, sup-
posedly a true screw, of the usual size, supplied
to Bleriot machines, 2.5 m. (8.2 feet) by 1.6 m.
(5.2 feet) pitch, was found by a curious individual
(who had the peculiar idea that both blades of a
propeller should be somewhat. similar) .to be
slightly at variance with the figures stamped on
the hub as above noted.

2" Geom) __|.

AXIS

The propeller actually measured close to 8.5
feet, and neither blade had the marked pitch of
a.2 feet. One had a pitch at 3.5 feet from the
axis of but 3.9 feet, while the other blade at the
same point had a pitch of 3.15 feet. The highest
piteh found was but 3.95 feet at the point from
which measurements were begun, i. e., 2 feet out
from the axis.

It says somewhere in the Bible that the lion
and the lamb shall lie down together. The Aero
Club of America is to have a meeting on January
6th in memory of Mr. Chanute. The president of
the Aeronautical Society, Hudson Maxim, is to be
asked to address the meeting and the members
of the Society are to be invited.

AERONAUTICS

Januar. 1911

“The Flyers’’ is the latest club in New York, the
ambition of which is to have no members but
those who actually get in the air literally. Sixty
founders met at a banquet at Delmonico’s on
December 4, and pledged their intentions to de-
part from established parlor lines and make good
on the name.

The club was organized by Leroy M. Taylor, a
prominent New York sportsman in ballooning and
yatchting and club man, who drew liberally on
the New York Yacht Club and the Lambs for en-
thusiasts. Joseph R. Grismer, who presided at
the banquet, is Shepherd of The Lambs, and
other members of this unique club are: George
Broadhurst, George Ade, George V. Hobart, Au-
gustus Barratt, Ernest Smillie, Robert Hilliard,

Col. James Elverson, Jr., Mason Peters, Clarence
Harvey, Louis Sanger, who has bought a Cur-
tiss and a Bleriot-type; Booth Tarkington, A. Leo
Stevens, Geo. W. Gregory, N. H. Baruch, Harry T.
Eschwege, Col. Jacob Ruppert, Mortimer W. Smith
and William L. Stowe.

Mr. Taylor has offered a cup to the member mak-
ing the longest trip from North Adams or Pitts-
field.

An Aero Club is being formed in Bristol, Tenn.-
Va., and a preliminary meeting has been held
at the Y. M. C. A. All men interested are asked
to send their names to C. W. Morey at the
BY MEIC ’® VAG

The Aero Club of New England has elected the
following Officers: H. Helm Clayton, president;

Nathan L. Armster, first vice-president; J. Walter
Flagg, second vice-president; A. R. Shrigley, sec-
retary; Harry G. Pollard,- treasurer; Professor A.

Lawrence Rotch, Wi. H. Pickering, Charles J. Glid-
den, Timothy E. Byrnes, Jay B. Benton and Harry
Howard, directors

The Aeronautical Reserve announces a_ $1,000
prize to the first member who succeeds in flying
from the deck of a vessel one mile or more at sea,

and landing on the same: ship.

The Ae:o Club of New Jersey has been incor-
porated with headquarters in Hackensack. The
inecorporators named are Messrs, Harry P. Ward,

William M. Jacobs, James K. Duffy, Augustus Post,

W. R. Prinkman, Theodore Borttger, William P.
Eager, Alfred Morrell and W. J. Wright.
Ihe New York Model Aero Club has been or-

ganized in New York city to popularize and study
the science of aviation through models. The
directors of the club are as follows: Edward Du-
tant, honorary president; W. X. Picella, president;
Cc. L. Ragot, F. Shoeber, vice-presidents; H. W.
A. Maass, secretary-treasurer; L. EF. Ragot, Leo

Stevens, A. Lacroix, G. Carisi, J. Roche, R. S. Bar-
naby and H. E. Ragot.
The club meets Weekly on Saturday evenings.
The Dartmouth Aero Club has been organized
with John W. Pearson, president; Louis P. Hall,
vice-president; Richard F. Paul, secretary; James
M. Mathes, treasurer.

intends to purchase a glider at once,
if success crowns the efforts. The
club already has a small but good library, con-
sisting of Aeronautics and other periodicals and
several books. From time to time lectures will be
given by experts and readings by members of
the club. Here’s success!

The Aeronautical Society is desirous of learning

the present address of the following members.
Those who know their latest address, please ad-

The club
adding more

vise at 1999 Broadway, New York:

Mr. Chas. H. Deacon, Mr. Walter J. Plunkett,
Mr. Ernest Stahl, Mr. R. E. Ernst,

Mr Gs (GC) iundin; Mr. H. A. Bussing
Mr. F. Langi, Mr. Allien E. Dickerman,
Mr. Geo. A. Brown, Mr. L, S. Hebbard,
Mr. L. A. Hunton, Mr. J. C. Kirkner,

Mr. J. C. Stevens, Mr. Earl Kaake,

Mr. F. Braudner, Mr. G. R. Loveday,
Mr. Percival G. Doty, Mr. L. G. W. Schroeder,
Mr. P. F. Mattelay, Mr. Francis Von Stern,
Mr. Morris Bokor, Mr. Reinard Sturm,
Harsfa Utea, Mr. Francis de Sasso,
Mr. Jos. W. Ball, Mr. Lewis Vitoch.

Inaugural Dinner of ‘‘The Flyers Club”
80

AERONAUTICS January, 1911

FOI III IIIA I IIIA AISI IN

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Address for Particulars

This same Crane’s Yankee Flyer is sold
by John Wanamaker, O’Neill & Adams,
Gimbel Bros., Macy’sand F.A.O.Schwarz,
Fifth Avenue, New York; also Frederick
Loeser & Co. and Abraham & Straus,
Brooklyn, N. Y.

Kirkham -Eells Co.

MANUFACTURER

FEI III III I III II III III IIIA IAAI IASI IAI ISA AI AIA AAAI SIA AAA AAA AAA AAI SASASI SAI I AI AISI ASI AAAI AAAI IAA IAA AAD AAA A AO

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AERONAUTICS

20 Years Experience

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Send for book telling how to obtain Patents and IIlustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK, PATENT ATTORNEY

1 HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES
&
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January, 1911

SPECIAL ATTENTION TO AERIAL
NAVIGATION

256 BROADWAY, NEW YORK CITY

ofa ofo ofo nfo nfo ofe fe ofo ofe ofe ofe ofe ofe ofo ofe ofeofeoge

MY PARIS TO LONDON FLIGHT

(Continued from page 2)

and wind, and really it was all I could do to
keep in the machine. I was cold and had cramps
in my hands. From 800 feet I dropped to 300
feet and landed in a wheat field near a_ brick
yard at Tilmanstone. The next morning we
started for London. Everything went well until
I got near London when one of my connecting
rods broke. I repaired the rod in a few hours
and was off again, but I did not notice the rod
had played a little mischief with one of the
magneto gear wheels and it was almost broken.
In five minutes the wheel broke and there I was
over a forest and a chalkpit. I saw ahead a
little spot where they had dug out to make
bricks, about seven hundred feet long by three
hundred feet wide. “Tf I ean only make that
spot,’’ I thought, “I’m all right.”’- The half hour’s
ride to London took me two weeks to accomplish.
Automobiles were offered me to go over the route
to London but I decided I would not take an
automobile if I never got to London. I started

in an aeroplane, and in an aeroplane I must get
to London. And eventually I got to London.

PATENTS

Competent Patent Work Pays in the End.
You get it here at Minimum Cost.
Also Working Drawings and Reliable Data
for Flying Machines.

AUG. P. JURGENSEN, M. E.

170 BROADWAY, NEW YORK CITY

PATENTS—A Talk to the Inventor

What you should know before applying
for a Patent. Free book; write for it.
H.L. WOODWARD, Registered Attorney
730 Ninth St., N. W. Opp. U. S. Patent
Office, Washington, D. C.

i Cc 1 A
JUST OUT 2 eee ee

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Aeronautics, 250 West 54th Street, New York

AERO

Patents control the Automobile.

of successful patents, mailed free.

UTI

Improvements in Aerostructures should be protected without delay.
experimenting, and your discoveries may be made and_ patented by others. D
unimportant point to-day, may control the Aeroplane and Di! igible in the future as the Selden
Do not give your ideas away ; protect them with solid patents.

We render an opinion as to the patentability of any invention without charge.
sketch and description, photographs or a model for immediate report 2 w .

!ooklets giving full informa'ion in Patent Matters, a list of needed inventions and a history
Write for them.

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SUCCESSORS TO WOODWARD & CHANDLEE

Protective Patents

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AERONAUTICS

January, 1911

Bee Eo N GE, AN Db FORUM

PRIZE NEEDED FOR EXPERIMENTS

In the course of some correspondence with Mr.
W. R. Turnbull, of Rothesay, N. B., Canada, who
is known all over the world for his work in
aeronautics, the matter of prizes for experimental
work was discussed and we have taken the liberty

of printing below a portion of Mr. Turnbull's
letter:
“The popular opinion, notwithstanding, the

science of aeronautics is in its infancy and should
be encouraged, as we cannot hope for a satisfac-
tory solution to the problem of aerial navigation
until we have more scientific knowledge. If the
money that is at present spent in aviation meets,
the big prizes meaning simply a disproportionately
large loss of life in accidents, were applied to
solving the many problems that are presented to
the thoughtful designer, the advancement of the
science would undoubtedly be more rapid.”

HELICOPTER PATENT FOR SALE

W. E. Colyer, Box 391, Saranac Lake, N. Y.,
has patent 897,738, Sept. 1. 1908, to dispose of.
The machine covered therein is of the helicopter

type, comprising two superposed screws or discs
on concentric upright shafts driven by bevel gears,
and rotating in opposite directions. There is a
framework upon which is mounted the engine,
drivers’ seat, ete., with means for shifting the
center of gravity by a lever in order to tilt the
lifting- screws and give the whole apparatus a

and left is
rear of the

right
at the

Steering
rudder

forward movement.
effected by a vertical
frame.

There_are two claims
as follows:

A flying machine comprising a main frame, op-
positely rotating propellers carried thereby, a
supplemental frame suspended from the main
frame, said supplemental frame comprising hangers
pivotally connected with the main frame, a _ bot-
tom bar pivotally connected with the hangers,
and a link joining the hangers above the bottom
bar, drive gearing supported by the main and
supplemental frames fer driving the propellers, and
adjusting means connected or associated with the
bottom bar and link of the supplemental frame
to change the center of gravity of machine

in the patent, abstracted

CENTER OF LIFT

Question.—I am building a monoplane something
on the order of the Bleriot, and would like te
know just where the center of lift of my plane
will be when in flight, which I judge will be ap-

proximately 40 miles an hour. Curve of plane
ribs to radius of 28 feet, true circle, 7 feet in
depth (chord), 6 degrees angle of incidence. eens

Answer.—Radius of 28 feet gives curvature about
1 in 28. WBiffel figures for 1 in 14 at 6 degrees
give 43 per cent from front; M. B. Sellers, for
1 in 24, 6 degrees, 42 per cent from front. In
present case the c. of p. would be about 40 per
cent from front, or 2.8 feet. For 10 degrees angle
e. of p, would be about one-third back.

HAS MOTOR
Pittsburg, Pa., Dec. 3.
To the Editor of Aeronautics,
New York City:

I am sending under separate cover tracing of 4
new 2-cycle gasoline motor, which please return
at your earliest convenience. It’s an. Ocean
Crosser!

As a whole
required were one

BISSELL NEW

1916.

would be
out all the
actually
it seems

magazine full of words
compelled to drag
reasons in detail why this arrangement
will perform its functions as claimed,
reasonable to assume your readers are more or
less familiar with the theory of heat engines—so
if we “‘‘fire her off’? by bawling out both long and
loud the fact that a foreign government, well up
in such matters, actually did request not only
complete details but the costivity thereof in face
of recent motor improvements. Certainly a club,
this, well calculated to mash flat the empty skulls
of prejudice—good enough for a world power,
good enough for aeropower—how’'s that?

FLY WHEEL

ol

It’s a fact gas engines inhale a lot more fumes

than can be economically assimilated. They are
fed like the old style steam engines which were
controlled by governors only, before cut offs

into vogue. This enormous waste not only
like sin, but aeroplanes can’t travel nearly
as they should were the defect remedied,
and worse still, they’re obliged to grind over
two extra cycles solely for scavenging purposes.
As I recall the actual figures, out of a possible 80
per cent, at least 30 per cent is sacrificed, through
conduction—12 in premature exhaust and 10 by
muffler, or its alternative, a deafening roar.
And as 10 per cent goes to friction, only a
meagre 20 per cent remains for work, and that
with but one efficient speed. Then consider in-
duced friction, particularly in air-cooled motors,
otherwise rivers of ‘‘castor’’—and nearly every
quart costs a whole H. P. to keep aloft? Water

came
costs
so far

cooling adds both weight and complication—just
think of it?
Now whet up your wits for a round with the

graphic analysis—nothing but a cylinder, piston and
big goose neck plus a small valve or so and car-

CEE

bo) Meee

eo

is not it

one quarter the
in comparison with
How? Well,
its equivalent

itemize what there

buretor. Were I to
might become tedious. Only
amount of gasoline used here
other engines per H. P., mind you.
as stated above, water cooling or
absorbs over 30 per cent, premature exhaust
16 per cent, and muffler 10 per cent. Total 52
per cent. My engine hasn’t any of these vam-
pires to contend with—it doesn’t need them—it
expands the charge, as in a good steam engine,
nearly to atmosphere and is only expected to cram
the cylinder on special occasions, hence, there
is no need for a muffler, for there is no noise to
muffle ? All the heat generated in combustion
either drives the piston forward by expansion, or
is sucked around the goose neck to Keep the cylin-

der walls at the proper temperature, 300 degrees
F., and is thereby practically exhausted.
Lubrication is easy because the working mem-

from excessive temperatures.

But here is another superb feature; i.e., the
working charge can be varied at will without
altering compression a single ounce, and owing to
construction of combustion tube will remain segre-
gated from the inert gases.

Any good heat conducting metal
the ‘“‘goose’s neck‘*‘Y—aluminum for
ever, copper seems more appropriate
trial applications.

With best wishes

bers are remote

will serve for
example—how-
for terres-

the coming season, am
Yours very truly,

Jos. E. Bissell,

for

Box 795, Pittsburg, Pa.

AERONAUTICS

AERONAUTICAL

Harry C. Gammeter, Collinwood, O. 968,951,
Aug. 30, 1910. Filed Oct. 9, 1907. FLYING
MACHINE of the orthopter type, the main char-
acteristics of which are that the wings are pro-
vided with a stiffening bar at the front while
the outer and rear edges are free from rigid re-
straint. Radiating ribs are covered with fabric in
sir ns secured at their upper edges and forming
valves.

John M. Biggs, Dayton, O. 968,834, Aug. 30,
1910. Filed June 28, 1909. AHWROPLANE FLY-
ING MACHINE. A series of planes have a car
suspended therefrom, means being provided to tilt
the planes from the car. Wheels and skids are
provided, the former normally below and under
stress of increased pressure or ‘‘undue weight” to
move upwardly and bring the skids into operative
position.

Gardner C. Luther, Providence, R. I. 969,648,
Sept. 6, 1910. Filed June 14, 1910. CABLE
PROPELLED AEROPLANE. An amusement de-

vice consisting of a supported aerial cable, power
driven and endless, with means for securing gliders
thereto.

Andrew A. Heil, St. Louis, Mo. 969,865. Sept.
13, 1910. Filed Oct. 5, 1909. AEROPLANE, the
novelty of which resides in a box like frame con-
taining the propelling means consisting of a spiral
propeller encircling its shaft several times and in-
creasing in diameter from its ends to the center.
Wings or planes are pivotally mounted at the sides
of the frame with means provided to adjust their
inclination, and directing members are universally
pivoted on the front and back sides.

Angust von Parsefal,
970,262. Sept. 13, 1910. Filed April 6, 1908. CON-
TROLLING DEVICE FOR AIRSHIP. This inven-
tion consists of a system of inlet and outlet valves
with two or more airbags and an air chamber, to
which they are connected by tubes that as air is
supplied to one bag, the air contained in the other
is permitted to escape.

Richard P. Marable, Yuma, Ariz. 970,842. Sept.
20, 1910. Filed Aug. 30, 1909. AERIAL NAVIGA-
TION. A combined balloon and aeroplane. The
cigar-shaped aluminum body is divided into separ-
ate gas compartments by bulkheads. Annular en-
gine chambers are also provided for several engines
acting independently on propellers arranged at dif-
ferent points around the body. A plurality of aerial
planes extend longitudinally on each side of the
body, and means are proyided for independently ad-

Charlottenburg, Germany.

justing the planes.

T. A. Edison, 970,616. Sept. 20, 1910. FLYING
MACHINE. Already noticed in November Aero-
nautics.

John W. Wilson, Boston, Mass. 970,771. Sept.
20, 1910. Filed Jan. 2, 1908. FLYING MACHINH,

more specifically an
above the other

aeroplane. Two frames one
bear respectively the seat and
driving wheels below and a plurality of planes
above. These frames are flexibly connected to
allow longitudinal movement of the upper frame
as well as a tilting movement. The propellers are
mounted above the planes and are connected to the
driving power with the wheels on the lower frame,
so as to be rotated jointly.

Peter Robert Torbrand, Denver, Colo. 970,974.
Sept. 20; 1910: Filed Heb. 25, 1910. HLYING
MACHINE. Stabilizing device for aeroplanes by

means of pendulum. The frame structure is pro-
vided fore and aft with horizontal and vertical rud-
ders respectively, and at the sides are lateral bal-
ancing planes. The pendulum is operatively con-
nected to all indirectly in such manner that any
motion of the pendulum will impart motion to one
or more of these devices according to the direction
of swing or lilt.

Wm. H. Fauber, Nanterre,
Sept. 27, 1910. Filed Oct. 24, 1908. AHROPLANE,
consisting of a central longitudinal arched plane
member with lateral plane members extending at
the sides, one at the rear of the other, with the
forward edges above the level of their rear edges,
and having the rear portions downwardly curved.
The planes are collapsible.

France. 971,030.

Maurice Ackerman, Washington, D. C. 971,235.
Sept. 27, 1910. Filed Sept. 21, 1909. FLYING

MACHINE, more specifically an aeroplane. Con-
struction embodies two superposed planes movable
in parallelism with relation to each other. A rear-

82

January, 1911
PAT EN Ts

wardly extending cage containing the motor and
propeller mechanism is mounted on the planes
through a universal joint connection, and at the
front a frame similariy mounted carries rudder
mechanism. Means are provided for turning the
rear cage and forward frame simultaneously in
opposite directions.

Leonard E. Clawson, San Francisco, Cal. 971,358.
Sept. 27, 1910. Wiled Nov. 5, 1908. AERIAL
MACHINE, the characteristic features of which
consist of oscillating wings, propeller and guiding
rudders operated by oscillating liquid containing
transmitters actuated by motors which in turn are
set in motion by hand and foot operated levers.
The several motors are capable of operation by the
weight and manual power of a single person.

Hermann Hartmann and Wilhelm Klehe, New
Work, N.Y. Siibsb. ‘Octia45 19105) ited Decwas
1909. AKEROPLANH, comprising a single plane at
the front and a pair of biplanes at the rear extend-
ing at the sides of a central frame to which they
are so mounted that they may be tilted. The bi-
planes converge at the rear, while at their forward
edges they extend to the same width with the rigid
single plane.

John Emery Harriman, Jr., Brookline, Mass.
972,448. Oct. 11, 1910. Filed Feb. 8, 1904. FLY-
ING MACHINE of the aeroplane type. A plurality
of wings composed of superposed planes are secured
together at their inner and outer extremities, and
made collapsible at will of the operator. The
wings are pivoted together and a support for the
operator is suspended therefrom.

Sylvanus S. Morrison, Newport, Ky., assignor of
9-20ths to Walter I. Buckman, Covington, Ky.
972,395. Oct. 11, 1910. Filed April 6, 1910. AUTO-
MATIC BALANCING MECHANISM in flying ma-
chines. A supporting surface such as a plane is

972,395. wa 5

a eee

with an operating mast extending down
A propeller is mounted on
a turn table so connected to the mast that upon
a certain extent of swing the turn table is swung
by the mast and the thrust of the propeller will
right the apparatus.

Rocko T. Savino, New York, N. Y. 973,389. Oct.
18, 1910. Filed Feb. 5, 1910. FLYING MACHINE,
more specifically an airship or dirigible balloon, the
characteristic construction of which resides in the
suspended frame being slidably connected with the
bag so as to be adjustable at different elevations
therefrom. The frame is provided with lifting and
propelling screws and also with oscillating wings.

Vincent C. De Yharrondo, Los Angeles, Cal.
973,398. Oct. 18, 1910. Filed June 14, 1909. CAP-
TIVIS AIRSHIP MECHANISM. An airship carousel
driven by screws mounted on the ships. Means of
the nature of planes are provided for varying the
course of travel, which, however, is limited, since
the ships are suspended from cross bars as usual
in carousels.

provided
to the suspended car.

John M. Davis, McGraw, N. Y., assignor of one-
half to Clarence H. Metzler, Binghamton, N. Y.
973,632. Oct. 25, 1910. Filed Jan. 31, 1910. AERO-
PLANE of the biplane type with planes having
forwardly convergent sides, flat front ends and
gradually increasing cross-sectional curvature
towards rear ends. A tilt plane is provided at
front end of upper plane, while at rear a rudder
is mounted and on its top a shield is provided

curved transversely to correspond with the rear
end portion of upper plane.

AERONAUTICS

HOLBROOK
Aerial Motors and
—— Propellers ——=
35 H.P. 50 H. P.
a Cylinders: 4 Cycle, “Water Cooled

You will eventually buy
our motor, why not
Stantenigh@? “22° +02:

Write for terms

Holbrook Aero Supply Co.
Mo.

Joplin, ::

January, 19

fo

SOSSISOSPSSCOCOOSOOSSCOOOOOOS

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

UR6-ft. Propeller delivers 200 lbs.
thrust at 1200 R. P. M. Do

you want to get the best results? It
so get a ‘Brauner Propeller.’’
Cour Propeller has proven more than
satisfactory to those using it

6-ft., 64 lbs. - - $40.00
Wht Bae n= SH OF00
Sefia eles = OO00

P. BRAUNER & CO.
330-332 EAST 98th STREET

Phone, 6006 Lenox NEW YORK

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WO0D

Long Lengths of Selected Straight Grain

For Aeroplanes

Spruce -- Pines --Bass -- Whitewood--
White Cedar, Etc.
FULLY EQUIPPED MILL—LOW PRICES
Manufacturers Supplied
WM. P. YOUNGS & BROS.
First Ave. and 35th Street - New York

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4 Just Published

4IFLYING MACHINES:

“*Aeronautical Bible.”

“84 by booksellers generally.

Publishers

In answering advertisements please mention this magazine.

“4 The Charles C. Thompson Co.

ncaa Construction and Operation

HIS practical book shows how
to build and operate Flying Ma-
chines. The book is known as
ocket
size, re,250 pages, fully illustrated, bound
] in cloth. Price $1.00 postpaid. Sold

9 545-549 Wabash Avenue, Chicago

NAIAD

te a oon
+
+
&

Aeronautical Cloth

Manufactured Especially for

Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin St.,

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AERONAUTICS

:
:

LARVA 444444444444-44-444444444

The »f
Aluminum

January, 1911

With its great power and never failing reliability
makes it the motor “Par Excellence” for aviation.

The great fame of our “SMALLEY” Marine Motors for winning more races,
each season, than any other motor, will be exceeded by the power, performance,
and satisfaction given aviators by our “SMALLEY-AERO.”’

It is a motor that can be depended on to stay up and keep going as long

as the fuel lasts.

Two cycle; 44” bore and stroke; 2, 3, 4, or 6 cylindered.

Made completely of Aluminum.
Cylinders with Cast Iron liners where pistons travel.
Handsome beyond expression, resembling solid silver.
Very light, being Aluminum, and no factor of safety slighted.

or Steel alone.

Our

own exclusively devised Aluminum
(Patent applied for.)

Stronger than Iron

Gives more pounds pull per pound in weight than any other motor in the world.

A reliable,
fully guaranteed.

dependable, powerful motor made by
Prompt deliveries, and prices right.

responsible people, and
Write us for particulars.

General Machinery Co., Bay City, Mich., U.S.A.

California Aero.

Mfg. & Supply Co.

441-443 Golden Gate Av., San Francisco

We carry in stock—immediate delivery:

Motors from 20-80 H. P. up to 60 H. P.

Monoplanes, $200.00, $350.00, $500.00, without

power.

Biplanes, $500.00, without power.

2 Biplanes (fine flyers) in good condition with
power. Prices on application.

“Camasco’”’ Knock Down Planes from $150.00 up.
ss Aero Wheels $4.50 up.
Unbreakable $6.25.

Naiad Cloth and Requa-Gibson propellers in
stock. Genuine, Imported, Farman
turnbuckles and eye bolts.

Agents:—Elbridge Motors, Parabolel Propellers,
Naiad Cloth, all makes of Aero Tires,
Detioit Motors.

4444444

a
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PEELE ESEELELEAEAEEEELEEEELEEESEELEEDS SEESEEEE ELLE EEL ELE ELE EEL EES

Smalley-Aero

FEFSF SSF SSS SF FSPFFFSSSSFSSFIISS

»

AOU UO. OE

| 2.2.9,9,9,9,9,9,9.9,0,.9.9,9.9.9,9.9.0,9,9,9,.9.9.9.9.9.9.9.9.9.0.9.0,.0.0.9.0 2. ooo 9

1911
The Wanzer Monoplane

Long-distance will be the demand from this time
on; the spectacular will give place to a
more utilitarian view of Aeronautics

The Wanzer 1911 model monoplane comes
forward with the following claims:

That it is steel framed—twin screw — gravity

and thrust balanced—pneumatic folding,
s arting and stopping device, carries a car for
the protection of crew and passengers and th’‘s
car is warmed by aluminum tubes which cool the
engines by the circulation of water.

Power is furnished by two or more engines

so attached to the drive shaft that the stop-
page of one does not interfere with the work of
the other. A start can be made from any surface
that will permit the car to stand upright, and
which is not obstructed by buildings or trees.

Built in two sizes, two and five thousand sq.

ft., surface measure.

This Craft is not an Infringement and is fully
Protected by Patents
FULL PARTICULARS ON APPLICATION
Orders for next season will now be accepted

C. M. WANZER, Urbana, Ohio

PAI II III IK IAAI AKAIKE AKI A KKK

In answering advertisements please mention this magazine.

[OOOO OLE

AERONAUTICS

Patents

STEERING MECHANISM FOR FLYING MA-
CHINES, 974,229, Nov. 1, 1910, filed May 1, 1909,
Carl Bostel, Cleveland, O. Combination of a frame,
a shaft rotatably mounted therein, steering planes
hinged at each end of shafts, arms pivotally se-
cured to free ends of planes, sliding blocks ar-
ranged within said shaft, means connecting arms
and blocks, bars connected to blocks and provided
at free ends with racks, a gear Wheel mounted in
shaft and adapted to mesh with racks on rods and
means for rotating gear wheel,

PROPELLER WHEEL, 974,344, Nov. 1, 1910,
filed Jan. 5, 1909, James Bennett, San Francisco,
Cal. Revolving wheel with vanes mounted on what
might be termed spokes of the wheel, said spokes,
or spindles revolving independently, allowing vanes
to turn through one-fourth revolution, so that they
present maximum resistance to wind at one por-
tion of revolution of wheel and least at another.

SKELETON FOR BALLOON OR AIRSHIP
COVERINGS, 974,434, Nov. 1, 1910, filed Aug. 14,
1909, Wilhelm Rettig, Berlin, Germany. Wooden
skeleton frame inclosing gas bags, so arranged and
connected that they form a continuous reticulated
eonvex body with intervening triangular meshes.

974,961,

BLADE FEATHERING
NWov. 1, 1910, ° filed Feb. 21,
Neutitschein, Austria-Hungary,

MECHANISM,
1908,

974,490,
Hugo Huckel,

January, 1911

FLYING MACHINE, 974,554, Nov. 1, 1910, filed
Dec. 10, 1909, Louis L. Crane, of New York: Simi-
lar to a box kite, having one of the sections thereof
pivotal while the other section is provided with
rudders. or steering wings, and with a motor and
propeller.

TOY PARACHUTE, 974,733, Nov. 1, 1910, filed
Nov. 6, 1908, Maurice E. Wright, San Diego, Cal.
Monoplane type, three following main planes, with
a pair of feathering multiple bladed propellers on
each side rotating in a vertical plane.

GEARING FOR PROPELLERS, 974,961, Nov. 8,
1910, filed Mar. 29, 1909, William A. Hall, Los
Angeles, Cal. Propeller gearing to provide means
for adjusting propeller so that it will rotate in
any plane above or below the center line of drive
while the propeller is in motion,

AERIAL TOY, 975,182, Nov. 8, 1910, filed July
29, 1909, Zoe D, Underhill, Bedford Station, New
York,

APPARATUS FOR TESTING FLYING MA-
CHINES AND LEARNING ART OF AVIATION,
975,196, Nov. 8, 1910, filed Oct. 11, 1909, Richard
Alexander-Katz, Berlin, Germany. Provides a
traveling, suspensory support for aviator and his
machine, comprising an aerial track from which
flying machine is rotatably suspended from one
end of a rope, the other end of which is attached
to a suitable counterweight.

Lig. 1

PLYING MACHINE, 975,229, Nov. 8, 1910, filed
Nov.. 22, 1909, Roscoe C. Gore, Tecumseh, Neb.
Flapping wing device.

INFLATED AEROPLANE, Nov. 8, 1910, filed
Aug. 7, 1909, Arthur E. Maiden, Fort Lee, N. J.

Aeroplane with hollow wings to be filled with hy-
drogen gas.

975,408.

Watwesses:

Cre 2 white
# low F none

AERONAUTICS

LIFE SAVING DEVICE, 975,281, Nov. 8, 1910,
filed Apr. 29, 1910, John J. Rectenwald, Mt.
Oliver Borough, Pa. Parachute device with means
for propulsion if landing made in water and means
for carrying supplies in floating medium,

TOY, 975,291, Nov. 8, 1910, filed Dee. 28,
John Schramm, Chicago, Ill.

CAR SUSPENSION FOR AIRSHIPS, 975,330,
Nov. 8, 1910, G. A. Crocco and O. Ricaldoni, Rome,
Italy, filed Mar. 27, 1909. Device for the suspension
of short cars to long gas bags. Suspension of car
to longitudinal beam in interior of bag. Beam
rests freely on bottom of same so that the tissue
is not hindered from contracting or expanding.

1909,

SHOCK ABSORBING DEVICE FOR AERO-
PLANES, 975,403, Nov. 15, 1910, filed June 20,
1910, J. W. Dunne, London, England, assignor to

Blair Atholl Aeroplane Syndicate, Ltd. Single or
double system of supporting rods and springs or
other shock absorbers, each system comprising,
when viewed in side elevation, radius rods pivoted

January, 1911

to the body of aeroplane at points fore and aft and
to the lower and upper ends respectively of a rod
or frame carrying the wheels or other support to-
gether with a spring connection between the upper
end of said rod or frame and a central support on
the body of the aeroplane; also, comprising a
double system under frame, with a pair of wheels
or other supports as above having universally joint-
ed rods and spring cross connections connecting the
right hand and left hand systems.

AERIAL PROJECTING APPARATUS, 975,953,
Nov, 15, 1910, filed March 5, 1910, Iskander Hour-
wich, Washington, D. C. Collapsible or knock-
down device for launching at varied and controlled
speeds.

FLYING MACHINE, 976,161 Nov. 22, 1910, filed
Aug. 4, 1909, Silas H. French, Oberlin, O. Propeller
adapted to co-operate with planes to combine ad-
vantages of both the aeroplane and helicopter, with
means for controlling direction of flight and main-
taining equilibrium by means of feathering pro-
peller blades.

MILITARY AERONAUTICS IN AMERICE

HE report of Brigadier General James
Allen, chief signal officer of the army,
to the secretary of war, dated 1910, con-
tains a short résumé of progress in avia-

tion and aerostatics during the past year and

considers the importance of aeronautics in con-
nection with the United States Army.

From United States Consular reports and other
available sources of information, it is estimated
that Germany at present possesses 14 military
dirigible airships and five aeroplanes; France,
seven military dirigible and 29 aeroplanes, and
these numbers are being rapidly increased by lib-
eral appropriations.

MILITARY AIRMANSHIP

“The Signal Corps at present has but one lieu-
tenant and nine enlisted men on duty in connec-
tion with aeronautics, and until the Signal Corps
is increased by suitable legislation it will be im-
possible to furnish more officers and men for the
absolutely necessary training demanded in airman-

ship. There is now but one officer of the Signal
Corps who is a licensed pilot for free balloons.
At a low estimate, it is believed that at least

twenty aeroplanes should be in the _ service of
the United States on regular practice at different
points of the country throughout the year and

present at the camps of instruction for regular
troops and organized militia. This estimate is

considered extremely low and would provide but
two aeroplanes for each camp of instruction. To
operate this number of aeroplanes would require
at least 20 specially trained officers as pilots. In ad-
dition to this, each machine must carry at least
one observer, which, experience has shown, will
require much training and actual practice before
the usefulness of the aeroplane is attained. The
new Field Service Regulations, 1910, provide for
aeronautical companies of the Signal Corps fully
equipped with suitable aeronautical devices for ser-
viee with the mobile forces. At present not even a
model of such a company could possibly be organ-
ized, nor will it be possible to do so until the
Signal Corps is increased by suitable legislation.

AERONAUTICAL TESTS AND RESEARCH

“Realizing the importance of aeronautics, Great
Britain has recently appointed an advisory com-
mittee for aeronautics, with the Right Honorable

AEROPLANE

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO.

Lord Rayleigh as president and nine other gentle-
men eminent in the military, naval, and physical
sciences as associates. This committee has submit-
ted an interim report, which has been printed for
Parliament and outlines a thorough and systematic
programme for the theoretical and experimental
investigations in aerostatics and aerodynamics as
bearing on the important problems’ constantly
arising in aerial navigation. The National Physical
Laboratory, which corresponds to the United States
Bureau of Standards, has been provided with spe-
cial buildings and apparatus suitable for under-
taking various kinds of aeronautical experiments
and tests under the direction of the Government to
encourage in every possible way the advance of this
new science in Great Britain.

“In Germany the University of Gottingen has for
a number of years given special attention to
aerodynamical experiments in a _= specially con-
structed and well-endowed laboratory, and it is
understood that in the latest designs of dirigible
airships for the German Government valuable as-
sistance has been received from the study of
models in this laboratory.

“In France the University of Paris has recently
been richly endowed and provisions made for carry-
ing forward similar experimental work for the
citizens of the French Republic.

“In Russia one of the best equipped aerodyna-
mical laboratories in the world has been founded
near Moscow.

“In addition to this, aerial navigation has become
the subject of special instruction at various uni-
versities in Europe.

“Tt is evident that the United States should,
without delay, make due provision for carrying on
similar work for the various government depart-
ments interested, and to assist the large number
of American inventors and manufacturers at pres-
ent devoting themselves to the problems of aerial
navigation.

“Aerial navigation has taken hold of the entire
civilized world as no other subject in recent times,
and represents a movement that no forces can
possibly check,

“Tn its military aspects it is a subject which we
must seriously consider, whether we wish to or
not, and the sooner this fact is acknowledged and
measures taken to put us abreast with other na-
tions the better it will be for our national de-
fense.’’

RADIATORS

6 EAST 31st STREET
NEW YORK

AERONAUTICS

THE LIFE AND WORK OF
CCTAVE CHANUTE

(Continued from page 3)

The papers read at and contributed to the Con-
ference fill a volume of more than four hundred
pages. The authors were men of acknowledged
merit in various parts of the world. The attend-
ance averaged about one hundred at each session.

In the summer of 1896 Mr. Chanute began his
now well-known experiments on the sand-dunes
with man-ecarrying gliders. These were con-
tinued in the following year. The accounts of
this very important part of his work have been
fully given in various magazines and pamphlets.

Beginning with the glider of the form which
had been used by the German Lilienthal, two
years of study and experiment enabled him to

produce a type having great superiority in the mat-
ter of stability and efficiency.

For many years Mr. Chanute
communication, personally and by correspondence.
with all the men he could find who were intelli-
gently trying to do research work in aviation.
The help which he gave to such men can never
be fully known or measured.

was in regular

The counsel and encouragement which he gave
to Wilbur and Orville Wright have been grate-
fully and gracefully acknowledged by them. It is

all a matter of history. It came to them at the
time when it was most needed, when they were at
the foot of the steepest part of the unblazed trail.
It gave them the courage and confidence which
were essential to enable them to keep on alone
and to emerge at last at the summit, triumphant.

Mr. Chanute died in Chicago on the 23d of No-
vember. Three daughters and one son _ survive
him.

Those who knew him will always remember his
lovable character and will think of the oft-re-
peated saying, ‘‘He was more willing to give

eredit to others than to claim any for himself.’’

We may well believe that whenever in the fu-
ture the history of aviation shall be reviewed, the
name Chanute will stand forth as that of one of
the few great founders.

January, 1911

III KIKI III IIIS IIA SISSSSISISSSSISIS

PATENTS

Secured or Fee returned

Send sketch for free search
of Patent Office Records
How to obtain a Patent,
and what to invent, with
List of inventions Wanted
and Prizes offered for In-
ventions sent free. Patents
advertised free.

We are experts in AIRSHIPS and all
patents and technical matters relating

to AERIAL NAVIGATION

VICTOR J. EVANS & CO.

WASHINGTON, D. C.
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everything shown, except the
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furnished with motor. This is a
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ideas and gives its rated H.P. at
1 O00M:. p.m:
guaranteed free from base explo-
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missing or overheating of bearings.

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Write For Catalogue Today.

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14

35

The Roberts Aeroplane Motor

40-H.P.

Designed by E. W. Roberts, M.E., America’s Leading Gas-Engine Expert, and
formerly Chief Assistant and designer on Sir Hiram
S. Maxim’s aeroplane in England.

165-POUNDS

MOTOR CO.

Sandusky, Ohio

he ROBERTS

30 Columbus Avenue -

NOOO UO OOOO O O R

AERONAUTICS January, 1911

AEROPLANES

with and without Power
d i Expanding type Propellers $75 to $100
een ILLUSTRATE D CATALOGUE

AERONAUTICAL BUILDING MATERIAL

AVIATOR WITH A GENUINE IMPORTED DEMOISELLE FURNISHED FOR EXHIBITIONS

Enclose eight cents in stamps R. O. RUBEL, Jr. & CO., 132 4th St.

WE SERVE YOU The Aero Supply House of America
PROMPTLY LOUISVILLE, KY.
oa
ow

WEIGHT

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yard ()

A perfect material for covering planes. Is thoroughly water-proofed
oO RENGTE \ on both sides by a rubber-coating. It will not stretch or absorb moisture.
130 Ibs. It is at least three times as strong as any other fabric on the market,

with only a slightly additional weight.
A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. AEROREANCEInGE Toe SIZES.

BRANCHES
Pittsburgh, 505 Liberty Ave. :: 33 Chicago, 1241 Michigan Ave. 3: I Detroit, 882 Woodward Ave
PENNSYLVANIA RUBBER CO. OF NEW YORK, New York City, 1741 Broadway

PENNSYLVANIA RUBBER CO. OF CALIFORNIA } pan Kranciseo,, 513 Mission St.

per square inch

Pe eS TSE TESTE eee ee +

WOOD for AEROPLANES

We manufacture RIBS, SKIDS, PROPELLERS, HOLLOW
WING BARS, Etc. Our equipment is perfect and we are
prepared to execute any special work.

DEALERS SUPPLIED
Chicago Embossed Mldg. Co., °° *Quergo nn AS

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In answering advertisements please me ntion this magazine,

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AERONAUTICS

January, 1911

IN THE <AERIAL MARKET PLACE

TO OUR FRIENDS—We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad, in AERONAUTICS. This
will help us, und eventually be of equal service to
yourselves.

The Sellers Aeroplane

It is likely that R, O. Rubel, Jr., & Co., of Louis-
B. Sellers

ville, Ky., will shortly arrange with M.

to market his quadroplane. The last month four
Detroit Aeroplane Co, motors were sold to: Chas.
Wickliffe, of Louisville; W. W. Tranah, Shawnee,
Okla.; W. F. Morehead, Guerdon, Ark.; Frank
Bean, Sacramento, Cal. A biplane is being de-
livered to the editor of the ‘‘Daily Telegram,”
of Temple, Tex.

Simms Motor Starter

A novelty placed upon the market this year by
the Simms Magneto Co. is the Simms motor starter.
This entirely new device has been exhibited for
the first time at the last Olympia Show in London,
and has attracted everybody's attention. This sys-
tem consists of the usual high tension magneto and
of a neat brass switch mounted convenient for the
user. When the switch is in the “‘on’’ position,
a small trembler begins to operate and allows the
battery current to flow through the primary wind-
ing of the magneto. The high tension current gen-
winding of the magneto

erated in the secondary

armature is then distributed in the usual Way
to the cylinder, which is filled with explosive
mixture. As soon as the. motor has reached a
certain speed the battery cireuit is interrupted
and the magneto comes into operation. This
system is remarkable for its great simplicity. It
has the advantage of the so-called dual ignition

system, namely, starting the motor from the seat,
but none of the disadvantages, such as high tension
connections, high tension switch or separate coil.
Only one set of sparking plugs is used. This will
be shown at the Madison Square Garden, January
71-21. and in ‘Chicago, January 28-February 11,
shows.

The Simms
will also be
in conjunction with
are designed and
vital parts of Simms
breaker and high tension
actually standard magneto parts.
embody all the advantages of the
the magneto.

There will also be shown various special Simms
magnetos for aeroplane motors.

motors
either

eylinder
be used
batteries. They
lines. The
as contact
distributor arm, are
They, therefore,
construction of

distributors for 2-8
displayed. They may
a magneto or
made on magneto
distributors, such

1911 Elbridge Motors

The Elbridge Company, at Rochester, expects to
double its business the coming year. The new
4-cylinder engine weighs 154 pounds, without mag-
neto, but otherwise complete. It maintained on
the block 57.8 h.p. for half an hour, under the
servation of Arthur P. Homer. a naval architect of
Boston, who has taken the New England agency.
Since then. the company states, it has run a
4{-cylinder engine for 10 hours at 1,200 r.p.m. under
full load, throttle wide open, spark fully advanced,
and not the slightest adjustment was made from
the time the engine was put on the block until
it was taken off. We only made the run to
satisfv ourselves that a man could reasonably ex-
peet to meet every existing duration record with
one of these stock engines. There was not the
slighest deterioration in power nor the least sign
of wear in bearings or any other part of engine.

Longfellow Monoplane

on the
of Bos-

put
305;

monoplane is being
the Longfellow Monoplane (¢
ton, Mass. Following are the details:
The machine has a_ sustaining surface
square feet: fusilage, oval steel tubing, selected
hickory and spruce: lateral stabilizer and _ inter-
changeable parts. The length over all is 24 feet,
and spreads 26 feet. Control is universal with
horizontal wheel for warping and elevating. A
7-foot laminated propeller with 250 pounds thrust
is used. The running gear is of Shelby steel tub-

A Bleriot
market by

type

of 160

36

ing, bridge construction. The wings of the machine
are made of spruce, laminated trussing, quick de-
tachable. A 30-h.p., 2-cylinder opposed, 2-cycle
revolving motor with a Bosch high tension mag-
neto has been installed. A speed of 50 miles an
hour is claimed. Net weight is 450 pounds. Price
complete, $1,800 f.0.b. Boston.

Rations for Balloonists

In connection with the recent trying experiences
of Hawley and Post in getting to civilization after
landing with the balloon ‘‘America II.’’, and the
other aeronauts who had exciting experiences with-
out adequate rations for a prolonged march, the
chocolate preparation devised by Powell’s, 415
Canal St., New York, ought to come in for a share
of attention.

A composition of chocolate, Sugar, egg and
malted milk, not in the least too sweet, is incased
ina sealed tin packet weighing just 11 oz. This
contains enough nourishment to sustain in perfect
physical condition an average man for 24 hours.
It is the same as is now being manufactured for
the U. S. Army and can be supplied to the public
as well. The ration itself weighs 8 oz. and can
be eaten either dry or made into a beverage. <A
half dozen of these, which can easily be carried
in one’s pockets, would last a week and the danger
of succumbing to extreme hunger be avoided. <A
sample can be had by addressing as above.

The exact composition of the Powell ration on

which General Fred Grant, Commander of the
Army of the East, lived for three days, is as
follows: Chocolate liquor, 47.17 per cent; nucleo-
casein, 6.88; malted milk, 6.88; dessicated eggs,
20.64; sugar, 13.76; cocoa butter, 3.66; moisture
(mot over), 8.62 per cent.

Fox De Luxe Motors
The Dean Mfg. Co., of Newport, Ky., has issued

its 1911 catalogue of Fox De Luxe two-cycle
engines. Five different aero motors are priced,
as follows: 24-36 h.p., 4-cyl.; 36-48 h.p., 6-cyl.;

60-80 h.p., 4-eyl.; 90-120 h.p. 6-cyl.; and 80-100 h.p.,

4-cyl. The first two have cylinders 3% x 3%,
the next two, 4% x 4%, and the other 5% x 5,
with weights running 150, 200, 300, 450 and 400
pounds respectively. Prices are: $1,000, $1,500,
$2,000, $3,400 and $3,000. These include radiator,
fan, water pump and Bosch high tension mag-
neto, gear driven.
DETAILS OF PARTS

In all sizes and types of Fox Motors there are

certain general features that are similar. The dis-

tinetive features of each type are described later.

The Cylinder and Cylinder Head are cast to-
gether, in one piece, of semi-steel, machined inside
and out, with ample water jackets of spun brass
held in place by a steel ring at base.

The spark plug is on top of the cylinder, where
it is well cooled by water circulation. This insures
long life to the spark plug. On the side of the

cylinder are two cocks. the lower one to draw
off the water from the water jacket in cold
weather; the upper one is a compression relief
cock to relieve half of the compression in the
eylinder, so that the engine can be started under
half compression, making it easier to turn over.

in Fox Motors are of
main bearings and ex-
rod bear-
liberal

The Crank Shafts used
special design, with long
ceptionally long wrists and connecting
ings. All bearings are ground and have
fillets in the corners.

The Crank Case of all Fox Motors is a
aluminum casting, reinforced with steel rods.

single
The

upper half of the crank case is made separate
of aluminum. These parts are cast in our own
shops, for we operate our own foundry for close
gray iron castings and semi-steel. We also have
our own brass foundry and make our own alum-
inum castings.

The Piston is cast with a deflector plate attached.
It is accurately machined and fitted with elliptical

ground rings which retain the compression.

The Connecting Kod is also designed with long
bearings. which are scraped to a perfect fit. This
is one of the most important parts of any motor
and only the best material and workmanship will
insure a connecting rod that will not wear in
the bearings. Our wrist bearings are large and
the company guarantees they will not need re-
adjustment for at least a year.

AERONAUTICS

The Shaft Bearings are long, babbitted with
high-grade babbitt metal and reamed and scraped
to a perfect surface.

Pump and Water Circulation—The pump is of
the plunger type, direct acting, with the check
valves & part of the pump GEaSting; it is driven
by an eceentrie on the crank shaft. The plunger
is long, so as to provide ample bearing, insuring
long life. It throws a heavy stream of- water,
which is ptped first to the exhaust manifold and
thence carefully distributed to all of the cylinders,
so as to maint&in an equal temperature.

Lubrication.—Thorough oiling is essential to the
satisfactory operation of any motor. and each and
every working surface must have its proper sup-
ply. To provide for this, Fox motors are variously
equipped, depending upon the class of work and
the conditions under which the motor will be
operated.

The Carburetor is especially adapted to two-
cycle motors. By allowing the amount of air
passing the needle valve to remain constant at
all times and throttling the charge after it is
mixed, it is claimed practically impossible to make
Fox motors back-fire and they guarantee more
variation in speeds, greater economy and efficiency
with the Fox carburetor on any two-cycle motor
than is possible from any other carburetor on the
market.

New Goodyear Aero Department

After a year’s deliberation and scientific ex-
periments extending over the same period of time,
the Goodyear Tire & Rubber Co., in Akron, O.,
have constructed an immense addition to their
gigantic plant-for the purpose of manufacturing
a hundred or more different articles for use during
the impending aerial age.

One department alone has been established sim-
ply for the marketing of aeroplane and bailoon
materials. Another is devoted solely to experi-
ments.

For the past six months four Goodyear experts
have been scouring Europe for new aviation knowl-
edge and their findings are echoed in the new
industry.

One discovery, the importance of which will
be felt generally within a year or so, is that of
a new fabric for covering aeroplanes and aerial
vehicles. This is a rubber coated cloth, perma-
nently waterproof. Aviators have complained of
the fact that plain fabrics, dampened by contact
with the clouds, ended the rigidity of the wings
and consequently placed the occupant of the ma-
chine in danger from the possible collapse of the
frame work.

Tires -are now being manufactured
quantities, their construction being
the famous Goodyear automobile tires.

in large
similar to
Piano wire

tape in the base makes it impossible for the
tire to tear loose wher the aeroplane lands. The
new tire is of the detachable type.
= ze a pw
Willis Co. Will Exhibit at Boston
The E. J. Willis Co.. 85 Chambers St., New

York, who were pioneers in the bicycle, automo-
bile and motor boat supply business, and who
have been carrying a full line of aeronautical sup-
plies for the past year and a half, will. exhibit
a full line of motors, propellers, radiators and
fittings at the Boston Aero Show, February 20-25.
Their exhibit will be in charge of Mr. Walter
Shulman, who is an enthusiast in the sport-scienc2
of aviation.

The Willis Co., being manufacturers, are in a
position to cater to the wants of the aviator, and
during the last year have introduced many fittings
absolutely necessary in the construction of aerial
craft. The Willis Co. have been doing an ex-
tensive business in this line throughout the United
States, Canada and Mexico, but have not halted
there, but have sold trade in foreign countries,
and report that the results have surpassed their
expectations. A new catalogue has just been
edited which will be sent free to anyone interested.

The Kirkham-Eells Co. of Bath, N. Y., is building
a new 6 cylinder 4 cycle aero engine 44% x4%,
to weight 235 pounds, and give approximately 50
h.p. at 1,350 rpm. Another higher powered en-

gine will also be built.

37

January, 1911

INDEX TO VOLUME VII

Note.—Volume I started with the first issue, that
of July 1907. Volume II started with the issue
of January, 1308.- Volume III started _,with
the July, 1908 issue. Volume IV _ started- ‘with
the January i909 number, and Volume V- with
the July, 1909 number. Volume VI started with
the January, 1910 issue, and Volume VII started
with the July, 1910 number.

Owing to a lack of space, it is absolutely
impossible to index all_the flights of aeroplanes,
the balloon ascensions, news and trade items, the
monthly review of affairs abroad, ete. The
following list barely covers the principles articles.

JULY, 1910
Page
Gliding as a Sport, by Hiram Percy Maxim.. i
Can a Man Fly with Wings, by Prof. H. LaV.
evita, apap Gian 3.5 oe Coe eae J sonbpere 2
New Prizes (World-Post Dispatch, N. Y. Times-
Chicago Post, Edwin Gould, Evening
World, Scientific American) ......... Rye 4
How: to Make. a -Propeiler: > -. -2>.- aa eee 5
Curtiss Wins $10,000 Prize in Albany-New York
MUCHO owe eee ee eae senses 7
Hamilton Flies) to Philadelphia.............. 10
Wright Students Complete Training.......... » WAX
Moneola; Buta ohio ecclesia Se ole ele ee ee ee 12
The Loose Monoplane, by Cleve’ T. Shaffer.... 16
Flying in Mexico, by E. L. Ramsey.......... 17
Affiliated Clubs Revolt; New National Body
Organizes}. 22.22 eee eee eee >. oe
Wright Injunction Wacated................... ~ 28
Ranson, vs. Writ Suib- . 2) Soe ie see
Record) Kate WUERE® = = sok 2 < Saisie oleleietala= eee ne
Ammy = News Fi: o> f ..0=.s See es eee eee - we
Foreign Letier, by Greely S. Curtis.......... 23
Glnbirew ss 2 6 ol. ois eo ee ee cae eee eee 25
Exchanges and “foram. -.< <4 %-- =s6eeseeeee 26
The Buyers’ Guide (Detroit Aeroplane Co. mo-
tor and the Whitehead motor)........... 28
Patent bist: Geoscience 2. oe be eee eee 30
ASCenBIONS |. = 2 Jaesciesis Sec ok eee eee eee 33
J. W-. Dunne’s Automatic Stability Device... 36
AUGUST, 1910
Paradoxes of the Air, by C. W. Howell, Jr. 37
Stephens. ‘Stability Coautrol. 3...) 22 22S enteeia = 38
Can a Man Fly with Wings, by Prof. H. Lav.
Twinins. . /ifeds70 sas b> oe cle wee eee 39
The World’s Record Altitude Flight, by W. ‘RB.
Brookins » | 420) 4s o ees - te eee ee ee 41
Humidity and Flight; by Dr. A. F. Zahm.... 41

f

Brookins’ World Altitude Record at Indian-
ADOLS) = velo ss © es n/a eee Oe ee 42
Brookins’ World Altitude Record at Atlantic /
City She ae Sch ct re oes Se a A
Montreal -Meet, 5-22 2 F- soiseic ice sao ons eee 45
Army News 2. 26 2.0 hades osse Se sober ee 43
Harmon Sets New U. S. Record, Flying at
Wineola © (Af so. see ee eee ea Bee -- SO
Construction .Aids—319- --52-5>- oe eee eee 51
National Council of the Aero Club of America
Formed. “tse Jol tees sc ees nee eee 52
Second Annual Aero Show of the Pacific Aero
Clute. by Cleve ‘i: Shaffer 25-2. ae seen 53
Poreign.| Happenings > 2a oes ote v2 ae
The New Farman Monoplane..............:.. 57
Aviation Treaty Between Mexico and the
United States’ ...4- See pointe eee - 58
Rules for Chicago-New York Flight ....... «| ag
Rules jfor Gould) $15:000 Prizve~.-. 2. see seen 59
The Wrisht, Suits: <2 20242. 22. eae eee eee 60
The Buyers’ Guide (Call Engine, U. & H
Mae neto Ws 2 oie aie ole nie e clsiiel =, sac eee
Club- News) 223%. sSe.2-% 22% Seeks Sin oe eee 69
Exchange and Forum *....... 22.200 s- 2s poe eee 70
ASCenSiIONS (2550S Ss Lda 8 ee ee ek ee 73
SEPTEMBER, 1910
Proving Horsepower by Reaction, by C. H. In-
MAN se oo no dc Sed eee ee oe es oe 77
Construction. Aids—2W ~ to Scouse oe eee 81
Aeroplanes and Balloons in Mexico, by E. .L.
RAMSEY: oo a3 s.- cel we arene sete ant ee ee 83
The Wiseman-Peters Biplane. by Cleve T
Shaffer: © .,.5)5%~ ssc bist tears se ee eee 84
The Stevens Monoplane, by.Chas. E. Schmerber 86
At the Los Angeles Aerodrome, by Prof. H:
La. V. “‘Dfwinine. ..2- cass eee ee eee 87
Meets—Asbury Park, Omaha, Toronto, St.
Louis; ete. «<0 5 serene eat eee eee 88
New Curtiss and Baldwin Aeroplanes...... 92-96
Walden. Aeroplane)... jcietiencnsceecace nis apie eee

AERONAUTICS January, 1911

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The Scientific American Trophy
WAS THE FIRST AVIATION TROPHY

offered in America. Likewise, the Scientific American
was the first weekly in the United States to treat
of Aeronautics. All important advances in this engros-
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Scientific American during the past 65 years, and
the huge-strides now being made so rapidly are
reported from week to week. Only by reading the

SCIENTIFIC

AMERICAN

regularly can you keep up-to-date in Aeronautic matters.
@Send us $3.00 at once and we will place your
name on our mailing list for the year 1911 and send
you besides all the issues of Nov. and Dec. 1910,
including our Special Aviation Number describing
all the leading aeroplanes. 22 2: =: 2:

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361 Broadway : 3 New York

Scientific American Trophy, Offered in 1907

In answering advertisements please mention this magazine.

AERONAUTICS

HUGO C. GIBSON

presents his compliments and best
wishes for the season to all present
and future friends oe ::

Slay we all be Propelled rapidly

to participation in the good wwe
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HA II IIIA III I ASIA SIA ASIA ASDA SAAD ASIA A ASDA AA AAAS AAA A II

January, 1911

{AOU UO OOOO UO UO OOOO OOOO
*«

IN AN AEROPLANE

AERONAUTICS

EAEEETA Sy Mraiete ictal ct erelicks (oye fllodas sie vse wrenehe eel esereccieielsiel aie 98
Burgess Aeroplane ..........--eeseee ere eee ees 99
In the Aerial Market Place (Detroit Aero
Construction Co, Engine, the MHall-Scott
Ande MeLroit ROtALY.)) cca cc ye cee s weld es 100
Subscribers’ Exchange and Forum........... 104
Foreign Letter (Le Blanc Wins 485 Mile Race) 107
USPESTUSOLSTNS ieee chee npaiiai seca aie cateretwiele os. a> see 5 eter ere 109
MIM br ONGWS 05. foc die eels wo ectern ee eee ee 109
OCTOBER, 1910
An American Balloon Trip Over Rome, by Ru-
ATSIC en EV VIO LI Siz eter eeestede pe cicon cabo scolle\ails lanelectelse/sterls 111
Propeller Design and Construction, by Spencer
BPR rE TER yes ere eo oitae lersiduere cys cla ateieleleiaks afer 112
The Make-up of a Bird’s Wing, by Dr. A. 8S
PONE ae eves tia tebisrie aleevone opapiey cts) ol ignel oyatie’el chats, «se axe ce 113
Harvard-Boston Meeting, by Greely S. Curtis... 115
Perkins? Man-Garrying Kite ... 2... cee. ee ee 118
Curtiss Flies 12915 Miles Over Water........ 119
Pea NTONUMerOSSES! SOUNG™ oe) oeo srccie cies elec sve wee 119
Maem NV Niet pIMOGeL str. sic sic tee oom avelelle s vniee 120
Selfridge Monument Erected ...............--. 121
Meamamtareene pBiplame —. .:.). <2. « ciste ole sists ele 121
At the Mineola Aviation Grounds (Frisbie Ma-
RETITLED Is hearers en keer ats, susMereWe er chenete e) ole 122
Flying Out on the Pacific Coast, by Cleve T.
Shaffer (D. H. Gordon Machine).......... 125
Flying at Los Angeles, by Prof. H. La V
BTRVUGI ENE TN oy yentatettcch hate torcle<Petete oasis ewe ens] eeneperh sl ofa) 126
Trea LTCC TET Ke SU Roo lote cio co ros OOIDIO Dio COOmIOS 126
Asbury Park, Meet Concluded ................. 127
Sheepshead Bay Meet ............5.....-.2-- 128
Wireless on Aeroplane, by Capt. Geo. A. Wiec-
TOKO RT WS SA Pou aiiale tere ick aha af bic stabs aievelrey seetceJeverel eters 129
Ghicavo-New. Work Race’. 2. 0. imc. ee ee 130
ROPSUPAT SUS MESS UD Comets aes were) oie) Searo ey ope scess steno 7s cta,e eieie efeve s 132
National Council of A. C. A. Issues By-Laws... 132
BPEONGHTCRE (Gln Biplane; <<cc<--)ep 2 che ae wae wl oe eter 133
MATERIN SAN IPACIITS INU) ee pecaie has cia esas sce ceecs © cuets svete sve 134
EE ETUES IE r pee ouer tye: cllcu alice Kone baie yeifeine s<).c cvedey-oh ene, sie e)ea 6 134
itradey Notes «cAnzani Motor) *.. 2... <2. 0s. cee 136
A Simple Way to Draw a Parabolic Curve.... 138
Subseribers’ Exchange and Forum............ 139
PRE MMIC CEEIS mireystses sels conc! cite oie ore neteusle, els eneyave eele!e 141
Thrilling Night Balloon Trip, by Dr. Thomas
OME SL CHIC) Gl Cretan tel oieoh cote (cps dol ces toesveresoreusie cere one) 143
PUREE PATE STARR TRG Sich ice ore sacrclcio tes ne ce cae ne endty aewoee ese 144
SORERAE NONE VS Un serctiste ot onel chat =ane Col akes(eHalfeveriatelis’ syieuelieisiiere (e/ojopr 144
- NOVEMBER, 1910
Aeronautics and War, by Lieut.-Col. W. A.
CIPS LOR Cm eae tods eine be Teyan note teh eke Toker ols usle: oye vetere 145
Aeronautics in the Argentine, by Henry Helm
TACOMA eter ersten sioter nce aco te tay in oN ouey acy s ole telohe)cilene 147
Aeroplanes Flying in Mexico, by E. L. Ramsey 148
Wing Sections, Principal Aeroplanes.......... 149
Notes on Framing of Aeroplanes, by O. Ur-
PEPER EL m0 Te Fiera earns ata are Tal ohne ora toetesaca els aNepa lane 150
The Eteve Automatic Stabilizer, by D. K.
PETOO RN SIS Geyer er circu cee wih, cia fm otayrate: sy oc) Soe: wile aciev'e faye wraifa 151
impe) Pressey Automatic Control............ 5: 152
meter to) Aero Club Members....2......0.... S183
MONStTNUCtION- VALGS—oXSVL 60. ie ees et ee ee 154
The Missing Link in Aeronautics, by John
eM SENS Fea Nin are BOPAN cw clo cettilcs i/o) srralio tats de ira) =. \aingotais.s,c.teke o 155
Belmont (International \Meet ................ 158
Exhibition Flights Over the Country.......... 159
Hoxsey and Brookins Set New Marks........ 161
Stebbins-Geynet. Aeroplane ....4:.5...5..5..+% 162
nena. pwilloughby* Mlights............2.0.. 163
Hamilton Aeroplane and Engine............ 164
ICN EMU ST DIAM Gis oro sicls Sais cya wee wine bieels s 165
Meme seers Quadroplane ... 5.5 .......25 165-166
Orville Wright Flies Over Dayton............ 166
William E. Somerville Aeroplane............. 166
Gordon YBennett Balloon Race ...........-..- 168
Piaminacion Balloon Hace (2 esis. wees nee ee 168
The Weather Map, by Dr. A. J. Henry........ 170
British Fabric Testing Device, by T, O’'B.
FACS FD Cem wyey see nek vatchsesisircver s) Wath ciate. s s cvomb wel wie 170
Flying on the Coast, by Cleve T. Shaffer
(DeBerry, Ivy Baldwin, Roehrig, Loose
MUA GHNIIES): We eiccctet che otc iereWeelsie cise, sack seins s 171-172
Flights, at Los Angeles, by Prof. H. La V.
MENOUMIINO CEs crete tebcisiee eke arclt e's Se a cae semucle 173
Mineola Aviation Grounds Flying ............ 174
PN RZ CE eri aie Tote sale Soren Solar cca, ashe we ee ese 175
Roberts, Fox, Herman and Smalley Motors. .176-177
PaCS MeN Veter eye sec cicie isis kbp seems 178
SRFEL ET MMRB INCL CY e ite cee sfaoe Suny sith a cellos wane eiwiake ane 180
BSG OMNI EC Sacto sot criors le fa farses gscfei ar sae Siaaio.sa.'er7eu le oa ele bcs 181

January, 1911

IMMS

MAGNETOS

WITH the Simms
Motor Starter the
motor can easily be
started on the switch.

"THE dangerous turn-
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by hand is done away
with.

Write for Booklet D
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eMciENY. LBA

The SIMMS MAGNETO Co.
1780 Broadway :: New York City

London Representative : Paris Representative :
Simms Magneto Co., Ltd. Cie des Magnetos Simms

DECEMBER, 1910

Aeronautics and War, by Lieut.-Col. W. A.
Rr PASAT ONTO Eta 57 ai'a alba aleesml cuca eesist of Senet aera tetea mise 189

The Aeroplane Engine for 1911, by Antony H.
AMIMIS toner elele Serene SoTihct ciecavares s/oachesse one eT oeeNe 190
Notes on New Wright Machines.............% 192

Parmalee Flies Dayton to Columbus and Hox-
SOQys HU SINGS FS Fe Arstepaiovara « chess eieis Seces S oe oe 193
My chess front “Warship sn. s.te).<cncreaistte aetee le aie 195
At the Mineola Field, by J. Suche......:... 197

News on the Pacific Coast, by Cleve T. Shaffer
(Wisemann-Peters II Machine) ........... 198
The Voyage of the ‘America,’ by Melvin ‘
aa Raa aT eeyemete arcs ols cysRaveioionavel euctotencioete rere 199
Belmont Aviation Meet Matatarsisncta axclane eer OU = Onn
Curtisso MOO Plame ss ci ssre «sivas es sietatethanttnte eee 206
Baltimore jAwiation Meet ....c...%ateees cece. 208

Los Angeles Novice Meet (Walsh, Slavin,
Roehwiz),. by. Prot, H..hae We wowinine. -o. 209
Denth ) off (Ralphs Johnstone. 22025526226 eee, 210
Minor Meets) and Exhibitions s:..:..:........ 210
Deathygote On (Chanute 252 28s hacer eet oe 211
List of Fatalities with Power Machines...... 213
Gordon Bennett Balloon Race Results........ 216
ASCO SODAS is chet arairsle stein ete abe ator ee cant ee wee 218

Philadelphia Aero Show (‘‘Miss Detroit’’ Mono-
plane: Gall Engine) 232 sated otk ae ele 219
Bxhibies: iat Belmont set. strstr elec ene 220
Ste Louis Aeros Showsats .vasenceoe en eee 221
German) Wright Patents’ Upheld. 52... ou...02. o 222
Wellman! Transatlantic: “—ripmccerce ocecam ance 223
Aero Club of America Annual Meeting........ 224
Glubic HNGWST acts eclonote ero seit eects cen e meeate aes 224
HOLei en DNCWSet a acre a mistemeieen aye che tan eae a eee 226
Trade Notes (Details Rinek Engine) .......... 227
Communications and Exchange .............. 230
The Aero Show at Grand Central Palace set
aside a special room for the use of the Aero
Club of America and its members, without any
charge, and so advised the Club. The president
of the Club, Mr, A. A. Ryan, replied to the effect

that as it was the Club’s intention to give a show
devoted exclusively to aeronautics to be held at
a later date, it did not feel that it was in a posi-
tion to take part in or “‘sanction’’ the aeronautical
exhibition to be given in conjunction with the
International Automobile Show.

38

AERONAUTICS

250 West 54th Street
New York City

CABLE: AERONAUTIC, NEW YORK
"PHONE 4833 COLUMBUS
PUBLISHED BY

AERONAUTICS PRESS, INc. }
A. ¥. JONES, Pres’t _ — E. L. JONES, Treas'r-Sec'y
SUBSCRIPTION RATES ;
UNITED STATES, $3.00 FOREIGN, $3.50
ADVERTISING REPRESENTATIVES:

E. F. INGRAHAM ADV. CO.
116 NASSAU STREET NEw YorK CITY
No. 42 JANUARY, 1911 Vol. 8, No. 1

COPYRIGHT, 19010, AERONAUTICS PRESS, INC.

Entered as second-class m matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.

AERONAUTICS is issued on the 20th of each month
All copy must be received Dy the 10th. _ Bdvertis
ing pages close on the 15th. © :: :

Make all checks or money orders fice neice
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted.

Next Bennett Race May Be Truly International

Following out the suggestions of Aeronautics,
in the October number, the Aero Club of America,

to its members.

be sent upon request.

U. S. during that period.

Aeronautical Society

All interested in the Art of Aviation should join the Aeronautical
Society. Being the first organized body of its kind, and having
accomplished more than any other association, it offers real benefits
What was done from the day of its formation in
July, 1908, to December, 1909, is described in a booklet which will
It is practically a history of aviation in the
In the last year 50 machines have been
built in the Society’s shops at Garden City, L. I.
have actually flown over the Society’s grounds.

mation and booklet address the Secretary, P.O. Box No. 28,
Station D, New York City, or else No. 1999 Broadway,

where weekly meetings are held.

January, 1911

in sending its challenge for the 1911 Gordorm ‘Beén-
nett, has asked the donor of the prize if it
would be possible to restrict each elub entering
to the use of home-made machines. “All the Ben-
nett balloon races have been won by foreign-made
balloons, and the 1910 3ennett aviation contest
by a machine constructed elsewhere than. in«the
country of its owner.

This is a step in the right direction and the elub
must be congratulated on realizing the importance

of this matter, even at such a late date. For
a long time Aeronautics has persistently urged
this very thing in connection with the balloon

race.

Ascensions

PITTSFIELD, MASS., Nov. 20.—J. J. Van Sleet,

pilot; J. J. Van Valkenburgh, and Jay B. Benton,
in the ‘Pittsfield,’ to Windsor Locks, Conn. Dur.,
2 hrs.; Dist., about: 50.'. miles: The

start -and
landing was made at night. i
St. Louis.—See special story,

Pittsfield.—See special story.
St. Louis Show Bankrupt
G. L. Holton, holding the title of ‘“‘manager’’ of

the recent St. Louis Aero Show,
in bankruptcy, his assets
clothes,

This show was held

has filed a petition
being $7.54 and his

“under the auspiees of the
Aero Club of St. Louis,’’ so advertised, and, held,
and a circular letter to members of the elub was
sent out to this effect. Whether the club was to
participate in the expected profits is not known, but
it is now announced in plain black typewriting,
on one side of a sheet of paper, by A: B. Lambert,
the club’s president, the ‘‘Aero Club of St. Louis
had nothing to do with the indoor show at the
Coliseum, other than to reserve space which. we
paid for.’’

The impression was given out that the club was
running the show; certainly no attempt was ever
made to disabuse the minds of those in aeronautie
industries of such an idea. The club had ample

time to disown any connection with the affair’after
the first published announcement of the show:undey
its auspices.

Of these, 26

For further infor-

ERONAUTICS January, 1911

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CAN ‘YOU 'F LY’?

Your Aeroplane may be perfect, But—

The Engine Decides

If you have lost money trying out experiments buy an HF and win
your money back. This engine makes you a master of the air.

a

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1911
50 H. P. aeroplane engine

Harriman model

We will demonstrate this engine in an aeroplane to those interested.
1911 model 30 H. P. power plants ready for immediate delivery.

HARRIMAN MOTOR WORKS

1402 BROADWAY, N. Y. CITY

Works: South Glastonbury, Conn.

In answering adver tisements please mention this magazine.

AERONAUTICS

ss Bebop obefeebeebeofecoefeohe fe obecfoofe feofe che ofoofo cho ofe fo ohooh ofocfe ope cheated
= BALDWIN’S

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VULCANIZED PROOF MATERIAL
Aeroplane Fabric a Specialty
All Curtiss, Mars, Willard, Hamilton, Shriver, Russell, Seymour, Burgess

Co. & Curtis, Frisbie, and all the best fliers have their Aeroplanes Covered
with Vulcanized Proof Material. :: Use Vulcanized Proof Material and Win

Lahm Balloon Cup—697 Miles. Forbes and Fleischman, Balloon “New York”

Best Duration Indianapolis Balloon Race—35 Hrs., 12 Mins. Forbes and Harmon, Balloon
“New York”

U. S. Balloon Duration Record—48 Hrs, 26 Mins. Harmon and Post, Balloon “New York,”

St. Louis Centennial

U.S. Balloon Altitude Record—24,200 Ft. Harmon and Post, Balloon ‘“‘New York,” St. Louis

Centennial
Gordon Bennett Aviation Prize
30-Kilom. Aeroplane Speed Prize
Grand Prize of Brescia for Aeroplanes
Quick Starting Event at Brescia
2nd, 10-Kilom. Aeroplane Speed Prize
2nd, Brescia Height Prize—Glenn H. Curtiss

New York World Prize, $10,000—Albany to New York. Glenn H. Curtiss
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BALDWIN’S VULCANIZED PROOF MATERIAL

USED IN THE U. S. GOVERNMENT DIRIGIBLE AND SPHERICAL BALLOONS

ILL last from five to six times as long as a varnished balloon. The weight is always

W the same, as it does not require further treatment. Heat and cold have no effect
on it, and ascensions can be made as well at zero weather as in the summer time.

The chemical action of oxygen has not the same detrimental effect on it as it has on a
varnished material. Silk double-walled VULCANIZED PROOF MATERIAL has ten
times the strength of varnished material. A man can take care of his PROOF balloon, as
it requires little or no care, and is NOT subject to spontaneous combustion. Breaking
strain 100 lbs. per inch width. Very elastic. Any weight, width or color. Will not
crack. Waterproof. Notalcum powder. Norevarnishing. The coming balloon material,
and which, through its superior qualities, and being an absolute gas holder, is bound to
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Prices and samples on application

Captain Thomas S. Baldwin

Box 78, Madison Square
NEW YORK

Herderdecfoode ofode oho ofe ofoofe ofo oho ofe oho ofe oho oho fo oho fe ofocfe fo cfo ce ooo fe ofe cho

In answering advertisements please mention this magazine.

January, 191

iB as Ba oBs Be Ben Bn Ben aBe abn aR Banke ae oka alee aha ake Ln ake aXe ole ae ake ake ake ihe Re ale alke oLe ale clbe alia elle alte cBnalinatte «Bn afbe aRtncla cite BaeSe Re cie cl. 2. B92 @ 9 © 2 S me oo 2 o o o « « « ‘a jee de “= ae Ya 46 tesa eo

AERONAUTICS

Classified Ac

¢c Advertisements

SEVERAL BALLOONS AND AIRSHIPS for sale
at bargains. Address A. Leo Stevens, Box 181,
Madison Square, New York.

FOR SALE—Genuine Curtiss aeroplane made
by G. H. Curtiss at Hammondsport factory. Com-
with 30-h.p. water-cooled Curtiss motor, in-
cluding packing boxes and extra parts. Immediate
delivery. Flights guaranteed. Price $3,000.00.
X, care of Aeronautics.

EMPLOYMENT WANTED by a young
whose ambition is to fly. Has made
models, studied the aeroplane, assembled
parts of motors at Buick automobile

Sitts, 865 Patterson St., Flint,

man
several
working
plant.
Mich.

POSITION WANTED by
sober, industrious,

young man,
as aviator’s assistant. Has had
years’ experience driving and repairing autos.
Will take low wages to start with. Will go any-
where. Can furnish good reference. Pierce, 31
W. Florida Ave., Atlantic City; N. J.

steady,

we

FOR SALE.—Complete Anzani 30-h.p.,

cross-channel type motor in _ perfect
Rene Le Lnomier, 20 St.
Mass.

3-cylinder
condition.
Germain St.,

AVIATION DIRECTORY. Just out. The place
to look for the addresses of all manufacturers of

aeroplanes, aviation motors, propellers, and sup-
plies in America. Classified and complete. In-
formation could not be obtained elsewhere in a
year. You don’t need to write a _ letter. Just
enclose your address and 25 cents. I'll Know you
want the Directory, and you'll get it by return
mail. Send now. Your money back if you're not
delighted. L.. M. Allison, Lawrence, Kansas.

P. S.—Price 450 cents after

February 20.

FOR SALE.

Bleriot type monoplane, three-cyl-

inder Humber motor, 25-30 h.p. Machine has
been flown but six or eight times. Can be seen
by appointment. Price, $2,500. Will demonstrate

in flight. C. W. G., care of Aeronauties.

TYPEW RITERS—AIl makes. Caligraphs, $6;
Hammond, Densmore, $10; Remington, $12; Oliver,
$24; Underwood, $30. 15 days’ free trial and year’s
guarantee. Harlem Typewriter Exchange, Dept.
MUsiecld WwW. Lebth St, NWew York City.

FOR; SALE—50-h.p. “HF,” or Harriman, aviation
engine, new, $700. This is the same size engine
that the Harriman Motor Works are charging

$1,675 for. Address Box 3, Girard, Kan.

FOR SALE—Harriman
model; brand new.

engine; 30-h.p.; 1911
Harriman, care of Aeronautics.

ENGINEER, having aé_e profitable aeronautical

plant, desires to have same extended and financed

by contributions to capital stock of a proposed

corporation to be capitalized at half a million dol-

Jars. Investigation invited. Aviator, care of Aero-
nauties,:
.

~ In answering advertisements please mention this magazine.

January, 1911

Are You Interested In

Manufacturing Processes
Manufacturing Appliances
Light-weight Power Plants
Aeroplane Motors
Industrial Development

Engineering In Any Branch?
THEN YOU SHOULD READ

Cassier’s Magazine

The Leading

Engineering Monthly
Important Illustrated Articles
In Each Number

Three Dollar a year, or

Send 25 cents for current-number and two
sample copies—Three copies.

Sample copy free on request

The Cassier Magazine Company
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AERO

Published Weekly

Edited by
E. PERCY NOEL

Every Saturday eS Two Dollars a Year

The First Weekly Aeronautic Publication in America

Every week AERO brings to its subscribers, first and
above all, the news, written and illustrated with a re-
gard for detail.

Every week a corps of expert aeronautic writers
from the big cities of the United States and the capitals
of foreign countries send the news to AERO.

The mechanics of aeroplane construction are taken
up at length. Descriptions are i,lustrated with line
drawings and photographs, and are a regular feature.

Signed articles by aeroplane, dirig.ble and spherieal
pilots appear from time to time.

People having things for sale, such as second hand
motors, aeroplanes, as well as those wishing to buy a
birgain; men wanting positions, employers seeking men
and a dozen other wants are included in the Classified
Want Section each week.

AERO is endorsed by leading aviators and aero-
nauts, cluh, societies and manufacturers in this country
and abroad, and those who are now reading it wonder
how they ever got along without it. You cannot afford
to miss it another week. The next issue may co..tain
just the information you want now.

a EE anes ane ES SE
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Ninth and Walnut Sts., St. Louis

PUBLISHERS OF AERO:

Please find enclosed $2 for which send AERO every
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AERONAUTICS _ January, 1911

LEDPPPEEP EEL EE PEE EEE EEE PEE Eb bee belek fo eberdcde fe eesfeofe she ofoedeofeobe oho ero ade dos

;

The Compliments of the Season
;
: From ‘‘Aeronautics”’
:
+>

+
:
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MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and _ confidential
reports.

JOSEPH TRACY

Consulting Engineer

116 West 39th St. cciaann seman: New York

raitve CARBURETTOR Peon
G.GA.

244 West 49th St.. NEW YORK
A. J. MYERS, Inc. Sole Owners U. S. Patent Rights
More Power—Less Gasoline—No Adjusting—No Priming—No Float Leveling—No Springs
AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE
SPRAY NOZZLE: Automatically atomizing the proportions of gasoline for high and low speeds.
BALL CAGE: Automatically controlling the openings of auxiliary air for high and low speeds,

Write for Booklet on Carburetion
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air

AEROPLANE MODELS

ee MAT. WILE ORE ya.
Two-foot Models—Reproductions of the ieee machines
Endorsed by the Leading Aviators

Full Instructions for Assembling sent with each Machine

BLERIOT CURTISS)
ANTOINETTE $ ] FARMAN $2
DEMOISELLE WRIGHT

Money refunded if not satisfied with your purchase
Send your money in TO-DAY to

REID & WHITE ** "vers.

1966 BROADWAY, N. Y. C.

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ERONAUTICS January, 1911

eae ee etter rttieteerrerceteseerrers

C. 6 A.

WITTEMANN

Aeronautical Engineers

Designers, Constructors, Developers of Aeroplanes, Gliding
Machines, Models, Separate Parts

PROPEELERS———
@)::: Illustrated Catalogue of all materials for the construction of any

type of aeroplane free. Write for it. Estimates promptly given on

any type of machine or parts thereof.

Our works are devoted exclusively to the building of Aeroplanes. Thus
we can devote our entire productive capacity toward building and constantly
improving this one line. We are not mixed up in the manufacture of other
work which might tend to divert our efforts and attention. We can deliver
machines on two weeks’ notice.

GLIDERS IN STOCK

Works: OCEAN TERRACE and LITTLE CLOVE RD., Staten Island, N. Y. City
Telephone: 112 W. West Brighton, Post Office, Stapleton

p ofe of ofa nfs oe ofa ofe ofe ofe ofe ofe ofa fe ofoofe oF ofe nfs ofe ofo ofa ee ze ole ole ofe eGo fe he fo ofa nse ofe ofe ofe ofa fe coco che le ohe eee re ge ee fe che of eGo ofe che oho ofoefo coche of

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?? DO YOU KNOW ??

THAT BOSTON’S

2nd National Exhibition of Aerial Craft

will be held in

Mechanics Building, Boston, Feb. 20-25th, 1911

ALSO

Ist. That it is generally acknowledged by those who have attended all the indoor aerial
exhibitions in America that last year’s Boston Exhibition of Aerial Craft was the Biggest
and Best.

~ 9nd. That any Exhibitor of last year’s show will tell you it was of Financial Benefit
to them.
AND ALL THIS ONE YEAR AGO WHEN THE GENERAL INTEREST
IN AVIATION WAS ONLY SLUMBERING

3rd. That this year will far surpass anything heretofore held, and have you an aero-

plane, an accessory, a model or an idea, it will pay you to exhibit and attend this exhibition.

WATCH THIS YEAR’S SHOW— DON’T FAIL TO BE THERE

For all particulars address
Executive Offices

Chester I. Campbell, General Manager 5 Park Square, Boston, Mass.

DOOOOOOOOOOOOOO0OOOO0O0O00OO000O0000OOO0006000000000000000000000000@

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2h Ss EUS 2 LAY ES NY of ie ites Ms, Jf “ae

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Our Balloons Made Good

=IN THE

National Race, Indianapolis, Sept. 17th, 1910

RESULT: Two Balloons in the International Race, St. Louis,
October 17th, 1910. The Only American Made Balloons in
this Contest—which proves that we are the Leading Balloon Manu-

facturers in America—look at our past records.

; Largest in America—testing with Air

CHICAGO—9 Competitors—Won both Distance and Endurance
trophies by a big margin.

INDIANAPOLIS—6 Competitors, Ist and 3rd_ prizes.

PEORIA—3 Competitors, Ist Prize.

ST. LOUIS—9 Competitors, Ist, 2nd and 4th Money.

CAN YOU BEAT THAT!

How we do it: by using the very best material in the country; building on safe,
practical lines, with good workmanship.

AIRSHIPS — AEROPLANES— INSTRUMENTS

FRENCH AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis,. Uz S48

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Vol. VIII, No. 2. FEBRUARY, 1911 Serial No. 43
PUBLISHED MONTHLY BY

AERONAUTICS PRESS, INC

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WESTERN UNION TELEGRAM

Los Angeles, Cal., Dec. 28, 1910.

“Of more than 30 California machines only
novice to qualify to date is Glenn Martin,
Santa Ana. Very fine flights to-day, around
course and cross country, with 4-cylinder
Elbridge. Roehrig will be ready to-morrow.”

Is it only coincidence that Elbridge
Engines were the only engines to
fly all summer at Mineola and

all winter in California ?

Our new booklet

“Amateur Aviation” is

not a record of hops or

I erass-cutting but of real
— flights by novices and amateurs.

THIS IS THE TIME TO FILE
YOUR ORDER IF YOU WANT A
REASONABLY EARLY DELIVERY.

ELBRIDGE ENGINE CO.

10 Culver Road 3 Rochester, N. Y.

ete eee eee ee

DON’T BE DISAPPOINTED

but get enough power

to fly and not “‘cut grass’”’

Profit by the experiences of others.
The Engine that stands up to the
work and is the “last word” in engine
building. ee oe ee oe ee

OVER 100 FLIGHTS BY

ANTONY JANNUS and REX SMITH at
Washington, D. C., without a single accident.
cA record unequalled by~ the best of flyers.

Be *‘Wise’’ and get our Information

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Office: 1737 Broadway

(Buick Building)
J. R. Westerfield Telephone 782 Columbus

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£1Les trv VUiLvVeitwY £ fu J f CUI UU \V, £VLt

The Cheapest Speed ladicatar!

Price is relative. First cost means little. It’s the years of satisfactory service that deter-
mines real value. Here the Warner Auto-Meter stands supreme—without a rival. It is so
refined in construction that it remains absolutely accurate, dependable and reliable for years
under conditions which would ruin a $250 chronometer in
an instant. Auto-Meters over 8 years old are as accurate-
to-the-hair as when new. We never yet have seen a
** worn-out ’’ Auto-Meter. Other speed indicators become
inaccurate in a short time, and must be replaced every
year or 18 months, yet they cost almost as much at first as

Th
Wiemer Auto-Meter

Quality has so much to do with satisfaction and the pleasure that F,
goes with it that even the owner of a moderate priced car should >
afford a Warner Auto-Meter. It’s good business judgment to

use it.
3 1115 Wheeler Ave
Warner Instrument Company, “',..yc°'rA
BRANCHES:
Atlanta, 116 Edgewood Ave. Detroit, 870 Wandw-~4 A--~ Philadelphia, 302 N.B — =e j |
Boston, 925 Boylston St. Indianapolis, 330% N. Illinois Pisbarg. 5940 Kirkwood See ae
Buffalo, 720 Main St. Denver, 1518 Broadway "St. Portland, Ore., 14.N. 7th St. Se Bt

Chicago, 2420 Michigan Av. Kansas City, 1613 Grand Ave. San Francisco, 36-38 Van Ness
Cincinnati, 807 Main St. Los Angeles, 748S. Olive St. Seattle, 611 E. Pike St. [Ave. =
Cleveland, 2062 Euclid Ave. New York, 1902 Broadway St. Louis. 3923 Olive St. Other Models up to $145

PARAGON PROPELLERS

Patents applied for.

Copyright, 1910, by Spencer Heath.
Quartered White Oak with Spruce Interior. 8 ft. diam., 12 to 16 pounds.

: They are built to order, every one for its work,

Paragon Propellers Satisfy. soloed Galle calculated and designed, and per-

fectly balanced, the two blades being exactly alike, even duplicating the grain and color of the

wood. They give heavy thrust but they are built to fly and they do fly. They keep right on
pushing, and do not lose their thrust when they get up in the air.

We,are furnishing such well known aviators as Glenn H. Curtiss, Chas. F. Willard,

Capt. Thgs. Baldwin, Harry S. Harkness, and many others. Our propellers are also used and

_ spoken very highly by J. A. D. McCurdy and ‘‘Bud’’ Mars, of the Curtiss aviators. Mr.
Curtiss Avas so well pleased with the first we sent him that he ordered another immediately by
wire f is Gordon-Bennett racer.

illard’s Gnome-driven biplane making great flights at Los Angeles is equipped with
Paragén Propellers, also the Curtiss racing biplane, winner of the great speed event at

You cannot lose on PARAGON PROPELLERS. We could not afford to have a dis-
satisfied customer. Our guarantee of satisfaction is absolute. Ask any of our customers.
Oup’prices are not more than you pay for the other kind.

Get a PARAGON designed for you now and save time, money and disappointment. Ask
us for a printed blank on which to tell us your requirements.

Not one of you has made us an unsatisfactory report. Your
e .

To Our Customers: compliments are pleasing, but we want your complaints, if
you have any. If any of you are not fully satisfied in every way, kindly notify us. Our
guarantee is good, und we mean it.
See our Exhibit at “AERONAUTICS.”

AMERICAN PROPELLER COMPANY :: 616 G Street, N.W., Washington, D.C.

In answering advertisements please mention this magazine,

MLEINUINAY LLCO CUM YY, tytt

TABUTEAU, WINNER OF THE MICHELIN TROPHY
362 Miles in 7 hours, 45 minutes

@. He used a Bosch Equipped Maurice Farman Biplane, with 8 cylinder
Renault Motor on this flight. | Grahame- White, Winner of the Gordon
Bennett Trophy, also used a Bosch.

@. Thus the greatest aeroplane records of the year were won by Bosch
Equipped machines, as were also all of the distance and speed records
of 1910 which still stand.

Information on aeroplane ignition can be had by addressing any of the

Bosch Magneto Company Offices.

BOSCH MAGNETO COMPANY

223-225 West 46th Street, New York

Chicago Branch: San Francisco Branch:

119-121 East 24th Street 357 Van Ness Avenue

Detroit Branch:
878 Woodward Avenue

In answering advertisements please mention this magazine.

MEKRONAGLTICS

February, 1911

HOW TO BUILD A CURTISS-TYPE BIPLANE

By G. H. Godley.

(Through the courtesy of the Editor of ‘‘American
Motorist” we are enabled to print the first practical
treatise on the actual construction of an aeroplane
complete that has appeared in any aeronautical
publication. Mr. Godley is an engineer on the slaff
of the above journal and is a member of the Aero-
nautical Society.—Epviror.)

lief, aeroplane construction has no very

deep secrets, and the work is not diffi-

cult for a man who is fairly handy with
carpenter’s and machinist’s tools. Doubtless
there are thousands of amateur mechanics in
this country who have both the skill and the
tools, and with a capital of a few hundred
dollars any one of them could build an aero-
plane capable of making satisfactory flights.
The series of articles of which this is the
first will give the instructions, illustrated with
working drawings, for the construction of a
Curtiss-type biplane of 30-foot wing spread.

The time necessary to build an aeroplane on
these lines depends of course on the skill of
the workman, the help he gets from others,
if any, and also on the amount of his capital;
for much time can be saved by buying from
supply houses small parts which would other-
wise have to be made by hand. Turnbuckles,
for instance, can be made from bicycle spokes
and nipples and strips of sheet steel, or
they can be bought for 12 or 15 cents each.
As a hundred or more of them will be needed,
they make quite an item. The oval beams
and struts may be bought ready shaped at a
sawmill, or they may be shaved down by
hand. It is safe to say, however, that a
good man working two hours each evening with
fair regularity can finish a machine during
the winter. [Turnbuckles, guy wires and all
parts may be purchased all ready for use from
any of the supply houses or builders advertis-
ing in “Aeronautics,” saving considerable time
and labor for the man to whom expense is not
such an important item.]

First of all the prospective builder’ will
want to know the cost. The best answer is
that the machine will cost all the builder can
afford, and probably a little more. As a mat-
ter of fact, it depends, as indicated above,
largely on the amount of detail work which
the builder chooses to do himself, and also on
the quality of material which he uses. Qual-

Cie, ero no doubt, to the common be-

ity should never be skimped in such a way
as to make the machine unsafe; but there are
one can save money or

Many ways in which

LEVATOR
eee ROD

‘ELEVATOR :
BAngoo

lavish it, according to his bank account. The
surfaces may be covered with rubberized silk
at a cost of $200, or with ordinary linen cloth
coated with a home-made preparation at a cost
of perhaps $30. The thousand feet of trussing
necessary may be of piano wire at 4 feet for a
cent, or steel cable at four cents a foot. The
minimum figure for the complete machine, ex-
clusive of the motive power and accessories,
will be about $150; the maximum about $500.

The motor is another proposition entirely.
A man who is acquainted in a number of
garages and automobile repair shops may be
able to pick up a second-hand motor which will
do the work for a couple of hundred dollars.
Any motor which will actually develop 30 h. p.
at 1,000 revolutions will fly this machine. As
to the weight, the lighter the better, but 400
pounds for the complete power plant is not
excessive. Low power and considerable weight
will naturally make a sluggish machine, but
one all the better for the beginner, as he
will not be tempted into rash feats.

On the other hand, if one is plentifully sup-
plied with cash there are a number\of special
aeronautic motors of 25 to 50 h. p. costing
from $500 to $3,000.

A workshop of considerable size will be nec-
essary. To assemble the machine completely a
clear space 40 feet square must be obtained.
It is possible, however, to do most of the work
in a smaller room, building the machine in sec-
tions, and assembling these only when all
are completed. If the work is done in this
Way a space of 10 by 15 feet will serve. When
the machine is ready to fly the budding aviator
must. of course find a suitable field, smooth
and unobstructed and at least 10 acres in
extent. If no building of sufficient size can be
had at the field for the assembling of the ma-
chine, the work may be done in the open air,
the machine being covered at night and in
stormy weather with a tarpaulin and securely
anchored to stakes.

The great advantage of the Curtiss type
of construction, and the principal reason why
it was chosen for this article, is the division
into small sections, which allows the machine

to be taken apart and assembled with the
greatest ease and to be packed for shipment
in a few comparatively small boxes. Glenn
Curtiss’ fame would be quite secure if it

rested only on the invention of this construc-
tion; had he never flown a foot he would still
be recognized as a designer and engineer of
the first rank.

Se SIAN Fane

eB

Model of a Curtiss Built by Church Aeroplane Co,

February, IQ1mr
ae

AERONAUTICS

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AERONAUTICS. February, tort

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AERONAUTICS

Strut —

Socket —-

FRONT END

Front View

Side View

February, I91r

Side View

The Strut Socket Bolt Passes Through the Main Rib and the Beam.

In the Curtiss type the main planes are
divided into sections of a length equal to the
distance between struts; the machine illus-
trated here has this distance equal to 6 feet.
The struts can be taken out and the sections
laid flat on each other. The framework for
the front and rear rudders can also be jointed
if desired. The longest parts of the machine,
when taken apart, are the two diagonal beams

running from the front wheel back to the
engine bed, and the skid. The horizontal front
rudder is packed intact; the vertical rear rud-
der is unhung and laid flat on the tail. Two
men can take the machine apart in a few
hours and can put it together in a day. Mr.
Curtiss has so far refused to assert what

rights he may have to the exclusive use of this
construction,
The planes of the Curtiss-type machine are
covered with a single surface of cloth,
stretched over the upper side of the ribs
which give the curvature. The ribs are in
turn laid on top of the beams. Both ribs and
beams are completely exposed beneath the
planes. Although this probably increases the
wind resistance, it makes a very light and
simple construction.
LARGER RIBS BETWEEN
Two distinct types
ribs and small ribs, both of the
ture. The main ribs are used between pairs
of struts, to hold apart the front and rear
beams; they are heavy enough to be quite
rigid, Three or four small ribs are laid
across each section of the planes, between
the pairs of main ribs, to keep the cloth
surfaces in the proper shape. The main ribs
are twice thick as the small ribs, being
built up of six %-inch layers of wood instead
of three; they are %-inch wide and the small
ribs % inch. The cloth surface is stretched
over the tops of the small ribs and laced
through a row of holes along the center lines
of the main ribs, The front edge of each
section of the surface is tacked to the front
beam and the rear edge is laced over a wire

THE
of ribs are

SECTIONS.
used, main
same curva-

Aas

Side View

The Small Ribs are Laid Over the Beams

44

stretched through holes in the tips of the ribs.
After the cloth is stretched tight, it is tacked
to the small ribs, a strip of tape being laid
under the tack heads.

The upright struts which hold the two planes
apart fit at each end into sockets, which are
simply metal cups with bolts’ projecting
through their ends. Those at the bottom of
the front row of struts pass through the eyes
of the turnbuckles and connections for the
wire trussing, then through the flattened fer-
rules of the main ribs, and finally through the
beam, all being clamped together with a nut;
those at the top go through the turnbuckles
first, then the beam, and finally the rib fer-
rule. The bolts at the back row of struts
must go through the full thickness of the
main ribs, and so must be longer. The draw-
ings on this page show the method of attach-
ment of both main and small ribs. It may be
noted that in the drawing a neat method
of attaching the turnbuckles is shown; in-
stead of being strung on the socket bolt one
after another they are riveted to the corners
of a steel plate which alone is clamped under
the socket.

The beams are jointed at each strut con-
nection; the ends are cut square and united
by a sheet steel sleeve, clamped on by two
small bolts. The hole for the socket bolt is
drilled half in each of the two abutting
beams. As it is very difficult to get long
pieces of wood sufficiently straight-grained
and free from knots, this jointed system con-
siderably cheapens the construction. Both
beams and struts are spruce; but to give a
little additional strength, the beams of the
midddle section may be ash.

If the aeroplane is intended to be taken
apart very often, the standard design, as
shown in the large drawings, can be modi-
fied so as to make it unnecessary to unlace
the cloth each time. This is arranged by re-
garding the two outer sections at each end
of the plane as one, and never separating them.
Additional main ribs are then provided at the

Wire to which
cloth is laced

Top View

Rear Beam

and Fastened with Screws.

AERONAUTICS February, IQIT

RIB PRESS

el] & MAIN RIB

SMALL RIB

Showing the Way of Sawing Up the Rib Boards into the Individual Ribs.
45

AERONAUTICS

inner ends of these sections, and are attached
directly to the beams, instead of being clamped
under the strut sockets. In taking the ma-
chine apart, the struts are pulled from the
sockets, leaving the latter in place. It will
then be of advantage to shorten the planes
somewhat, say 3 inches on each section, so
that the outer double sections will come under,
the “12-foot rule’ of the express companies.
Three wheels are provided for starting and
landing. These are of the bicycle type, al-
though with heavier spokes and wider hubs
than usual. They are usually 20 inches in
diameter and fitted with 2-inch single-tube
tires, but larger ones can be used to ad-
vantage if the builder cares to pay the dif-
ference in price.
Two beams, preferably of ash about 1% by
inches, extend from the front wheel to the
carry in addition the driver’s
beam runs back horizontally
wheel, and on rough ground
The rest of the running gear
steel tubing, mostly *%-inch
pieces are joined together
flattened at the ends and
no sockets or special con-
nections of any kind are used. If desired,
the wheels can be carried in bicycle forks,
but two separate tubes, one on each side,
will do just as well.

9

engine bed, and
seat. A third
from the front
acts as a skid.
1S ee Udlits sups Ot
diameter. The
simply by being
bolted through;

MANY BUILDERS DISLIKE BAMBOO.
or the ‘‘outriggers,’ and the frames car-

rying the front horizontal rudder and the
rear vertical rudder and tail, as usually called,
either spruce or bamboo may be used. Bam-
boo will always be found on machines made

in the Curtiss factory, and it is undoubtedly
the lighter of the two. Spruce, however, is
easier to obtain in good quality, and is by
far the easier to work. At their ends the
beams or bamboo are provided with ferrules
of steel tubing, flattened out and drilled
through.

The outriggers are attached to the main
frame-work of the machine by slipping the

ferrules over the socket bolts of the middle-
section struts, above and below the beams. It
is preferable, however, to attach at least the
rear outriggers to extra bolts running through
the beams (as shown in the large drawing);
then, when the machine is to be housed, the
tail and rudder can be unshipped and the tri-
angular frames swung around against the
main frame, considerably reducing the re-
quired space.

The tail, horizontal and vertical rudders, and
the ailerons are light frame-works of wood,
covered on both sides with cloth. The wood
stick are put together with strips of tin
folded over the joints; these are fastened with
brads, the ends being clinched, and both heads
and ends soldered fast to the tin. The frames
are always braced with wire in such a way
that no twisting strains can come on them.
The front horizontal rudder, which is a biplane
construction like the main planes, is built up
with struts in much the same way. Instead
of being fitted with sockets, however, the struts
are held by long screws run through the planes
and into their ends, and passing through the
eyes of the turnbuckles. S

Having given a general description of the
aeroplane and an estimate of its cost, it
is now possible to take up in detail the actual
work of construction. First, however, it may
be well to eall attention to the photograph re-
produced, which may make clear some points
which did not appear in the mechanical draw-
ings.

The builder

usually begins with the main

planes and their struts and truss-wires; it is
desirable to get this box-like structure com-
pleted, except for the cloth covering, and in
proper alignment, before leaving it for the
running gear and controls.

Both large and small ribs are laminated,
being built up of six or three strips, respec-
tively, of %4-inch spruce, or spruce and ash,

glued together in a press. This lamination is
the quickest and easiest way of giving the ribs
the proper curve, being much superior to

46

February, tort

steaming. The laminated ribs are glued as
illustrated; it is simply a log of wood about
S inches square and 5 feet long, reasonably

clear and straight-grained, which has been
sawed down the cetiter on the curve shown in
the same drawing. The two halves of the
log are clamped together ‘om&—the strips to be
glued by a dozen bolts F steel straps.

The making of this press should be the
first thing to receive the builder’s attention.
It is a valuable asset, as it will last indefi-
nitely and makes possible an unlimited supply
of ribs of uniform curve. The curve may be
drawn direct on the log with a soft pencil,
the cord line being first ruled on and a length
of 4 feet 6 inches marked off on it, with
margins of 2 or 38 inches at each end. The
cord is then divided into 6-inch sections, and
perpendiculars erected, on which the distances
which define the curve are marked off. Finally,
draw a smooth curve through the locating
points, continuing it at each end through
the margin. Any saw-mill which has a band-
saw will cut the log down the curve for
25 cents or so. It will pay the aeroplane
builder to get acquainted with the nearest
saw-mill, as its services will often be required.

The bolts should be %4-inch in diameter and
15 inches long. Eye-bolts are convenient,
as they may be tightened up with one wrench
and a bar. The steel straps should be *% by
14% inches, about 10 inches long, with *-inch
holes drilled 9 inches apart on centers, for a

log 8 inches wide.
PROCEDURE IN GLUEHING LAMINATED
RIBS.

Boards of reasonably clear spruce, ™%4-inch
thick, 6 or 7 inches wide and about 4 feet
9 inches long, are used for rib material. These
must be obtained from the saw-mill, as it

is hopeless to attempt to make them by hand.
Six boards are put in the press at each glue-
ing; if the batch is intended for small ribs,
the glue is omitted between the third and
fourth boards. The glue used should be the
kind which comes in sheets, and must be dis-

solved in boiling water; it may be applied
quite thin with a good-sized paint brush.
When the batch of six boards is put in the

press, the end bolts should be tightened up
first, as the upper part of the press is apt to be
weak in the center if not liberally proportioned.
The tightening up should be gradual, each
bolt being taken up a little at a time, but
should be continued until the glue oozes copi-
ously from between the boards. Twenty-four
hours should be allowed for drying. The
glue-cracks in the finished ribs should be
almost imperceptible.

The laminated boards taken from the press
should be sawed up by a power rip-saw at
the saw-mill, to the dimensions shown in the
drawing. The saw usually takes a cut %-inch
wide, and this should be allowed for in esti-
mating the number of ribs which can be ob-
tained from each board. A margin should be
left at each side, as it is impossible to get
all the thin boards squarely in line. Twelve
main ribs will be required (or sixteen if the
builder uses the quick-detachable plan de-
scribed heretofore), and either thirty or forty
small ribs, according to whether three or four
are used in each section. It is advisable to
make up a number of spare ones besides.

When the rough-sawed ribs are received
from the saw-mill the sharp edges should be
rounded off and they should be tapered down
at the ends to fit the ferrules, with a small
plane or a spoke-shave. In doing this it must
be remembered that the upper surface of the
small ribs gives the curve to the cloth sur-
faces, so that any tapering should be done
on the lower side. The main ribs may be
tapered from both sides, as it is the center
line, the crack between the third and fourth
laminations, that determines the curve. Small
holes should be drilled an inch apart along this
line for the lacing.

The ferrules for the front ends of the smal!
ribs are Y%-inch steel tubing, rather light;

(Continued opp. p. 78)

ALNOUNAULICS

4 - : .
:

%
a

YORK

HE Aero Show held in conjunction
the independent Auto Show in Grand

with

Central Palace, which closed January

7th, was a real success. Though not
half the engine and other manufacturers were
represented, the exhibits covered more than
one entire floor and constituted the biggest
indoor showing of aeronautic material ‘yet
held in this country. All exhibitors reported
either actual cash business to a satisfactory
amount, or plenty of good prospects.

AEROPLANES.

The Burgess Company & Curtis, of Mar-
blehead, Mass., showed two of their standard
biplanes, model D and model B. Model D,
a two-passenger machine, is about the size
of a Farman, resembling it closely, except that
the front outriggers combine the _ oblique
struts of the Wright machine. These brace the
front structure and ward off many damages in
landing. The planes spread 36 ft. by 6 ft. fore
and aft, spaced 6 ft. apart. The total sup-
porting surface is 536 sq. ft. The total length
is 42 ft. Stability is by Farman type ailerons,
with the addition of “Greely Curtis non-in-
fringing deflectors” at the front edge, on top,
of the upper plane. The motor is an 8-cyl-
inder 50 h. p. Indian driving a Burgess §
ft. diameter 56-in. pitch: propeller. The cyl-
inders are 4x4, which figure A. L. A. M. 51
h. p. It is said to give 60 b. h. p. The standing

thrust obtained is 462 lbs. at 1,240 r. p.m. The
wings, front and rear surfaces and power
plant_ are so arranged that they may be

easily taken apart for shipment. The central
portion then occupies a space 10 ft. by 7 ft.
by 7 ft. This model is listed at $6,500.

The model B resembles the Glenn Curtiss
machine, except for the controls and running

gear. The planes spread 26 ft, by 4% ft. fore

February, 1911

ira Te at

Total area 286
double-plane box
fixed. ihe

and aft, separated by 4% ft.
sq. ft. The elevator is a
type; the rear single plane is

vertical rudder is operated by the foot. Cur-
tiss 4 cylinder 25 h. p. engines are supplied

Arco radiator Bosch
tires complete the

with this model, and El
magneto, and Goodyear
equipment. This lists at $4,500. The plane
shown had a Clement Bayard engine fitted.
A full description with scale drawings of the
model D machine will appear in the next issue.

The Wright Company, Dayton, Ohio, showed
the “baby” 30 h. p. used by Johnstone in

making the world height record at Belmont
and a “bran’’ new one, finished in natural
wood, of the two-man size. This was the
one later delivered to Robert J. Collier. It
was beautifully finished throughout and is

the first one put out by the Wright Company
thus far to the general public of this country.
The Wright exhibit, in charge of aviator J.
C. Turpin, attracted great attention—every-
one wanted to see the “baby.” Some good
prospects appeared as a result of the exhibi-
tion.

Glenn H. Curtiss, 1737 Broadway, New York,
showed a one-man machine of his standard
construction and a Curtiss 8-cylinder engine
with propeller mounted. A section of the
main planes was shown separately. In this,
the construction was a still further refinement
of that heretofore employed. The ribs ended
flush with the lateral beams in front and
were’ flush with the top of the rear beams,
making a smooth outline. <A strip of wood
ran along the rear ends of the ribs. Esch
plane was covered top and bottom with
Naiad No. 6 cloth. <A piece of tin is used
between the cloth and any metal plate or
sleeve to prevent the cloth’s tearing. Where
strut sockets come at joints of lateral beams,
the socket and sleeve for joint are one piece.

AERONAUTICS

Church

The Walden-Dyott Company, 50
street, New York, showed their monoplane
with which both members of the firm have
been making flights at Mineola. A descrip-

I zs

4 yo WOE (BONS Kcpewa

goa

CMETAL STRAP

Curtiss W

New Curtiss Features.

this machine appeared in a recent
An instrument, about the size of a big
watch, has been designed by this company,
which they call a “levelometer.” It is fas-
tened to outrigger in sight of the driver. A
swinging hand denotes at once whether the
machine is flying up or down hill and at what
degree. This will be put on the market. The
entire control of this machine is in the steer-
ing wheel and column, which latter is mounted
on a universal joint. The wings can be
quickly taken off, leaving the bare chassis for
transportation. A school will be started at
Mineola where men can learn to fly at an ex-
pense of but $150 for the course, including
actual shop work in making own repairs.
Gibson propellers, Anzani engines and Penn-
sylvania tires are standard equipment on
the W-D machines.

Cc. & A. Wittemann, 17 Ocean Terrace, Staten
Island, N. Y., exhibited one of their finely fin-

tion of
issue.

c
STEEL ROP
ST4yY

/ /, —
i, SCRews

/
WAAL)

YW tas
Wun -

OU TRIGCERS

February, 1911

ished gliders and a power machine. In the
glider the planes are now set at a slight dihe-
dral angle. One of these was sold at the
show. The power machine, for two people,
had many novel features. The running gear
is wholly new, each of the three wheels being
equipped with spring shock absorbers and the
two rear wheels have springs to take up side
thrusts.

The steering arrangement is novel. The
front outriggers consist of but a single spruce
spar on each side, which is stayed with cables
to top of lower planes with bridge trussing
to maintain rigidity. The planes are in three
sections, the outer ones set at a dihedral
angle of 3 degrees.

End of Upright Concand
te su om belt head.

Upright belted rough
here

i 63

Lr HEAD
p Een

Witers

Two Willis Strut Sockets.

The power plant is an Elbridge 4-40
“Special” driving a Gibson propeller 7 by 6 ft.

pitch. The standard equipment includes El
Arco radiator, Bosch magneto, G & A. ear-
buretor, Naiad cloth, Roebling cable, and

Hartford tires. A scale drawing, with all de-

GATED
OUTRIGGER
2

Oswid SUPPORJING TFL.

Z
=
eB
ZB
Ss

A

\

Luda

LATERAL BEAT

STEEL.
TWERS

Walcden- D iy ot- (ono BRAZED

LA

OF FLEVATOR EyreEwds
THROUGH TUBE

FIXED PEAR SURFACE

Walden-Dyott Parts.

48

AERONAUTICS

tails will appear in an early issue. Four of
these machines were sold at the show.

The Volanaut Construction Company, Flush-
ing, L. I., showed the skeleton frame of a
Curtiss type, with all metal parts nickeled.
This exhibited fine workmanship and _ eare
throughout, though for that matter, so did
all the machines. In this machine the ailerons
are hinged on the rear beam and move both
up and down. All nipples were full threaded,
of the special cable used in guying; the 3/32
in. stands a strain of 1,132 lbs., and the 1/16
in. 750 lbs. A feature of this machine is the
hollow woodwork throughout except struts.

The standard equipment consists of an
“Aeromotor”’ power plant, Mea magneto, Hart-
ford tires.

Frank Van Anden showed his
machine with a wooden engine,

Baldwin style
in the inside

-OTUDENT Lever? oe

WARE

f] OF LERS
THE PA
| AND I

es
PACH INE THe ms
CHES 75 AES,

as

aia

| rai

CROsIED ees
70 ELEVA TO:

Pueeye*
Vpren WIRE
TOWING

| DOWALE SURFACE RUODER

TOP VIEW, LOOKINGTO FRONT

/ COMBI)

(OVING FOF WARD
Eee URNS FUODER TO SDE
J RESISTANCE. “BREBHING

February, TOTTI

and propeller, ‘With which a speed of-40 m. p. h.
on the ice is claimed.

John H. Davis, 25 Broad street,
agent for the Hall-Scott engines,
8-cylinder 4 in. by 4 in. Aton

New York,
showed their
with the H-S pro-

peller. This is intended to give 60 b. h. p. at
1 Z00Rr Dae ands 0M bee haps ates O00 a pe
m. Purchasers have the privilege of seeing

the 94%-hour test run which each engine gets

before leaving the factory. This engine is
used among others by Hamilton, Masson, and
Captain Baldwin has placed his order for two.
It is said that the 60 h. p. motor has even
developed 80 h. p. on spurts up to 1,900 r. p. m
Mea magneto~- and Schebler carburetors are
standard equipment. The 1911 motor has

some slight refinements over the’ 1910 model
and a full description will be given in a sub-
sequent issue.

NATION RUDDER & WARPING

OR PACA

A alcows ADDITIONAL

2D HL RUDDER MOVEMENT

4_ TURNS RUDPER

— WARPING WIRES

move:
ow MAP

iS DIER
Te Nea Fe 1 INNER STRUTS ( 7
STEEL

_ LATERAL BER

WATTS

Ear
STRUT FASTENING OF OUTER STRUTS Wright it

Control System of the Wright.

of which was an electric motor which turned
the propeller. This had an El Arco radiator

and both Pennsylvania 4-in., and Hartford
tires.
Through Captain Lovelace, the director of

were shown Moisant’s Paris-
London Bleriot and Garros’ Demoiselle. The
Lovelace-Thompson Company exhibited
Bleriot type framework sold to the Aeroplane
Sales Company, 1777 Broadway, New York.

MOTORS AND ACCESSORIES.

Ten motors were shown: the Fox,‘‘De Luxe,”
Hall-Seott, Indian, Curtiss, Anzani, Aeromotor,

the aero show,

pitbnidee Clement-Bayard, Metz, and _ Kirk-
lam.
The Aerial Equipment Company, 735 Sev-

York, showed a 3-cylinder
and a 5-cylinder Anzani; also ‘‘Normale’”’ pro-
pellers, ‘such as used by Latham and Le-
blane at Belmont, for which this company is
agent. One of the 5-cylinder motors was
sold to B. T. Babbitt Hyde. The new Anzani
motors are being equipped with magneto igni-
tion, instead of battery as _ heretofore.

The 1911- Elbridge ‘Special’ is fully
scribed elsewhere in this issue.

The American Safety Aerocar Corporation,
Of enichimonds EM, Ta ai, agenn for the Fox
motors showed the 36 h. Fox “De Luxe”
4-cylinder 2-cycle 3% in. ape 3% in. This
was the identical engine flown with by Mrs.
Raiche at Mineola. The weight of 150 Ibs.
includes two Schebler carburetors, Bosch ‘'H.
T. magneto. <A full description of the Fox
motor was given in the January issue.

The Metz Company, Waltham, Mass., showed
their 5-cylinder 100-125 h. p. The cylinders
are 63% in. by 6% in. A small sleigh was
shown driven by the 2-cylinder Metz engine

enth avenue, New

de-

x

Two “Aeromotors” of the Detroit Aeronautic
Construction Company, Detroit, Mich., were
shown by the E. T. Willis Company, 85 Reade
street, New York. Three sizes of these: 30-40

h. p. 4-cylinder 44% in. by 4% in.; the 40-50,
4-cylinder 5 in. by 5. in. and a 6-cylinder
5 in. by 5 in. Five ‘of these motors were
sold during the show. A detailed descrip-

tion was printed in a previous issue.

The exhibit of the Willis Company was
a whole show in itself. The concern showed
a full-line of wheels, ribs and struts, turn-
buckles, sockets; Gibson, Harris-Gassner and
Brauner propellers; oil and gas tanks, El Arco
radiators, Curtiss-type ailerons, and even non-
skid chains for starting on the ice. The Harris-
Gassner propellers are stocked by both Willis
and the Mineola Specialty Company.

The new Willis strut fastening allows for
quick take down. To take machine apart,
loosen only the turnbuckle, lift bottom of fer-
rule up flush with bottom of the fitting on
the strut and slide the strut off. Note the
socket on the strut is concave and fitting on
cluster is convex, and furnished with 2, 3, or
4-way terminals brazed on. The 2, 3 or 4-way
terminals at bottom are loose. Bolts used
are 5/16 in. diameter, 2 in, 2% in. or 3 in.
long.

The Kirkham-Eells Company, of Bath, N. Y.,
showed their 4-cylinder motor, which has been
flving their aeroplane for the past six months,
I | 50 h. with

and parts of a new 6-cylinder D.,

which they will guarantee 50 h. p. for 5 hours
at 1,300 r. p..m....The cylinders will be 4%
in. by 4% in. The weight will be 235 Ibs.
complete with magneto, water and oil pumps.
This will sell around $1,280. One of the new

concentric valves was shown.

AERONAUTICS February, 1ort

REAR LATERAL BEAM

COLED SPRING

20" WHEELS I<
“NTF: "= P.
Sree ite

sloT MW TUBE

CGwoUND
4% FIT
BSB BOLT

Z « 417
le TUOER GR.

6/82 B® SGA. STEEL.
BLOCH FASTENES TO
TUBE, 13° LONG Yg" wine.

=SHORT TUBE
SLIDES INSIDE

7TWEe /2"7V6K

2 CM BE SET ON RIGHT
SDE 19 wetle PCE TO

E OVTRA
BRANE SHOE I AGGER,

?

STEEL TUBE STRUT

1OWER SURFACE
fLEVATOR

c _ lcormeie

STEEL FERPRULES

SAOIN-TICAELL

Some Parts by Volanaut Co,

50

AERONAUTICS

yertice! #ro7 (rear)

February, 1OTr

— hitdhade words

Freer’

ZH One piece ee/

Some Features of

The D. & I*. Radiator Company, 506 West

Fitty-third street, New York, is a new con-
cern to enter aeroplane radiator field. This
concern makes, also, combination copper gas

and oil tanks in torpedo, round and flat heads

at prices from $3.65 to $14.70. Two brands
of radiators were shown: ‘Light Weight,”
and “Feather Weight;”’ the 35 h. p. sizes in
each weighing respectively, 32 and 24 Ibs.
Prices range: $45, $55, $70, and $80, less 40
per cent on the ‘‘Light Weight,’ and 20 per

cent on the ‘Feather Weight.”

The American Metal Fusing & Cutting Com-
pany, 407 East Thirty-first street, New York,
was an exhibitor of their process of auto-
genous welding, and cutting. A liberal offer
is made of rental of machines at $50 for six
months. By use of an oxy-acetylene flame,
broken crank-cases, cracked cylinders, welding
water jackets, cutting plates and holes, mak-
ing intake and exhaust manifolds, are easily
handled. <A sight of this apparatus at work
ought to make any aero motor builder dig in
his jeans at once.

The Scientific Aeroplane Company, Room 51,
Beach Building, 125 East Twenty-third street,
New York, showed a Sperry gyroscope in
action, taken from one of this concern’s aero-
planes. The weight complete is 30 lbs.; re-
sisting force nearly 1,000 lbs.; the wheel

TORN GUSLE

len MOVABLE IN CON~
YUNCTION WITH FROT I
FLE VATOR

ONT ROL FOL

W [fae LUE Ali
sprna\Vfi\\| seg ut
AND oA#S Xf ‘
LEVE AS

TWo-(1An SEAT

WITTE MAN

Wittemann Biplane.

makes 10,000 r. p. m. in
h. p. and will run for 1% hours after engine
stops. It is run by a belt from the engine.
This is the sole case known where a gyroscope
has been applied to an aeroplane for trans-
verse stability.

The U. S. McAdamite Metal Company, 18-28
Rapelye street, Brooklyn, New York., had a
most comprehensive exhibit of ‘strong as
bronze and one-third the weight,’ McAdamite
pistons, gears, Curtiss and Kirkham crank-
eases. Hundreds of castings showed the di-
versity of application.

The Acme Oil Engine Company, Bridgeport,
Conn., showed a line of laminated stained
ash propellers. The maker of these made all
the propellers for the Kimball helicopter and
biplane, and for A. M. Herring for several
years past. These Acme propellers were of
good workmanship, of both uniform and varia-
ble pitch. A specialty will be made of stocked
monoplane parts.

The Gibson propeller exhibit was very com-
plete, the biggest at the show. All sizes were
shown and those designed for particular makes
of machines were plainly labeled for the ben-
efit of visitors. These propellers, in a less
highly finished state, are being offered at
lower prices as “practice propellers.”

a vacuum with 1/5

LATERAL BEAT
CLAMP 2° #7 AWVDC”

LENGTHS, ALSO ROUND
CAAMPS FOR BA41B00
OUTRIGCGGERS

STEEL HIB
TIP OF OVE
| AcE
| FE rorceD

HOLE FOR
Bar

2,3 AND 4-WwAy
TERMINALS WITH
EYELETS Ley
(4 AND BORED

FoR £° Beir

TIGHTENERS
WITH EYELETS
Ler ry

HIGH CLASS STEEL.
TY RN BUCKLE

Some Parts Shown by E. J. Willis Co.

AERONAUTICS

Collier’s Wright.

handsome

reported.
the
the

The Paragon propellers made a
showing and good business was
These attracted attention because of
beauty and manner of employment of
woods used in their construction.

Both the Gibson and the Paragon propellers
are shown at the permanent exhibition room
of “Aeronautics.”

The Aeronautical Society, Aeronautical Re-

serve and Flyers Club had spaces. The New
York “World” had a big exhibit of models
in charge of Edward Durant. W. H. Aitken
did a big business in selling flying toys. ~A
beautiful model of the Pfitzner monoplane
was shown by C. G. Halpine, of 2268 Aque-

duct avenue, Bronx, New York, and the Church

Aeroplane Company, had a 5-ft. model ‘of '
a Curtiss. The Louis L. Crane Manufac-
turing Company, 259 Ninth street, Brooklyn,
N. Y., sold their “Yankee Flyer,’ a flying
model monoplane. ”

The American Aeroplane Supply House, Gar- -

den City, L. IL, had for sale complete scale,

-of America,

February, 1911

and full size drawings of parts, of the Bleriot
XI monoplane, together with a collection of
well made Bleriot ribs and parts. This con-
cern is to keep in stock a complete set of
all parts for Bleriot type machines.

A new aero school had space, the Aero-
nautic School of Engineers, West Fifty-second
street, New York. Cole & Company, of Asbury
Park, N. J., had a big line of photographs taken
at various meets.

A. J. Myers had a big display of G. & A. car-
buretors, which are standard equipment with
Anzani and Elbridge engines.

George Bold had at the Aeronautical So-
ciety’s spaces, a device for automatic stabil-
ity, Which could be manually operated as well.
Front and rear controls were mounted on the
same: Shaft, in the center of which was a uni-
versal, joint from which a pendulum hung. A
weight was employed on this penduium, which
could be moved up or down to secure more
or less movement of the pendulum. The
pendulum could be moved by hand, as.well as
by gravity.

The J. S. Bretz Company exhibited at the
Garden Show F. & S. imported ball bearings,
made by Fichtel & Sachs, Schweinfurt, Ger-
many, U. & H. master magnetos, the English
Bowden wire mechanism, of which they are
the sole importers, and German steel balls.

The feature of the display was a Gnome
motor, which was used to display the applica-
tion of twenty-eight F. & S. annular ball bear-
ings in its construction. Among the ball bear-
ing parts shown, is the ball bearing crank-
shaft of the Gnome.motor, and the ball bear-
ing connecting rods of the motor. ;

All the different models of the well-known
U. & H. ‘‘Master’” magnetos, made by Messrs.
Unterberg & Helmle, Durlach, Germany, are
shown. They are all of the true high ten-
sion type, equipped with ball bearings, and
the U. & H. interrupter; the interrupter itself
being a one-piece construction, and one of the
most simple ever made.

The feature of the magneto display. was the
new low priced self-starting magneto, enabling
any one to start even the largest motor, with-
out the use of batteries, and the duplex rac-
ing magneto, in which two armatures are. em-
ployed, mounted tandem, and running in the
same armature tunnels on one shaft.

The operation of the Bowden Wire Mechan-
ism is clearly shown by being fitted to.a
handle bar of a motor-cycle, and to the steer-
ing wheel and pillar of an automobile;. the
wire, in both cases, operating an auxiliary
air shutter on a carburetor.

A. A. Ryan, president of the Aero Club
and Robert J. Collier, head of
the National Council, have resigned as direc-
tors in the Wright company.

GLUE

Waterproof, Flex-
ible, Acid Proof. No
heating. Just apply
from can. Ambroid
is the toughest glue
known. Marvelously

“A

REGISTERE

H

U.S ParemT OFFICE |

VARNISH.

Most wonderful
varnish ever heard
of! Absolutely
weather proof, oil 01
gasoline proof. Will
never dry out or

ip

strong for frames or
fabrics. Repairs
gasoline or oil leaks.

lOc.

Sample and
Description

These two wonderful products are absolutely
indispensable for making or repairing a first-
class Aeroplane. Weather and rough hand-
ling do not affect them.

WEST MANUFACTURING CO., Dept. F
350 Broadway, New York City

52

erystalize. You can
not scratch it.
Makes the ideal
smooth surface.
Flexible.

Write Dept. F.

AEKRUNAULIC)S

February, IOIT

tHE LOS ANGELES. MEET

By Prof. H. La V. Twining

Ely Flying the New Curtiss.

PROGRESS OF AVIATION AS SHOWN BY
THE SECOND MEET IN LOS ANGELES.

tion meet ever held on the American

continent took place in Los Angeles,

and it is over a year since the first in-
ternational meet at Rheims. The second meet
held in Los Angeles, December 24 to January
2, which has just passed into history, might
be expected to show what progress had been
made in one year in the science and art of
flying.

O™ year has passed since the first avia-

LITTLE PROGRESS IN SCIENCE.

So far as the science is concerned, very
little progress has been made. In principle,
the machines that flew this year are the same
as those that flew last year. The only marked
change is found in the removal of the front
horizontal rudders in the Wright machines.
Curtiss also removed his front horizontal rud-
ders on one of his machines, and, so far as
the onlookers were concerned, he seemed to fly

just as well without them as with them.

The principles of flight as embodied in the
biplane and the monoplane are well understood
today, and any advance in principle must come
from a study of the bird.

The art, however, has made wonderful
strides. The careful flying in still air of a
year ago has given place to safe flying in

comparatively strong winds. The cross-coun-
try flights in Europe, the flight of Hoxsey
above Mt. Wilson, the flight of Willard over
the cities of Los Angeles and Pasadena and
the flight of Masson in a mail carrying at-
tempt between Los Angeles and San 3er-
nardino, all mark a long step forward in the
art of aviation. The flight of Hoxsey, when
he encircled Mt. Wilson at an altitude of
10,005 ft. (official), it seems to me, is more
remarkable than the flight of Chavez over
the Simplon pass.

53

FLIGHT GREATER
CHAVEZ’S.

The Simplon pass has an altitude of 4,470
ft., while the peaks of the San Gabriel Moun-
tains rise to an altitude of from 6,000 in Mt.
Wilson to 10,000 in Old Baldy. With the ex-
ception of Baldy, Hoxsey was high enough to
clear the whole range by 1,000 ft. It took
him 2 hours and 7 minutes to climb from the
Dominguez field, a distance of 27 miles, to
about 4,000 ft. above Mt. Wilson. From this
point he could have crossed the San Gabriel
range into the desert 20 miles away with
perfect ease. He had gasoline enough to last
him 5 hours. This demonstrated: clearly the
possibility of a flight by aeroplane across the
mountain ranges, across the desert, and across
the western plains to the Atlantic seaboard.
From the top of the mountain he returned
to the Dominguez field in 19 minutes, which
would give him a speed of 85 miles per hour
on his return.

The flying of the

HOXSEY’S THAN

Wright machines brought

out the wonderful skill which had been devel-
oped by the aviators, demonstrating the fine
point to which the art of balancing had- been
earried. The spiral dips, the ocean wave, and

the steep glide, made by Hoxsey as he dropped

out of the sky, showed the almost perfect
control that the aviators had over their: ma-
chines.

In these exhibitions Walter Brookins is a
past master, and while Hoxsey was away on
altitude flights Brookins demonstrated his
wonderful control of the biplane.

But the flying machine is not perfect any

more than are other machines made by human
hands. They break at times, with disastrous
results to the aviator.

ARCH HOXSEY’S

On the 31st of December, Hoxsey
minguez field at one o’clock for an
flight. The barograph shows that he ascended
about 7,200 ft. in 50 minutes. Not a breath

of air had been stirring up to this time. The

FLIGHT.

left Do-
altitude

LAST

ABRONAUTICS

THE LOS ANGELES MEET.
RESULTS OF MEET.

Records for Meet.
Altitude—Arch Hoxsey, 10,575 fet. New
American record).

Speed—James Radley, 1 minute and 50
seconds (1%, miles).

Speed, five laps (8.75 miles)—James
Radley, 9:13 1-5.

Total duration for the .«meet—Areh
Hoxsey, 17:17:27 4-5 (New American
record).

Enduranece—Arech Hoxsey, 3:16:50

(New American record).
Bomb-throwing—Willard, 12 points out
possible 25.
Quick start—Parmalee, 55 ft.
Accurate landing—Brookins, 9 ft. from
center of square.
Local amateur record—Glenn Martin,
three laps, 12:36; one lap, 3:58. 3-5.
Carrying passenger—Parmalee and
Knabenshue, in the air 30:30; altitude,
1,500, Brookins and Knabenshue.

Total Endurance.

of

FOXSey "COWIE. 1 esl c reve che U7ELT2270 4-5
Latham (Antoinette)....... 11:16:33, 4-5
Parmalee (Wright)......... 10:50:25
yaar lie CEES) euereeere cre 7:10:09
Eiiv ae (CUES) ye eeiewenersl seventeen 6:20:25 1-5
SOOK IMS (aVVarel Shey) eieenene eesuene 52016225 :
Radley “(Bileriot) ica. «ecm» Bee Ie erall Bia)
Curtiss ¢Cuntiss) ae ee ees 1:05:50
Beachey (Curtiss)... ....:..2 54:45
= Martini iartininee ates sare 24525
tobinson (Robinson) ...... 18:25
Prize Winnings.
LORS eiygl (OVVEEL TE) henselae eae eaeiens $3,200
Parmale cer GVvyarile mit) cece eicasie sue sce 1,925
catham: “CAntoinette)..5..2. 5-0. 1,450
WAalllenrol (CCAM) Go ooanoascduaond 1,100
RaGgle yee @BlEnTiOb) secre ia omc iene aioe 925
Enliye CEURtUSS) isc sete etree eerie 800
Mia tinnk Mia bin) ices sacteee tees eencun cee 450
SIO Obs Sin GV VALLE senna rea pence menace 425
Cumbisse(Ciirtiss) Fee tua tee eros 250
TOGA A accqteeteas vied tek eceslern tts $10,525

These prizes are in addition to heavy
suarantees paid aviators.
Ei LAY Vi EWelNNG;
Chairman of Judges.
CHAS. E. RILLIET,
Chairman Contest Com.
H, LEONARD,
Clerk of Course.
SSS aSncaSeSeSennnsssmsecmeseeee tee eee

W.

thermometer stood at 66 degrees and the
barometer at 29.85 in. The air was dry and
electric. Suddenly a puff of wind came from
the north. The aviators had been complain-
ing all the morning of pockets in the air,
of eddies, of downward currents and of up-
ward currents. The flying was dangerous and

difficult. The barograph record shows that
Hoxsey was undecided as to whether to come
down or not. Irom the 7,200 ft. level he

descended to 6,300 ft. and then ascended again

to 6,700, consuming about 20 minutes in this
part of the flight. At this point he made
up his mind to come down. Hoxsey had felt
the breath of the north wind, and knowing
its import, he was hurrying to the ground.
He made two wide circles as he descended.
As he made his last circle, finishing at about
550 ft. from the ground, he turned toward the
grandstand, banking his planes steeply against
the north wind. This seemed to check his
speed, and he consequently lost all pressure
under his planes, thus rendering his controls
useless.

The testimony is conflicting, but the con-
census of opinion seems to indicate clearly
that he tried to start his motor. The pro-
pellers revolved swiftly a few times, then
the engine stopped. A puff of the north wind

: February, torr»

him and turned him over laterally
twice. He was headed steeply for the ground
and after turning over, the machine plunged
head on at a very steep angle for the ground.
This plunge was made from a height of some

caught

120 ft. as near as different observers could
estimate.
The impact with the ground smashed the

central part of the machine completely, throw-
ing Hoxsey violently to the ground, killing
him instantly, the planes settling down over
him. As .n@ar as can be ascertained from wit-
nesses, the engine did not fall on him. The
propellers were not broken but stuck up in the
air over the machine. Just as Hoxsey was
coming down, Latham brought out his An-
toinette to make a flight in the wind which
was blowing at least 20 miles per hour. Tne
wind was puffy, varying from 10 miles per
hour to 20, 25, and more per hour. Latham
arose, flew out over the field, and, just as
rloxsey was making his fatal plunge, he was
heading toward him. He crossed in front of
the hangars and alighted in the field some
distance from where Hoxsey fell: This ended
all flying for the day. The death of Hoxsey
cast a gloom over the following days of the

meet. The flying lacked the enthusiasm of
the first days, but it was excellent in char-
acter. It was made dangerous by the condi-
tion -of the atmosphere. Not because any
heavy. wind was blowing, but because* the

atmosphere seemed to be full of holes. -<Up-
ward currents and downward currents in: dif-
ferent parts of the field,.eddies and Whiri-
winds made it: difficult, to keep one’s balange.

Radley in his Bleriot was a synonym #6r
speed. Curtiss with his speedy biplane eame

next. Latham with= his big Antoinette stood
for grace and stability, while the Wright ma-
chine came the nearest to real flying of any
of them. The Wright and the Antoinette
fought for endurance, the Wright machine
finally

winning.

G. L. Martin at Los Angeles.

LOCAL AVIATORS.

machines were a disappointment.
swapped his engine for a Ma-
while he could stay in the air
with the Elbridge, he could
flight with the Macomber.
The Cannon boys flew considerable distances
in a straight line with their biplane equipped
with a lord automobile engine. Edgar Smith
with ‘his little Demoiselle succeeded in flying
some 250 ft., a short distance above the ground.
This was accomplished in the face of a
pretty stiff breeze, and it was a remarkable
performance considering the fact that he could
pick his machine up, engine and all and run
around with it.

The local
Cc. F. Walsh
comber, and
half an hour
make but a small

54

AERONAUTICS

Upper Left: Parmalee in “Baby Wright.’’—Upper

Left:

G. L. Martin, his old 3-cylinder Elbridge
having been changed for a 4-cylinder, was the
only one to qualify. He flew around the course
on three different days, qualifying each day.
On one occasion he was carried behind the
grandstand and he made a_= cross-country
flight of considerable duration, finally return-
ing to the’ course, alighting before the grand-
stand. In doing so, however, he swung around
into the fence and damaged his machine.

MEET FINANCIAL LOSS.

The meet was a grand success from the
standpoint of flying, but it was marred by the
accident to Hoxsey. The attendance was not
more than half of what it was last year. The
people of Los Angeles did not seem to appre-
ciate the magnificent spectacle which the com-
mittee, headed by W. M. Garland had pre-
pared for them at great expense and risk to
themselves. They gave their time and money
and the result was a magnificent display, the
like of which Los Angeles will probably never
again see. The public spirit displayed by these
gentlemen is deserving of great commendation.
At a large financial loss to themselves, they
conducted a meet that advertised Los Angeles
to the ends of the earth. The affair was ar-
ranged in the interests of charity, but the
people of Los Angeles did not rise to the
occasion. If the meet was a failure in any
respect that failure is to be laid at the door
of the mass of the people of this city, who
by their failure to see the treat prepared for
them, rendered a Christmas contribution to
charity impossible, and made it necessary for
the few who furnished the required guaran-

tees to dig down in their pockets to make
them good. Never again will a guaranteed
meet be held in Los Angeles. Aviators will

at their own risk for prizes that

have to fly
or for a percentage of gate

will be small
receipts.

11,474 HEIGHT RECORD UNOFFICIAL.

A local instrument maker failed to calibrate
the barograph so the chairman of the contest
committee calibrated it under the air pump to
a standard aneroid. The 11,474 ft. record on
December 26 was estimated from the uneali-

55

February, TOrr

Right:
New Curtiss—Note Shortened Front Outriggers, Single Plane Elevator and Fan
Tail—Lower Right: Willard’s Gnome-Engined Curtiss.

Latham’s Antoinette.—Lower

brated charts, as cross. section
used in the barograph the first three days
instead of the regulation charts which were
mislaid. After calibrating the instrument the
regular charts were found and put on. Under
these conditions on December 30 Hoxsey
climbed 10,575 ft. above the field, all correc-
tions having been applied. He also circled
Mt. Wilson at an altitude of 10,005 ft. as
shown by the calibrated barograph.

3efore we could calibrate the chart making
11,474 ft. Hoxsey met with his fatal accident,
and the barograph was taken out of the wreck
somewhat damaged. We found that the case
only was smashed and the brass post carrying
the clock work was bent. After straighten-
ing that, the instrument was practically unin-
jured. Upon testing its calibration, however,
we found it to be radically changed. This
renders it impossible for us to calibrate the
altitude curve of 11,474 ft. and this number
must remain unofficial. Any attempt to read

paper was

it or to calibrate it on another barograph
would amount to guess work. So this record

will have to stand as unofficial. However, the
record of 10,575 ft. is official and was made
on the ealibrated chart. This height is not
enough higher than the 10,499 ft. of Legagneux
to constitute an official world record.

KITES AS WIRELESS STATIONS.

In future wars, or war manceuvres in times
of peace, the man-carrying kite is likely to
play an important part, owing to its servicea-
bility as a wireless telegraphy station. The
experiment arranged by S. F. Perkins of Bos-
ton, inventor of the man-carrying kite, whereby
a one-wire aerial was carried aloft and proved
a most successful medium for the receiving
and sending messages, has proved successful
at the Los Angeles meet. In the_ wireless
experiment the aerial was carried aloft several
hundred feet, and it was a revelation to know
how easily and quickly an emergency wireless
station could be established in time of war.
Messages were sent to the office of the Los
Angeles Examiner and stations such as those
at San Diego, Catalina and San Pedro weon-
dered what station was interfering with their
calls,

AERONAUTICS

LONG MODEL FLIGHT WINS STEVENS’

EF you perceive endeavoring to navigate
Broadway, a huge paper package of in-
describable shape, nondescript color, sex,
age and previous condition of servitude

unknown, mounted upon a pair of legs which

seem to be afflicted with sudden darts, side
jumps and shrinkings, as though a host of
ants were laying out bunkers for a golf course
thereon, do not be alarmed—it is ‘‘only a bug”
going to a West Side Y. M. C. A. model con-

test.
Staid business men, physicians said to be
otherwise sane, typewriter manufacturers,

electrical engineers, candy magnates, some
eranks and a few women attend these orgies of
flying and often put into the arena as many as
twenty-five gladiatorial representatives, there
to perhaps dash out upon the barren soil of an

On

JK Se +x Wy HEAVY THREAD
BLOCH GLVED AND NAILED TO STICK

4
¢ 4 BEARING 3£0c.
4% x Ye 37%

February, Torr

CUP

These contests will be continued during 1911
by the West Side Y. M. C. A., 318 West Fifty-
seventh street, New York, for which two cups
have been offered. One is a second cup by
Leo Stevens to be competed for under sim-
ilar rules as in 1910. Charles Ragot, a sculp-
tor, has also presented a bronze placque to be
awarded the machine exhibiting the best lift-
ing power in any official flight in 1911.

THE PERCY PIERCE FLYER.
Percy Pierce’s model monoplane is 37% inches

long overall. The longitudinal members are
spaced 8% inches apart. The front surface is

22 inches spread by 5 inches in depth, while
the rear one is 30) by 7 inches: The small
rudder is 2 by 7 inches. The main sticks are

A> COPPER TUBE GLUED IW Bloch. B= COPPER WASHERS

JOLDERED 70 TYBE. C= HOLE for Wile.
D= THIS SECTIOV OF TUBE SOLOERED OW SHAFT-

The Winning Pierce Model.

army drill hall their last drop of rubber blood.

For the ‘Stevens’ Cup’ have been fought
the greatest battles of all. This was offered
by Aeronaut Leo Stevens for the longest flight
by a practical model at any official contest
in 1910, and was officially awarded to Percy
Pierce, of 100 Hast Morningside avenue, New
York, at the last contest of the season held
under the direction of the West Side Y. M. C.
A. on December 31. The flight which won the
cup was actually made on December 3, when
the model flew 222 feet 7 inches, which may
be considered the official American record
distance. This same model is said to have
made an official flight in the open air of 295
feet and an unofficial one of even 340 feet.

Percy Pierce is but sixteen years of age,
but has built up a considerable business mak-
ing models. One of his types is very well
known and is called the ‘‘Perey Pierce Flyer.”

I'rederic Watkins and I'rank Schrober were
very close up, their models doing 221 and 215
feet respectively.

I’. L. Herreshoff, who is not a boy “by a
long shot,” had a beautifully constructed
model whose flight was unofficially observed

and measured as 234 feet 6 inches.

56

3% by 5/16 inches, cross section, 37% inches
long. The 8% inches diameter propellers are

mounted on steel shafts which run through
the bearing blocks (1 inch by 5/16 inch by
34 inch).

Rubber strands %-inch square are obtained
from the E. J. Willis Company in 35 feet
lengths. Each power plant consists of a length
of rubber 24 feet long (two pieces tied to-
gether), wound around the hooks at each end
and tied.

The propeller end stands inches off the
ground while the other stands 11 inches high.
The back skids are 15 inches long and the
front ones 13 inches long.

5

J. C. Mars is no longer with the Curtiss
aviators. At last reports he was in Hawaii.
Lincoln Beachy started with Curtiss at the

Los Angeles meet, flying the regular 8-cylinder
machine.

Edward E. Harbert, president of the Illinois
Aeroplane Club, of Chicago, has offered $1,000
to any aviator who will carry him the 60
miles from Chicago to St. Joseph or Michigan
City. Open for 30 days,

ALNKOUNAGULICN

feoruary, I91L

ss FLIGHTS ABOUT THE COUNTRY

Geo. Thompson Making First Flight, Mathewson Machine.

FIRST COLORADO ’PLANE FLIES.
By Robert A. Donaldson.

HE flights at Denver’s mile-high Speedway
of the Thompson-Van Arsdale_ biplane
seem to be the first by any home-built
aeroplane in the State of Colorado. J.

C. Mars had trouble on account of the altitude
here and so did Paulham.

January 4th George Thompson (not Van
Arsdale, as elsewhere reported) cleared off
the snow for starting and landing. He made

a circuit and came back to the start all right.
In the afternoon he circled the whole motor-
drome in a flight lasting four minutes.

The Thompson-Van Arsdale machine was
constructed for E. Linn Mathewson, a local
auto dealer and an ex-race driver, who has
ordered four more machines like this one.
Mathewson first became an aero enthusiast in
the fall of 1909 when, with E. M. Marr, he
constructed his first machine. This failed,
partly On account of the inexperience of the
builders, and partly on account of engine and
propeller inefficiency. They sold that ma-
chine to L. EH. Pine, who is now having suc-
cess with it. In November of 1910, Mathewson
contracted with the Thompson-Van Arsdale
Company for the construction of this ma-
chine. The machine has already been flown
in private, to the entire satisfaction of the
builders, but on account of the adverse weather
conditions lately, they have not been able to
give it a public trial.

The machine is built somewhat on the order
of the Curtiss. A 1911 .Elbridge engine is
msed. (Chis. sis;,of the -40%h. p. type: Tt as
mounted directly behind the aviator, as in the
Curtiss. El Arco twin radiators are mounted
on each side of the aviator’s shoulders, the
lower part of the radiator being about even
With the aviators head.

A Gibson 6-foot propeller is used. This
is built specially for high altitude, and is
guaranteed to give 300 pounds thrust at 1,200
r. p. m.~ It has a 4-foot pitch. Naiad cloth is
used ina single layer for the surfaces. The
machine has about 400 square feet of sur-
face, and weighs, with aviator, about 550
pounds.

BT

The ailerons are of the Farman type. These
are fastened on by means of head screws and
a rod running through, and have two braces
between. Both sides work together.

The main pieces are of sugar pine. The
small ribs are of three laminations, and large
ones six laminations. These are made of two
strips of sugar pine, with one of ash between.

The engine base is of ash (2 by 4’s). The
running gear is the same as Curtiss’s except
that the front wheel is further forward than
on the Curtiss.

The control is by a single wheel, which
moves forward and rear, and left to right,
the same as in the Curtiss. This controls the

elevator, and the turning. <A shoulder fork
controls the ailerons. This is one of their
own design. A quadrant mounted near the
wheel, which moves front and back with it

but not right and left, controls the spark and
throttle. A kick switch is used to shut off
the engine.

The Thompson-Van Arsdale Company is lo-

cated at 1640 Broadway, Denver, and is to
build machines for the market.

Several other machines are under construc-
tion in Denver, one of which is ready for
flight. There are also many persons, en-
thused by the Wrights’ exhibition, who are

thinking of building.

THE MATHEWSON BIPLANE HAS SMASH

The Mathewson biplane which had its trial
flights about two weeks ago, on January 11,
fell from about 100 feet, completely demol-
ishing the machine, but did not hurt the
aviator or the engine. Their Requa-Gibson
propeller was broken to bits.

The machine was rolled out of the shed
about 2 o’clock. The machine rose for its
first flight about 2:15, and circled the course
once. The course is about 3 1/3 miles in
circuit. Upon returning from this fight, in a
few minutes the machine rose for another
flight. This time it circled the course twice,
nearly 7 miles. The machine got off the
eround very quickly, and flew at great speed.
On these flights the machine flew faster than

AE KONAUTICS

it ever has before, the speed being estimated at
58 m. p. h. The third time the aviator, Mr.
Thompson, went up, he circled the course
five times, about 16 miles. He was flying at
about 150 feet above the ground. He started
to come down in a figure 8.

All of a sudden, one of the front supports
gave way, and the machine turned and dashed
toward the ground. The machine hit the
ground with a crash, throwing the aviator out
of tis seat. The impact tore the engine loose
and it crashed forward just over the aviator’s
head. Mr. Thompson considers himself lucky
to escape with his life.

What was left of the machine was packed
up and taken to Pueblo Colo., where exhibi-
tion flights were given Sunday.

The company had on hand at the time of the
accident, enough spare parts to replace the old
ones.

MORE FLYING AT COLLEGE PARK.

Since November 14th, the last account pub-
lished in the January issue, the Rex Smith
Aeroplane Company has been very active. In
spite of a foot of snow and much severe
weather operations have been continued with
the result that the headless biplane has made
137 flights, each one better than the first.

Antony Jannus, engineer and aviator for the
Rex Smith Company, has made three notable
flights in the snowy weather. On December

15 he flew during a blinding fall of snow and
was so handicapped that the landing, although
at the starting point, was made i
drift of snow
propeller.
our days later, the weather having moder-
ated, Jannus made a speed lap of a mile and

i in a heavy
which resulted in a cracked

ere ea

february, IQIT

a quarter in one minute ten seconds, which
is pretty fast for a small circle. This was
with a new oak, 5.92-foot pitch, 9-foot diam-
eter propeller.

The third interesting performance was -when
Jannus alighted in some deep snow across
the field from the shed and let the motor
stop in order to assure himself that the pro-
peller had clearance, then got out and cranked
up again unaided and flew out of the snow,
and around the field, although the propeller
used was 8 feet 6 inches, instead of 9 feet and
of white oak, the experiments in the snow
have worn the ends badly.

The Rex Smith machine usually uses a
9-foot Paragon propeller, 5.92 piteh, which
the six-cylinder Emerson has no trouble turn-
ing 1,100 to 1,150 r. p. m., giving from 500
to 560 pounds thrust. The continuous torque
of the engine and the 22 pound propeller are
very free from vibration, although the whole
machine weighs but 875 pounds ready for fuel
and operator. In a twenty-eight minute run
at full speed with this propeller the fuel con-
sumption was 2.75 gallons of mixed oil and
gasoline.

In subsequent flights on balmy days of the
first week in January, Jannus cut a figure 8
in a very short distance, ascended to about
200 to 250 feet and flew across country toward
Riverdale for a mile or more: He also tried
skimming his wheels on the thin ice covering
the ponds about the field and only went through
for a slight splash on one occasion.

Rex Smith and F. L. Fox are getting out
two new designs which are to embody some of
the new features which have been studied on
the present machine,

Rex Smith Machine in Flight—Parker Biplane.

58

AERONAUTICS February, torr

BARRO OOOO OC a ,

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Landing!

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injury is impossible, for 42 wires in the tape at the base—21 on each side
—hold the tire to the rim in a vise-like grip. The only aeroplane tires in
the world so made are the

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AERONAUTICS February, tort

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AEKONAUTICS

MASSON FLIES 60 MILES CROSS COUNTRY.

Didier Masson, who just flew various Cur-
tiss type machines at Mineola, flew the N. C.
Addosides machine (Curtiss type), purchased
by Addosides at Mineola and taken to Los
Angeles, from Los Angeles to San Bernardino,
60 miles as the crow flies, with a Hall-Scott
60 h. p. motor, 5 hours 40 minutes after leav-
ing Los Angeles on January 7. His actual fly-
ing time was 1 hour 20 minutes. He became
lost and had to land 12 miles from the finish.
After repairing a slight damage he finished
his journey, begun with a bundle of ‘Los
Angeles Times” as freight. A regular sched-
ule was laid out to stop at Pomona on the
way, leaving some of his papers, then go on
to San Bernardino, give exhibitions and re-
turn to Pomona, giving an exhibition there.
When he became lost he gave up trying to get

to Pomona. In San Bernardino he gave an
exhibition. sat od
On January 1 and 2, he made exhibition

flights at Santa Barbara. These were the first
ones since receiving the new engine. He flew
high, off out of sight along the mountain
range, and back, circling at a height of 3,000
ft., then gliding to earth. On one flight he
landed in the garden of a hotel. No time was
lost after leaving here in preparing for the
newspaper delivery flight for the Los Angeles
“Times.”

February, tort

Starting (on skids) from the ice of a lake, a
flight of a mile and return was made. Later
wheels will be attached. Thie= motor, isiva
four-cylinder, two-cycle, air-cooled, 5x5, of
his own make, weighing 196 pounds and has
no aluminum parts. This drives an 8-foot by
4-foot propeller which gives 350 pounds push
AEE AOoO Eps mM:

LEVER (Hire Barr Le
Om Riba BRD Fisatow Ss

J. J. Parker Aileron Control.

The entire ‘plane is of ash, 28 feet spread by
61% feet; box tail, 6 by 6 feet: horizontal rud-
der, 3 by 12 feet. All surfaces are covered
both sides. Ailerons, 14 inches by 5 feet; rear

rudder, 4 feet by 5 feet.

NOVICE FLIES IN PHILADELPHIA.

Harry Parkin, with a biplane of the Curtiss
type, equipped with an engine of his own
construction, succeeded in getting off of the
ground, on January 6, and made a flight of
about 150 feet, at the Point Breeze race track.
A gust of wind brought him down, damaging

siich aseet eee

Wm. Hilliard Flying New Burgess Model ‘‘D.”

EVANS FALLS 400 FEET.

After making some beautiful cross-country
flights at Larned, Kan., in December, William
Evans, of 1428 Charlotte street, Kansas City,
dropped from a height of 400 ft., when a bat-
tery wire gave way, and escaped unhurt. He
started from the fair grounds and flew east
about a mile, then turned and flew west for
three miles. Turning again he started back
for the starting point. He was traveling fast
at a great height when the machine fell. Evans
kept his presence of mind and managed to
control the machine until he was within 75
ft. of the ground, when the wind caused it
to plunge head-first into a wheat field. The
Greene machine was badly smashed but Evans
escaped with a few bruises. The Elbridge
engine was not injured.

NOVICE BUILDS ’PLANE, MOTOR AND

FLIES.

James J. Parker, of Fulton, N. Y., has made
his. first trial and successful flight with a
machine completely of his own construction.

59

his machine, but Parkin escaped He

injury.
will rush repairs on the aeroplane and expects
to try it out again in a few days.

Charles Dorian, in a biplane of his own
make, the property of J. Fred Betz, 3rd., made
a short flight the same day and landed safely.

JOHN TREVOR CUSTIS.
HILLIARD FLYING NEW BURGESS
MODEL.

William M. Hilliard has made _ the’ first
flights with the new model D biplane of the
Burgess Company & Curtis and on the sec-
ond day took up passengers. The load in

some of the passenger trips approximated 400
pounds and on two occasions more than that.
Hilliard, who is a very prudent operator, took
the machine to Ipswich, Mass., where the
ground is poorly adapted to practice flights of

a greater extent than straight-aways. The

photographs show some of the obstructions

but the grounds are cut up into small fields,
(Continued on p. 74)

AERONAUTICS

February, 1911

AEROPLANES EN’ TOUR

Evans in his Greene Biplane over Kansas Town

Atlanta, Ga., Dec. 15-17.—A. very success-
ful aviation meet was given here three days
beginning December 15 under the auspices of
the Atlanta ‘Journal’? and under the manage-
ment of the Curtiss Exhibition Company. J.
A. D. McCurdy, Eugene Ely and James J.
Ward were the competing aviators. Ward sur-
prised the crowd by his high flights in his
4-cylinder Curtiss, while Ely and McCurdy
raced each other and conducted bomb dropping
tests. Races with automobiles driven by local
men were features of the meet.

Dillon, S. C., Dec. 21.—J.7%A. D. McCurdy,
with his Cur tiss racing machine, gave a num-
ber of exhibition flights here with an audi-
ence .which outnumbered the town’s entire
population Although the last census gave the
town but 1,019 souls, McCurdy received his
usual rate of $1,000 for the day’s flights.

Norfolk, Va., Dec. 23.—Under arrangement
with the ‘Ledger-Dispatch” of Norfolk, J. A.
D. McCurdy, using Glenn H. Curtiss’s Hudson
Flyer, made a picturesque flight over the city
and water front here remaining in the air
more than 20 minutes.

Charleston, S. C., Jan. 3-6.—‘‘Jimmie”’ Ward
was the hero of the Charleston aviation meet
as a result of his 40-minute flight over Forts
Moultrie and Sumter in his 4-cylinder Curtiss
biplane. He landed on the beach in front
of Fort Moultrie and delivered a message to
Col. Marsh, the commander. Returning, he
flew over the Island of Palms, Castle Pinck-
ney, Sumter and the village of Mount Pleasant,
besides going about a mile and a half out to
sea. He crossed the Cooper and Eando rivers,
and attained an altitude of 5,300 feet accord-
ing to his barograph. McCurdy, who took part
in this meet, gave his attention to exhibi-
tion flights, spiral glides, and racing, with
automobiles as his opponents.

Fresno, Cal., Dec. 16-18.—G. H. Curtiss,

Charles F. Willard and J. C. Mars flew.
Shreveport, La., Jan. 14-15.—Two-day meet
with McCurdy and Ward with their Curtiss

machines participating.

Tupelo, Miss., Dec. 19-20.—International avi-
ators gave a two-day meet. Moisant flew in a
snowstorm and gale.

New Orleans, Dec. 24-30.—The death of Moi-

60

sant closed the meet given by the Interna-
tional Aviators the morning of the 31st.

SIMON MAKES MILE RECORD.

On December 23 Rene Simon flew around the
New Orleans mile track in 57 sec., which is
63.16 m. p. h., a record for a mile track. This
was timed by the New Orleans Aero Club.

Moisant flew for 46 min. 10 sec., manoeuver-
ing over the heart of the city of New Orleans,
on December 24, the longest over-city flight
ever made, and the first over-city aeroplane
trip on record where the aviator did not fly
as quickly as possible from or across the
built-up sections. He flew in a. 60-mile wind
on December 29 at New Orleans for 26 min.
22 sec., his machine at one time, standing stock
still for six minutes, and at another period
of thisflight being blown backward for three
minutes, despite the fact that his normal
speed is fifty miles an hour.

In thirty flying days, ending Dec. 31, the six
aviators, Moisant, Simon, Barrier, Garros,
Frisbie, Audemars and Hamilton, flew a total
of 64 hrs. 18 min., and not a wind check was
given out. At-50 m. p. h. the distance flown
was more than 3,200 miles, equal to a trans-
continental flight in length.

Five cities, Richmond, Chattanooga, Mem-
phis, Tupelo, New Orleans, have been covered
since the start. From Dallas they go to Ft.
Worth, Oklahoma City, Waco, Austin, Hous-
ton, Galveston, Havana and Santiago. The
problematical route is then Matanzas, San
Juan (Porto Rico), Nassau, Jacksonville and
Mobile. A meet in New York is promised for
the spring.

BARRIER UP 6,000 FEET.

Dallas, Jan. 4-9.—Simon and Barrier were
the stars of this meet, which had one day of
no flying. Barrier flew over the city one day,
and on another flew up more than 6,000 feet.

Pueblo, Colo., Jan. 15.—Three short exhibi-
tion flights were made by George Thompson
in the Mathewson biplane, but these were not
very long on account of the poor grounds. On
one of the flights the machine rose in 110 ft.
of start. Exhibitions are to be given at Trini-
dad and Grand Junction, as these are booked
for flights during the weeks of the 15th and
20th.

AERONAUTICS February, ror

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AERONAUTICS February, rot

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AERONAUTICS

February, Iori

LAST DAY OF 1910 CLAIMS TWO VICTIMS

Death of Arch. Hoxsey.

On coming down after reaching an altitude
of 7,200 feet, on December 31, at Los Angeles,
Arch. Hoxsey, one of the very best flyers of
the entire world, lost control of his machine,
possibly through heart trouble, or some other
physical ailment, and was killed. In the ac-
count of the Los Angeles meet elsewhere in
this number more details are given.

“From everything that can be learned con-
cerning Mr. Hoxsey’s accident, it would seem,”
said a competent expert who is conversant
with the Wright machine, ‘‘that it was caused
by a lapse in his physical condition, caused
by his continuous altitude work. This seems
to be the opinion of those who witnessed the
accident. He was descending at a very steep
angle when he first came in sight. This angle
increased to an abnormal degree when less
than 1,000 feet from the ground. The machine
then wavered sideways slightly, which would
appear that it was not being operated.”

Archie Hoxsey.

Arch. Hoxsey was born at Staunton, IIl., Oc-
tober 27, 1884, and at the time of his death
Was 26 years old. He was the son of Archi-
bald Hoxsey, a native of Illinois, and Minnie
Eckles, a native of Pennsylvania. At the age
of 7 years his father died, since that time and
until his death he lived alone with his mother.
When he was 9 years old he and his mother
came to Los Angeles County, living for three
years at Glendora, afterward moving to Pasa-
dena. He attended the Garfield school until he
Was old When but a small
and was well
Later

enough to work.
boy he worked at odd jobs,
known to a large number of people.
he became a machinist and chauffeur, which
gave him still further acquaintance. In the
Spring of 1910 he joined with the Wright Co.

He was fifth at Belmont in amount won,
$6,908. His altitude flights at Belmont were
796 ft., 4,882 ft.,.6,233 ft., 6,903 ft., 5,146 ft.
Here, with Johnstone, he flew in a wind that
drove him backward, landing 25 miles behind.
The wind was estimated, at the altitude of
7,000 ft., at 80 miles an hour. At Baltimore
meet he glided down in the little Wright from
0,330 ft. with engine stopped. Here he did

61

Yon? B
/V0is ant

AEP TE SS Se

wonderful flying daily in heavy winds, when no
one else would fly. He held the American
cross-country record of 89% miles, from
Springfield, Ill., to Clayton, Mo., and made a
new American duration record of 3 hrs. 16 min.
50 sec. at Los Angeles meet.

Arch. Hoxsey’s body was taken to Pasadena,
the home of his mother, and cremated.

The funeral services were conducted in a
little mortuary chapel on a foothill overlooked
by the peak of Mount Wilson, which Hoxsey
surmounted when he attempted to beat his
own altitude record of 11,474 ft. While the
service proper was attended by only a few
friends, thousands stood about outside. It re-
quired more than an hour for the crowd to
file by the casket.

Moisant Falls from Machine.

John B. Moisant, American aviator, head of
the group now touring under the name “In-
ternational Aviators,’ was filling an engage-
ment at New Orleans. On December 31 he
flew from the exhibition grounds to another
field a few miles away in order to compete for
the Michelin prize and.trophy for the greatest
distance flown in 1910, there being on hand
for the purpose an official observer.

He was making a preliminary flight and was
attempting to land with the wind with the
motor dead. A sudden puff of wind lifted the
tail up and threw Moisant out thirty-two feet
ahead of the machine, breaking his neck. The
machine then toppled over.

A thorough examination was made of the
machine which Moisant used, and all witnesses
were asked to describe just what they saw the
monoplane do. Every statement agreed upon
two points: First, that Moisant attempted to
land when apparently no necessity arose for
his landing at that particular moment or at
that particular point; second, that when he
started to land he was flying with the wind.

The inevitable conclusion is that something
went wrong inside of the Bleriot, something of
importance, that regardless of the danger of
a landing, Moisant was compelled to seek the
ground.

The funeral
body deposited
portation to the

2, and the

future trans-
His estate,

held
a vault
Moisant

January
for
home.

was
in

AERONAUTICS

estimated at more than $100,000, will be held
in trust for his son, who is now at school.

John B. Moisant, who was universally con-
ceded at the time of his death at New Orleans
on December 31 last to be one of the greatest
monoplane fliers in the world, was born in
Chicago, Ill., on April 25, 1878. He spent the
first fifteen years of his life in and around
Chicago, completing a high school course there,
and then with his brother, Alfred J. Moisant,
and his three sisters, moved to Alameda, Cal.,
where the family made its home for the next
eight years.

John Moisant and Alfred Moisant then went
to Central America, where they commenced to
establish large business interests, particularly
in San Salvador, the capital of Salvador. They
worked hard and prospered greatly, and inside
of ten years had acquired 40,000 acres of fine
sugar and farm land, had organized and suc-
cessfully operated the three strongest banks in
Central America, and had acquired many other
valuable possessions in Mexico, Nicaragua and
Honduras.

Despite the many stories that have been cir-
culated relative to the “filibustering” career of
John Moisant, there is not one word of truth
in any of them. The only time that he ever
engaged in so-called “revolutionary” exploits
was in order to liberate his brothers, George
and Edward, who had been imprisoned by
President Figueroa, of Salvador, who coveted
the Santa Emelia and Santa Ana ranches and
other Moisant properties. Finding, it is said,
that the United States government would not
protect American citizens residing in Central
America against the outrages of some of the
local politicians, John Moisant organized and
headed a small army of 500 poorly clad and
poorly armed natives, and with this small
force marched against the capital of Salvador,
in order to liberate his imprisoned brothers.
He captured the port of Acajutla and the city
of Sonsonate without losing a man. although
he inflicted terrific losses upon the 6,000 gov-
ernment troops drawn up to oppose him.

Shortly after capturing Sansonate his un-
trained troops became suddenly, and for some
still unknown reason, panic-stricken, and re-
fused to proceed further, so that John Moisant
was compelled to abandon this attempt to free
his brothers. He persisted, however, for the
ensuing two years, and finally became strong
enough to compel Figueroa to liberate the two
innocent men after they had languished in the
Salvador jail for two years. But there was
not, and never had been, any idea in John
Moisant’s mind, or in the minds of any of his
three brothers, to upset any of the established
governments for personal gain, or for any
other reason than above.

John B. Moisant and his brother Alfred had
been accustomed, during their residence in
California and Central America, to watch the
great soaring birds, like the gulls, hawks, buz-
zards, vultures, and even the albatross.

Before John Moisant had ever seen an aero-
plane he had planned and had under way the
metal monoplane, which will now be manu-
factured by his brother. Shortly after com-
pleting the plans for this metal machine Moi-
sant went to France and visited every aviation
meet held in Europe in 1908 and 1909. He was
the first man who argued for a rotary motor
on a monoplane, although Bleriot himself said
that to attempt to put a rotary motor on a
monoplane would be to invite instant destruc-

tion. He bought the first Gnome engine ever
turned out by the Gnome factory, and imme-
diately installed it on the metal machine

which he had by this time completed except
for its power plant. The machine was fin-
ished and the engine installed in a factory at
KEtampes.

He found that, his machine not only came
up to his expectations, but exceeded them.
He had always been a believer that in speed
lay safety, that the faster one flew the safer
one was. His machine developed a speed of
80 miles an hour instead of only the 60 that
he had figured on, and Moisant found out

within a few seconds after he had left the

62

February, IQII

ground for the first time that he was entirely
incompetent to handle his aeroplane.

Having attained a height of 100 ft. from
the ground, and being still bent heavenward
with apparently no chance of changing the
course of the machine, Moisant deliberately
eut off his engine and allowed his machine to
fall to the earth.

As a result of the fall only the metal tail of
the machine was broken, and Moisant himself
escaped without a scratch. He determined
then that it would be necessary for him to
learn in a slow machine.

After making three short flights in the 50
H. P. Bleriot passenger-carrying machine
which he then bought, he immediately won his
pilot’s license from the Aero Club of France
the second day he had this monoplane in his
possession. On August 17, 1910, he flew from
Etampes to Issy les Moulineux, a distance of
37% miles, straight above the heart of Paris,
carrying as passenger Roland G. Garros, who
later became a team mate of John B. Moisant
with tne International Aviators. This was only
the fourth time that Moisant had flown.

A few days later Moisant started late in the
afternoon from Paris for London, carrying a
185-pound passenger, besides 300 pounds of
gasoline, lubricating oil and . tools. Flying
over country that he had never before visited,
and guided solely by his glycerine-floated com-
pass, Moisant reached Amiens the first day
and remained there over night. He then flew
to Calais, where he again landed.

From here, in a bad wind, he flew across the
Channel to Dover, but was blown eastward to
Deal, at which place he landed, having arrived
on English soil the second day out from Paris,
with only two landings intervening between
the French capital and Deal. Then the ma-
chine which had carried him so far developed
one flaw after another, and Moisant was two
weeks completing his journey to the English
capital, which lay only 30 miles from Deal.

He was the first man ever to fly from the
French to the English capital; he was the
first man to carry a passenger from Paris to
London; he was the first man to carry a pas-
senger across the Channel; and he was the first
man who had ever, in all the history of the
world, reached London in the same vehicle
as that in which he left Paris.

At the last moment, as a substitute in the
American defending team, he jumped into the
race for the international trophy at Belmont
Park on October 29 last, and won second place
for the United States. In a 50 H. P. Bleriot,
in which he had never sat until he started out
in that race, he won over Grahame-White in a
100 H. P. Bleriot, the $10,000 Statue of Liberty
prize on the following day.

Spore | "Death of Cecil Grace.
Dover, ng., Dec. 22.—Cecil Grace (Short
biplane) left Dover in competition for the

Baron de Forest prize. He landed in France at
Las Baraques, near Calais. The wind being
bad, he decided to fly back to Dover and wait
for a better opportunity. He left ahead of the
boat that was to follow and became lost in a
heavy fog. Several vessels reported seeing the
machine or hearing the engine. No word has
since been received nor has the machine been
found. A cap and goggles were found many
days later on the Belgian coast. These were
identified as belonging to the unfortunate avi-

ator. ae
Fat

Shortly after leaving

Poe to Laffont and Pola.

the ground, in making
a preliminary flight in his Antoinette before
attempting the flight to Brussels, at Mour-
melon, on December 28, Alexandre Laffont and
his pupil, Mario Pota, in a bad wind, one of
the wings was wrenched entirely loose from
the machine and both men were killed. An eye-
witness reports that a gust of wind got under
the wing and the aviator was trying to right
the machine and was making a sharp turn,
The pressure was too great for the structure,

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2nd, 10-Kilom. Aeroplane Speed Prize
2nd, Brescia Height Prize—Glenn H. Curtiss

New York World Prize, $10,000—Albany to New York. Glenn H. Curtiss
New York Times Prize, $10,000—New York to Philadelphia and return. Charles K. Hamilton

BALDWIN’S VULCANIZED PROOF MATERIAL
USED IN THE U. S. GOVERNMENT DIRIGIBLE AND SPHERICAL BALLOONS

ILL last fro’ five to six times as long as a varnished balloon. The weight is always

WV the same, does not require further treatment. Heat and cold have no effect
on it, ane sions can be made as well at zero weather as in the summer time.

The chemical ac _u of oxygen has not the same detrimental effect on it as it has on a
varnished mate al. Silk double-walled VULCANIZED PROOF MATERIAL has ten

times the stre’ ‘h of varnished material. A man can take care of his PROOF balloon, as
it requires li’ e or no care, and is NOT subject to spontaneous combustion. Breaking
strain 100) . per inch width. Very elastic. Any weight, width or color. Will not
crack. W_= erproof. No talcum powder. Norevarnishing. The coming balloon material,
and whieh chrough its superior qualities, and being an absolute gas holder, is bound to

take the \.ace of varnished material. The man that wants to have the up-to-date balloon
must: +) VULCANIZED PROOF MATERIAL. Specified by the U.S. SIGNAL CORPS.

Prices and samples on application

Captain Thomas S. Baldwin

Box 78, Madison Square
NEW YORK

pelt bbb beth bth bh be

In answering advertisements please mention this magazine.

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J\ZIgZlo
Aviator Loses His Life in Brazil.

San Paulo, Brazil, Dec. 2 Jies Picollo was
killed by being thrown from his monoplane

when it suddenly pitched_foxward at a height
of 400 feet. (ister)

Military Aviator Has Fatal Fall.

Versailles, France, Dec. 30.—Lieut. Caumont.
French army aviator, who had just taken up
the Nieuport machine, after having been al-

viogical effects upon the

3 e attracted little notice.

apid ascent to great altitudes exposes the

y to conditions different from any terres-
trial ones. Mountain climbing offers some an-
alogy, but it differs in the fact that the transi-
tion from the high atmospheric pressure of
the sea level to a low pressure takes place
much more slowly.

“In the ‘Gazette Hebdomadaire des Sciences
Medicales de Bordeaux’ of September 25th Pro-
fessor R. Moulinier has reported some inter-
esting observations on the blood pressure of
aviators who have ascended to high altitudes.
On alighting after ascending to a height of
1,200 to 2,000 metres the aviator presents cya-
nosis of the extremities, probably from the low
temperature of the high regions of the atmos-
phere. Often there is congestion of the con-
junctive. The pulse is slightly accelerated, but
there is no palpitation, arrhythmia, or epis-
taxis. There is often slight and transient head-
ache and tinnitus aurium. Sometimes there is
a tendency to sleep, and this may be felt even
during flight. After the flight the blood pres-
sure is always increased.

“In one aviator at 5.30 p. m., before flight,
the constant blood pressure in the radial artery
was found with Pachon’s sphygmometer to be
9 centimeters of mercury and the maximum

W. Wilson Southard, of 421 North Fulton
avenue, Baltimore, Md., is in hard luck. After
finishing his monoplane and getting the first
flights out of it, smashing it, he loaned his
motor to another novice fiyer just before the
latter’s shed burned up, or down; anyway,
Mr. Southard knows he can fly and he is
building his second machine. The late lamented

TE FuLLEY

AG GlEr
f 1G10 FRONT SPAR

M tise Sovlhard 19/8

Southard Automatic Stability.

aeroplane is a big one, the wings being 34%
- ft., spread by 6 ft. 5 in. fore and aft, curve
1 in 18. The tail was like that of the An-
toinette and it seemed to give added stability
to the machine. The motor was a 40-50 motor
of the Detroit Aeronautic Construction Co.,
turning a 7-ft. by 4% ft. pitch propeller. The
Weight complete was, with aviator, 635 pounds
for 200 sq. ft. in main surface; tail had Tz
sq. ft. and movable tail elevator Ups 20 sq. ft.
For equilibrium he employed a design of his
own which consists mainly in the movability

—— Ie, wy

ready proficient in Farman, Sommer and Ble-
riot machines, met his death in a final flight
before competing for a two-man speed prize.
His accident was ascribed to trouble with the
steering. He attempted to glide down. but
was thrown out.

Creatian Aviator Is Killed.

Belgrade, Servia, Jan. 9—Roussijan, 2 Croabum h

tian aviator, was killed after making a flight
across the Riyer Save. ~

iGH- FLYING

de 18 centimeters; the pulse was 70.
tfter a flight of 25 minutes, during
2 twentieth minute he reached the
100 meters, the constant pressure
imeters of mercury and the maxi-

sure 19 ceniimeters; the pulse was 80.
Ss imcrease in pressure is all the more re-
markable as the aviators were athletes in full
training. The rise was less marked in aviators
who were fatigued. These showed palpitation
of the heart and marked acceleration of the
pulse (108). In one case troublesome tachy-
cardia, symptomatic of functional insufficiency
of the heart, and vertiginous movements, were
observed in an aviator who, after a flight of
an hour, had reached the height of 1,000 me-
ters. No rise in blood pressure was found in
aviators who flew at low altitudes, such as
100 to 150 meters.

“As to the cause of the rise in blood pres-
sure, Professor Moulinier puts forward the hy-
pothesis that it is due to the sudden descent
to the earth in four or five minutes from a
height of 1,000 to 2,000 meters, which was at-
tained in 20 to 25 minutes. At a height of
2,000 meters the atmospheric pressure is 591
millimeters of mercury, at the sea level 760
milimeters. In the short time of the descent
the circulatory system had not time to become
adapted to the change of pressure. He there-
fore advises aviators to descend’ more slowly.
He also points out the dangerous fatigue tod
which flight at high altitudes exposes the cir-
culatory apparatus by provoking increased and
irregular activity of the heart ‘and vessels.
A sound heart and supple arteries are absolute-
ly necessary to an aviator.”

of the rear main spars. The front spars are
rigidly trussed top and bottom, while the back
spar guys pass through pulleys at top and
bottom. When th =, Wind raises one wing the
other one lowers’ hd “the extra pressure of
the top wing a *s automatically helps to
shift the press siliformly.” He has, how-

ever, a lever cu....-ling the warping Which
he uses “constantly, as I have no faith in
automatic devices of ‘briv kind.”

fan

A fine and more com, ate tabulation of the
principal events in aeron. tics for 1910, com-
piled by William J. H&a®’mer and Hudson
Maxim, with a list of Wy'4d and American
records and other valuab information, is
printed in the 1911 WORLL A™.MANAC. Be
sure to get the “Second Editi R

TOO LATE TO CLASSIFY.

PATENT PENDING on an AEROPLANE capable of
ASCENDING and DESCENDING VERTICALLY, and
of remaining stationary over, or moving with (battle-
ship), any object. Has allt e speed, strergth, lightness
and simplicity of a standard aeroplane. The inventor
is a well known engineer, for many years employed as
designer by some of the largest automobile companies.
Liberal terms will be made te capitalists.

Address, PRACTICAL MAN, care of AERONAUTICS,

6

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VERTICAL RUDDER

FURME HUB - COULAED TWOSULES.

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CONGRESS $125,000 AERO APPROPRIATION.

The House of Representatives passed, on
January 18, an appropriation of $125,000 for
army aeronautics. Hurrah!

It was a complete surprise, worked neatly as
an amendment at the last moment by Mann
of Illinois. He is not a member of the mili-
tary committee at all, but he was loaded with
a lot of good aeronautic dope and put the
thing through just right in the face of some
small opposition from Fitzgerald of New York
and Helm of Tennessee, neither of whom knew
a flying machine from a threshing machine.
They were naturally all at sea and Mann was
there with the goods. This means, of course,
that the signal corps will be able to do some-
thing during the coming summer. They have
not yet picked out the machines they will
get or where they will put them.

BRITISH SOCIETY SENDS REGRETS.

The Aeronautical Society of Great Britain
cabled the Aeronautical Society, at New York,
as follows, on learning of the accidents to
Moisant and Hoxey:

“British Aeronautical
of two gallant men.”

WRIGHT TRAINING SCHOOL STARTS.

Society deplores loss

Frank Coflyn opened the Wright training
school at Monte Sano Hill, Augusta, Ga., on
January 16th. This camp will be equipped

for the training of purchasers of Wright ma-
chines, with the exception of a few men for
the exhibition department. No men will be
trained excepting those who actually pur-
chase machines or their employees. This
training will consist in flying a machine ac-
companied by the teacher who gradually trans-
fers the control of one lever after the other
to the pupil. The Wright Company believes
this is a practical way to learn to fly and much
more effective than the ground training and
special device training used by some of the
French schools.

Robert J. Collier has purchased a machine
and it has been delivered to him. A number of
other orders will be filled during January.

CURTISS SCHOOL OPENS.

Glenn H. Curtiss, accompanied by Charles F.
Willard, Eugene B. Ely and Lincoln Beachy,
formally opened the new aviation grounds at
San Diego, Cal., where Mr. Curtiss will carry
on experiments, on January 21 with a two-day
meet, all four aviators taking part.

Following the meet, Mr. Curtiss took up in
earnest his winter work in experimenting and

instruction. The school opened with two pu-
pils, Lieutenant Theodore Ellyson, of the
United States navy, who is detailed to the

Curtiss camp for this work, and C. C. Witmer,
of Chicago, Ill., who is negotiating the pur-
chase of a Curtiss machine for his own use.
Lieutenant Ellyson was detailed by Sec-
retary of the Navy Myer to receive instruc-
tion in the manipulation of the Curtiss biplane

and to work with Mr. Curtiss in his experi-
ments. He is one of the younger naval officers,

and has been for the past three years in the
submarine boat service at Newport News. He
says that there is only one thing better than
submarine work, and that is aviation.

MOISANT SCHOOL ON LONG ISLAND.

The plans which John and Alfred Moisant
had formulated for their future careers in
aviation, will be carried on now by Alfred
Moisant alone. The metal monoplane which

Gu

John Moisant, in collaboration with his brother,
had designed and built, will be manufactured
in or near New York City. Several aviation
schools will be opened by Alfred Moisant and
competent instructors and various types of
aeroplanes installed. The first of these will
be at Garden City, Long Island, where 1,600
acres, absolutely unobstructed by a tree or
house, have been secured for school purposes.
In the very near future 100 hangars will be
constructed there, and a grandstand will also
be erected, so that tournaments may be held
at this point. Other schools will be established
at New Orleans and on the Pacific Coast. There
will also very likely be one in the Central
est.

LEGAL AERONAUTICS.

The breach of contract suit brought by
Glenn H. Curtiss against Chas. K. Hamilton,
who was under contract to fly for him, has
been decided in favor of Mr. Curtiss, who was
awarded $6,200 and costs, on January 10, at
Bath, N. Y. No appeal has been taken as
yet from this decision.

Dr. William Green has obtained a judgment
in a Hartford, Conn., court for $575 against
the Harriman Engine Co., the defendant com-
pany filing a $1,000 bond.

The Wright Co. was denied, on technical
grounds, a temporary injunction to restrain the
Aero Corporation, Ltd., from disbursing funds
until $15,000, alleged due the complainant, were
paid. This does not reflect on the merits of
the case, which will proceed to a trial. The
details of this action against the promoters
of the Belmont meet were printed in the
January number.

LAST CALL FOR MOTOR PRIZE.

Entries close March 81 for the Automobile
Club of America’s $1,000 motor prize. The
conditions are very mild compared with the
24-hour run in the Alexander motor competi-
tion in England. An A. C. A. certificate would
be a big asset to any motor builder. Write
at once for rules and blanks to 249 West 54th
street, New York.

DINNER TO WILBUR WRIGHT.

Wilbur Wright was the guest of honor at
the annual banquet of the National Geographic
Society, of Washington, on January 15.

Gen. Leonard Wood, chief of staff, U. S. A.,
spoke of the use of the aeroplane in the army.
He said that no military man could fail to ap-
preciate that it was a great addition to army
equipment, and that as a means of reconnois-

sance it was destined to play an important
part in the next war. He said that unfor-
tunately the American army was at present

equipped with but a single aeroplane, and that
of ancient type. It would take $75 or $80 to
get this machine in shape to fly, but the officer
who is in charge of it had assured him recently
he hoped to be able to raise this amount by
private subscription,

A warm tribute to the work of Prof. Lang-
ley, who had risked his scientific reputation in
the development of aviation, was paid by Gen.
Greely, under whom the money for Prof. Lang-
ley’s man-carrying aerodrome was expended.

The ices were served grouped around the
base of a miniature aeroplane, carried by each
waiter. Marching at the head of the proces-
sion there was an aviator in full costume with
a three-foot model of an aeroplane with a doll

Successful Flight

At first attempt has been
Invariably Achieved
by all users of

RIN K THE Witcox* ‘Warre GHOST "ONE
E OF THE MANY SUCCESSFUL PLANES

ENGINES using RINEK ENGINES

It’s the THRUST per H. P. that COUNTS!

THRUST stands for a definite factor, in other words it’s the actual force which
drives your plane in the air. When you buy H. P. you are investing in an
unknown quantity,—it has yet to be applied - - utilized. When you buy
THRUST you are getting a definite amount of PROPULSIVE FORCE.

RINEK engines produce a greater actual THRUST per H.P. than any

other engines, Foreign or American, on the market to-day, and are
unsurpassed for reliability and durability.

Catalogue and prices on application

RINEK AERO MFG. CO. Easton, Pa.

?? DO YOU KNOW ??

THAT BOSTON’S

2nd National Exhibition of Aerial Craft

will be held in

Mechanics Building, Boston, Feb. 20-25th, 1911

Ist. That it is generally acknowledged by those who have attended all the indoor aerial
exhibitions in America that last year’s Boston Exhibition of Aerial Craft was the Biggest
and Best.

2nd. That any Exhibitor of last year’s show will tell you it was of Financial Benefit
to them.

AND ALL THIS ONE YEAR AGO WHEN THE GENERAL INTEREST
IN AVIATION WAS ONLY SLUMBERING

3rd. That this year will far surpass anything heretofore held, and have you an aero-
plane, an accessory, a model or an idea, it will pay you to exhibit and attend this exhibition.

WATCH THIS YEAR’S SHOW—DON’T FAIL TO BE THERE

For all particulars address

Executive Offices

Chester r Campbell, General Manager 5 Park Square, Boston, Mass.

DOODODOOOODOOOOOODOOOODOODOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOO®H

In answering advertisements please mention this magazine.

Ld hed SNF SY EK LS

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MAKERS OF FAMOUS BUILT FOR BUSINESS ¢ If our stock does not yield a

AEROPLANES have worked suitable REGULAR" pro-
to produce a combination of parts peller, we design a “ SPECIAL
which can be relied upon to give to meet the new conditions. This

satisfactory results. R system provides quick delivery in
ee op ” = most cases. As soon as the de-
alte, Beoutan” tne ot INC QUAa weer shite tse
represents the standardization of

this important component of an e to keep suplicales in stock for the
aeroplane, therefore, we keep IN n convenience of the customer.

STOCK the correct propeller The “ REGULAR "’ line now
for CURTISS and FARMAN bi- embraces 29 distinct designs, which

planes, BLERIOT Monoplanes, etc. nue will be addr soups ioe
and specimens of 26 other styles. Ba eee oe eee eee oS

/ ations of air-vessel features.
It is probable that out of such Pro ellers The S. S. Mauretania was fitted
a large stock a propeller may be with six separate sets of propellers
before the best combination was
—— arrived at!
The new try-out proposition
is for the purpose of offering to an

aero experimenter the samefacilities
as the engineers of any marine ship

sufficient to warrant it, we proceed

quirements of any specially de-
signed aeroplane; but even in
such a case, in order that a cor-
rect choice can be made it is Built under the Personal
advisable that enquiries should Supervision of
clearly state all particulars of the: builders Gnd: cae ee lene
|. Plane surface and head resistance. H J 5 0 6 6 BS0 N them to arrive at the most efficient
1 combination of vessel, engine and

2. Horsepower and speed of engine.

fe efoofe ofocfoofo cfocfocfecfoofecfocfecfeofoo te oho ofontocde efocfocfuahoedy focho ap feed a toode oho cfocdoofoofe

ropeller.
3. General design of complete machine. CONSULTING ENGINEER P We havevatwide experience and
4. The number of propellers to be used By E. W. BONSON are out to advance your interests

and their greatest possible diameter.

.. along with our own. You pay
5. The direction of rotation, clockwise, 806 11th Ave., New York City for the propeller which does

or anti-clockwise, when standing in the

’ the business!
breeze made by the propeller. Phone Columbus, 3672 Full carticulenden aplicaueel

ob ob eoeoferecfoofoofoofonfectoefoofe fe ofecfoaheofoofoofe che fect fo foofo oho oho fo efoofoofo oho che feo fo che hook fo focde ode hecho oho hook hehe bee F

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PEPE PE EES

The AEROMOTOR

4 and 6 cylinders———4 cycle———30 to 75 H. P.

The most compact aero engine built—Special

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For printed matter and other particulars, address

DETROIT AERONAUTIC CONSTRUCTION CO.
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In answering advertisements please mention this magazine.

MERONAUGTICS

for operator and the propellers moving. The
aeroplane, by the way, was the old Wright
model with the front control. This was a tech-
nical defect that doubtless grieved Wilbur, but
that the diners did not seem to notice.

NO SHOW FOR CHICAGO.

Profiting by the example of the recent St.
Louis aero show, held under the auspices of
the Aero Club of St. Louis, and which failed
to pay all its obligations, the Aero Club of
Illinois has decided to give up the idea of a
show in March. It is possible one may be
held in connection with an aero meet which
may be conducted during the summer. The
Chicago club is averse to recording failures,
and feels the time is not ripe for paying indoor
exhibitions.

BOSTON SHOW ONLY MONTH OFF.

As the time approaches for the “Second
National Exhibition’? of aerial craft in Bos-
ton, February 20th to 25th, the interest in
this event becomes more pronounced. Mana-
ger Campbell is personally deeply interested in
aeronautics, so to a. great extent the show
is a labor of love with him. Iinimeeracis last
year, in the face of almost unsurmountable
difficulties and at great expense gave to the
public the biggest indoor show ever held in
America, and at the close gave out an inter-
view that while he had expended a number of
thousand dollars more than the receipts, still
each year he would show to the people of
New England the strides that had been made
in aviation, with the result that in February
the Mechanics Building will again be open,
this time with practically all the well Known
makes of machines that have done such won-
derful things to date.

Last year’s show was acknowledged by all

those who attended as a forerunner of the
great strides made and the interest now so
plainly manifested in aeronautics, and from

all indications, with the interest of the public
in the bird-men and their craft and the fine
support promised by the manufacturers and
accessory dealers, Boston will again see a
show that will keep her in the front rank.

Many novelties will be introduced, unique
advertising, prizes for model flying, lectures,

appropriate decorations and as well a number
of the machines that have made records dur-
ing the past year. A full list of these will
shortly be published. In fact everything is
being done both in the interest of the exhib-
itor and the spectator and Manager Camp-
bell is to be congratulated in his endeavors.
Models, machines and accessories are solicited
and as the building is very large any one
who has anything of merit can be accommo-
dated.

For all information address Chester I. Camp-
bell, 5 Park Square, Boston, Mass., and the
same will have prompt attention.

WwW. P. EDGAR.

INCORPORATIONS.
American Safety Aerocar Corp., $1,500,000.
Incorporators: W. E. Dennis, Hollis Court,
lea Nee latt aA Storia. Tie Wes Te. Keays:

Yonkers, N. Y.

Wadsworth Airship Co, Pittsburg, Pa. Cap.
$20.000. J. W. Wadsworth, F. J. Schellman,
A. W. Henry, HE. E. Cramer, J. F. Milliken.

Chicago Aeroplane Mfg. Co., $2,500. Mark E.
Grable, Willard D. Hammond, Bruce E. Adams.
Converse Automatic Aeroplane Co.. $50,000,
Fiske Bldg., Fresno, Cal. Directors are H. H.
Darlin Hvar Gcameron., Jai. Ashe, “As yD!
Newlin and N. B. Converse.

Southern California Aviation Association,
Los Angeles, $75,000. Directors: W. M. Gar-
land, Wm. G. Kerckhoff, fred L. Baker, John B.

Miller, Howard Huntington, Hugene E. Hew-
lett, Isaae Millbank, Motley H. Flint, Frank

A. Garbutt, Perry W. Weidner, and Martin C.
Neuner.

Aero Club of Delaware, Wilmington, Del.

February, Torr

Aeroplane Co. of America, Boston, $100,000.
A. C. Triaca, W. Mason Turner, John F. Queen.

Ovington Aero Co., Boston, $10,000. George
B. Robotham, John F. Dickinson, Frank W.
Carter, Henry P. Ayer.

Birmingham Aeroplane Co., Birmingham,
Ala., $5,000. Jesse W. Alexander, R. B. Alex-
ander, Hugh A. Locke and Edgar P. Pelf.

Utah Aerial Navigation & Power Co., Spring-
ville, Utah, $100,000. A. D. Flanigan, J. D.
Bagley, W. B. McPherson, Milan R. Straw
and Wm. Whitney.

NEW BOOKS.

THE AVIATION DIRECTORY, published by
L. M. Allison, Lawrence, Kan., at 25c, is the
first directory of aeronautical manufacturers
yet published in America. Judging from this
list there are one or two concerns not adver-
tising in “‘Aeronautics.”” This must be looked
after, surely. A second edition is now ready,
still more complete. This list is invaluable
to advertisers and purchasers alike. It is time
now for such a work, and the author has only
forestalled ‘‘Aeronautics’’ in this work.

LEITFADEN DER LUFTSCHIFFAHRT U.
FLUG TECHNIK, von Dr. Raimund Nimfiir,

S_vo., cloth, 338 illustrations, with large size
plates; price 13 M. 50 Pf., from A. Hartleben’s
Verlag, Seilerstiitte 19, Wien I., Austria.
Principal chapters: Zur Physik der atmo-
sphiirischen Luft.—Strémungsgesetze der At-
mosphiire.—Tierflug, insbesondere der Vogel-
flug.—Das allgemeine. Problem der Ortsveriin-
derung von Korpen, iiber den festen Boden,
durch das Wasser und die Luft.—Grundtypen
von Vorrichtungen zur Fortbewegung durch
die Luft.—I. Teil. Der aerostatische Flug. Der
gewohnliche Kugelballon. zeschichtliches.—
Technik des Kugelballons. — Gleichgewichts
und Bewegungsgesetze aerostatischer Flug-
koérper.—Der lenkbare Ballon. Geschichtliches.
—Moderne Typen von Lenkballons.—Technik
des Lenkballons.—II. II. Teil. Der aerody-
namische Flug. Gleit- und Segeflieger, Ges-
chichtliches.—Die Schraubenflieger. Geschicht-
liches.—Die Sch wingenflieger. Geschicht-
liches.—Die Dracvhenflieger, Gaschichtliches.—
Die ersten Projekte von Drachenfliegern und
die ersten Versuche mit Modellen.—Die neueren
Studien mit groben trachenfliegern.—Moderne
Drachenfliegertypen.—Technik der Drachen-
flieger. — Kombinierte Typen. — III. Teil.
Theoretische Flugtechnik. Zur experimentellen
Aerodynamik (Luftwiderstand u. Winddruck).

Der Luftwiderstand.—Der W inddruck.—Lo-
trechter and schriiger Fall durch die Luft.

Schwebe- und Translationsarbeit. — Hinige
spezielle Theoreme iiber Drachenund Gleit-
flleger.— Zur Theorie der aerodynamischn
Schweber und Flieger. — Luftwiderstands-

auf empirischer Basis.—Einige wich-
Sitze.—Allgemeine Hydro-
Beziehung zur Flugtechnik
Zur Statik and Dynamik des
Ballons. Praller Ballon.—Schlaffer Ballon.—
Zur Theorie des Lenkballons.—IV. Teil.
Praktische und konstruktive Flugtechnik. Der
Kugelballon. — Der Lenkballon.— Die Flug-
machine.—Nachtrage and Zuiitze.—Namen- und
Sachregister.
KONSTRUKTIONSBLATTER FUR
TECHNIKER, by Dr. Wegner von

theorien
tige physikalische
dynamik in ihrer
und Aeronautik.

FLUG-
Dallwitz,

paper, 183 pages, with S87 pictures, 4 scale
drawings and many tables. Published by C.
J. E. Volekmann Nachf: (E. Wette), Rostock
i. M.. Germany, at 7 marks.

Contents include: Die stheorie der Schraub-
en, Verschiedene Typen der Fahrzeug?Vort-
rieber, Das Wesen der Schrauben und der Grad
ihrer Arbeitsausnutzung; Analogien zur
Schraubenarbeit, zur Verdeutlichung des Ver-
haltens der Schrauben; Die werechnung der
Triebkraft der Schrauben, Der Motorleistungs-
(Kraft) Bedorf der Schrauben, Der Dynamische
Wirtungsgrad der Schrauben; Bestimmung der
rotwendigen Schraubenleistung, Widerstands-
Serechnungen; Die Ausfiihrunge von Schrauben
fliigeln, Beanspruchurg der Schraubenfliigel,
Die Herstellung der Schrauben, Das Auspro-
bieren von Luft schrauben, Kiiufliche Schraub-
en; Logarithmentafeln, Tafeln fiir Sinus und
Kosinus, Tangens und Cotangens, etc,

AERONAUTICS

THE SAN FRANCISCO MEET.

While there are fewer aviators entered than
at Belmont, and the added stimulus of the
Gordon Bennett race is missing, the meet from
January 7 to 16th will in all probability be
the greatest of 1911. Aside from the purely
contest feature is the spectacular military
aspect lent to the meet by the participation
of U. S. troops. The Government has detailed
four companies of infantry and a troop of cav-
alry to patrol the ground and guard the danger
zone where the military and naval target prac-
tice will be carried on with real explosives.
A machine gun platoon is also detailed and
experiments will be made at firing on captive
balloons. The troops will camp on the field
during the entire period of the meet.

Bomb throwing with actual explosive shells
(no oranges), released from heights where the
aviator and assistant would have some meas-
ure of safety from ground fire should be pro-
ductive of much valuable information.

The following aviators will appear: Latham,
Brookins, Radley, Curtiss, Parmelee, Willard,
Ely and probably others. Prizes and condi-
tions have not as yet been announced.

The novice class is receiving a large entry.
Novice prizes are as follows:

First event—A prize of $1,000 is to be di-
vided into as many equal parts as there are
novice aviators who fly and make a successful
landing one-half mile straight-away.

Second event—A prize of $1,000 is to be
divided into as many equal prizes as there
are novice aviators who fly and make a suc<
cessful landing around a 2'%-kilometer course.

Third event—A first prize of $250; a second
prize of $125, and a third prize of $75 for the
best speed over a 5-kilometer standard course.

Fourth event—First, second and third prizes,
respectively, of $250, $125 and $75, for altitude
during the meet. To qualify, machine must
go higher than 50 feet.

Fifth event—First, second and third prizes
of $250, $125 and $75, respectively, for the
longest time in the air made by any novice
aviator during the meet.

Sixth event—First, second and third prizes,
of $250, $125 and $75, respectively, for the
novice machine making the best distance rec-
ord during the meet.

For the purposes of the meet, a novice is
defined as an aviator, and a “novice machine”
as the machine of an aviator, who has never
taken a cash prize or flown for a cash guar-
antee in any previous meet or exhibition.

Among the novices who have made success-
ful flights are Orvar Meyerhoffer, who has a
unique triplane with a 60-90 h. p. engine (de-
tailed drawing and description of which will
appear in next issue of ‘‘Aeronautics’’) and
T. S. Kern, with a Curtiss-type biplane.

W. C. Wheeler, secretary of the Pacific Aero
Club, has a well built Bleriot type monoplane
entered in this class.

A. L. Smith, of Stockton, Cal., a novice flyer
will have his Loose monoplane at the meet.
He has been making daily flights in this little
machine.

TE
GERMAN PROTEST OVERRULED.

Under date of January 9, the Aero Club of
America issued the following statement in
regard to the special meeting of Federation
Aeronautique Internationale at Paris, January
10th, 1911:—‘“The protest of the German Club
against the award of the Gordon Bennet In-
ternational Balloon Trophy to Mr. Alan R.
Hawley was thrown out on the ground that it
should have first been presented to the Aera

Club of America. The protest of the Swiss
Club against the organization of the same

race at the start in St. Louis was not pressed.

“The protest of the Royal Aero Club of tha
United Kingdom against the award of the

February, Iorr

68

Statue of Liberty Prize to John B. Moisant
was not definitely decided. The federation
held that the record of the course as pre-
sented, did not show on its face that Article
29 of the Constitution of the Federation had
been complied with. This article requires the
consent of the Contest Committee of the Aero
Club itself to any change in the conditions of
a contest that may be made by the Committee
in Charge, after the regulations are once pub-
lished. We are advised by our representative
that the question has been referred back to
the Aero Club of America for further action,
on the lines of this decision.

“Mr. Claude Grahame-White has cabled the
Aero Club of America, protesting against his
disqualification for fouling pylon No. 5 in the
contest for the Statue of Liberty Prize. Mr.
White claims that he was not aware until
recently that he had fouled the pylon and had
been disqualified.”

WHITE UNSPORTSMAN-LIKE?

Mr. Claude Grahame-White seems to have
queer ideas of sport where he is a losing com-
petitor.

To a mere novice it looks this way: the
Statue of Liberty race was set for a Sunday.
White started off and came back. Moisant,
with half the horsepower, also rounded the
statue and returned in less time. Evidently,
he found a more direct route.

If Moisant had more nerve than White, and
took greater chances, by flying over more of
Brooklyn, had White any sporting reason for
wanting another try? No doubt he would
win on a second try for he would then take
the direct route.

No one has yet questioned the veracity of
the judges in stating the time consumed by

Moisant. Does Mr. White desire to put on
trial the timers? Opinion is quite general
that White has “no kick coming.”

STEVENS TAKES UP AEROPLANE.

New York, Jan. 23.—The poor old balloon
has been given the “go by” by Aeronaut Leo
Stevens, or at least temporarily. To the utter
distraction of Mrs. S., Leo has donned his
aviation costume and is rapidly growing a pair
of wings. He is stopping at Mineola these
days taking flying lessons from William Hil-
liard in the new Burgess model D. ‘To-day
some fine flights were made “steady as a
clock,” as Stevens says, the machine varying
to no noticeable extent from the even keel
maintained by the aviator. He will stick
around for a few days, he says, and keep his
weather eye open. Those who have the pleas-
ure of acquaintance will know that concealed
about his person is the ever-present vaseline
tube, though where such material eould be
used on an aeroplane is not quite apparent—
oh, yes, almost forgot—the bearings of the
wheels are filled with vaseline.

FAIRCHILD MONOPLANE FLIES.

Frank Schumaker has flown the W. L. Fair-
child monoplane across the Mineola field since
Christmas some dozen times, making a good
landing each time. These are the first flights
made with the big monoplane, which has been

at the Mineola grounds since last spring.
Few ever expected the machine to get off
the ground and these flights, therefor, vindi-
cate Mr. Fairchild and earn praise for the
6-cylinder Emerson engine.
AERO CALENDAR FOR THE U. 8S.

Jan. 14-18—Oklahoma City, Okla., Interna-
tional Aviators.

Jan. 12-13—Ft. Worth, Tex., International
Aviators.

Jan. 26-Feb. 7—Havana, Cuba, Curtiss and

other aviators.
Feb. 20-25-—Boston, Mass., 2nd annual show.

BERONAUTICS February, I9rt

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The Scientific American Trophy

(WON THRICE AND FINALLY BY GLENN H. CURTISS)

WAS THE FIRST AVIATION TROPHY

offered in America. Likewise, the Scientific American
was the first weekly in the United States to treat
of Aeronautics. All important advances in this engros-
sing science have been chronicled in the pages of the
Scientific American during the past 65 years, and
the huge strides now being made so rapidly are
reported from week to week. Only by reading the

SCIENTIFIC AMERICAN

regularly can you keep up-to-date in Aeronautic matters.
@ Send us $3.00 and we will place your name on our
mailing list for one year beginning Feb. Ist, and send
you besides all the January numbers including our 11th
Automobile Special. The Scientific American for 1911
has been enlarged and improved. A big special number
with colored cover is issued every month. ‘Two of these
will be devoted to Aviation. Subscribe now and follow
the progress in Aeronautics, Mechanics and Electricity
week by week.

Publishers of th

MUNN & CO,, Inc. sientiic American

: Loueelt 361 Broadway 3 3 New York
cientific American Trophy, Offered in 1907 | quest S215

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The
Aeronautical Society

All interested in the Art of Aviation should join the Aeronautical
Society. Being the first organized body of its kind, and having
accomplished more than any other association, it offers real benefits
to its members. What was done from the day of its formation in
July, 1908, to December, 1909, is described in a booklet which will
be sent upon request. It is practically a history of aviation in the
U. S. during that period. In the last year 50 machines have been
built in the Society’s shops at Garden City, L. I. Of these, 26
have actually flown over the Society’s grounds. For further _infor-
mation and booklet address the Secretary, P.O. Box No. 28,
Station D, New York City, or else No. 1999 Broadway,

where weekly meetings are held.

In answering advertisements please mention this magazine,

4ERONAUTICS

Now Pischoff Monoplane es Two ipa

Daimler 70 H. P. Motor.

TOrt

February,

=

Apparatus Resembles an

Automobile with Wings

PRINCIPAL ONE-MAN WORLD REC-

ORDS.
Duration—-8§ hours 12 minutes; dis-
tance made, 463.6 kils. (288.06 miles);

ink Farman, Etampes, Fr., Dec. 18, 19140.

_ Distance—584.986 kils. (363.%6—miles) ;
time, 7 hours 48 minutes 313-5 seconds;
Maurice Tabuteau (M. Farman machine),
Buc, Hr: Dee: 30; 19110.

Altitude—3,180 meters (10,430 feet);
G. Legagneux (Bleriot machine), Pau,
Dec. 9; 1910.

Speed—109.23 k. p. h. (67.87 m. p. h.),
Belmont, Oct. 29, 1910.

Note.—The official figures in kilo-
meters and meters are obtained when-
ever possible and the distances in miles
are figured out to the last decimal,
Which frequently makes our figures vary
from less accurate ones published else-
Where. Where cabled figures are used,
corrections are made on the office files
and the proper figures used later in any
tabulations or lists of records. For in-
stance, Leblane’s speed is usually given
as 5 kils. in 2'm. 453-5 s.,j while as a
matter of fact his time was 2 m. 44.78 s.
for his fastest 5 kils. It is indeed diffi-
cult to get official figures. quickly; even
the most reliable French organ frequent-
ly has different figures in the same issue
for the same flight.

UENOS AYRES, Brazil, Dec. 16. Cattaneo
—< (Bleriot) flew from Palermo, near Buenos
hy Ayres..across.:the Rio <de la Plata to
Rio San Juan; a distance of 58 kil. From
iene, after. landing, he continued to Colonia,
Uruguay, another 32 kilometers, making 90
1 the flight. Here he flew over the Plaza de
oros before alighting. On January 4 Pailette
ew for more than an hour over the city of
uenos Ayres.

ot

69

Legagneux Breaks List of World Records.

Pau, France, Dec. 2!.—Georges Legagneux, in
a Bleriot, established a new record in the
Michelin cup competition to-day, remaining in
the air 5 hours 59 minutes, covering a distance
of 515.9 kilometers, or 320.56 miles.

During the flight he established the following
new records:

APOINOMTS ©, hersiehs ov sh sisttav ayia ePeeis: a ete setts) eens Al Saker

SUM OUTS earecolaeieieehie tos isan «| sDels Chopeet eae Seo mR

ABN OUMES a Me tekercne tlio ciciete Tansee e.e seszneh ene 345.5 kil

Pip OUINES By deer ore Moen cme rra cram caciatcLcuenenerskenrae 432.2 kil
SON) US CA ood benboouo or cologi loonie) BA remiss
AO QMS rp betere-aitaverrece senisalcr n¥ehocies) 6 4 hours 38 minutes
HO Omelet onatelotevess: seer cn svetanerehsmemete 5 hours 48 minutes

World Two-Man Duration and Distance

Records.
Bouy, Fr., Dee. 21.—Lieut. Cammerman (H.

Farman) has been awarded the $5,000 Weiller
prize for cross-country flying by military avi-
ators carrying a passenger for his flight from
Bouy to Montigny-sur-Aube and return to Bouy
One Dec. 21a distance vol 232) shells) im) 42853"
Lieut. Delage and passenger flew from Etampes
to Orchaise on Dec. 29, a distance of 106 kil.,
3:31:00. The H. Farman machine was cov-
ered with ice and snow and the carburetor
finally froze. On Novy. 26 the same officer made
a flight of 204 kils. in 3:15:00.

Other Two-Man Records.

Fr., Dee. 21.—In winning the Deper-
dussin $5,000 prize for the fastest two-man
100-kil. flight, Laurens (R. E. P.) and passen-
ger covered 100 kil. in 1 hour 16 minutes
50.8 seconds and made the following new rec-
ords:

Buc,

EO oAOU Th. Fie oe cate betes toes 7 minutes 31.2 seconds
DORR Sons acy amerenodereen eval: 15 minutes 14.4 seconds
SO) Valle raiticyew secckoe ieee 22 minutes 56.6 seconds
A: OL acetkoncnenchctaccantom: toes 30 minutes 38.6 seconds
BORG co eae atch srnaeae kere 388 minutes 19.4 seconds
LO OMA recast cncte 1 hour 16 minutes 50.8 seconds

AERONAUTICS

Woman Wins Endurance
28.—M lle.

Dec. Helene Dutriey (H. Farman)

won the Coupe Femina offered for the longest
flight made by a woman befgre sunset, Dec.
31. She flew 167.2 kil. (103.8 iles) in 2 hours

35 minutes. The previous reford was held by
Mlle. Marvingt (Antoinette),/who flew 53 min-
utes. Mlle. Dutrieu betterefi this by doing 60
kil. in 1 hour 9 minutes MlJe. Herveu (Bleriot)
flew for 1 hour 15 minutes/and 2 hours 2 min-
utes

nd Distance Records
ichelin Prizes.

New World Endurance
in Flights for

Buc, France, Dec. 30.—Maurice Tabuteau,
contesting for the Michelin Cup in a Maurice
Farman biplane with Renault engine, broke
the world’s aviation yfecord for distance, cov-
ering 584.WK5 kil. (362488 miles) in a continuous
flight of 7 hours 48 minutes 31 seconds.

Tabuteau had before made the best mark in
this year’s competition for the Michelin Cup,
having on October 28 made a flight of 289.56
miles. The cup is awarded annually, along
with a cash premium of $4,000, to the aviator
making the longest sustained fiight within the
twelve months.

The trophy and prize was won for 1908 by
Wilbur Wright in France on Dec. 31, flying
124.7 kil. (77.48 miles); time, 2 hours 20 min-
utes 31 seconds. World distance and duration
record.

On November 3, 1909, H. Farman won it,
making new world distance and duration rec-
ord by flying 234.2 kil. (145.52 miles); time, 4
hours 17 minutes 32 seconds.

Farman now holds the world duration record
and Tabuteau the world distance record. Far-
man made his world duration record Decem-
ber 18, flying 8 hours 12 minutes, covering but
463.6 kil., as compared with- Tabuteau’s 465.7,

on October 28, when he flew for 6 hours 1 min-.

ute 35 seconds.

On the 29th Tabuteau_ started out to beat
Legagnéux’s record, but came down on account
of mist after covering 400 kils. His time for
390 kil. was 5 hours 12 minutes 49 1-5 seconds.
At Etampes, H. Farman was also flying, but
came down on account of the rain freezing on
his planes, after covering 150 kil.

While Tabuteau was flying, on
Renaux started but at last came
making 350 kil. in 4 hours 56
seconds.

Thomas (Antoinette) was another competitor
at Mourmelon. One of his wings touched in

the 30th,
down after
minutes 43

February, I9r

making a turn, thus officially terminating the
flight, after being up 3 hours 5 minutes 4 sec-
onds, covering 262 kils.

OTHER NEW RECORDS.
Tabuteau established a new record for 7

hours of 522.935 kil.

On Dee. 31, five aviators were flying for the
Michelin prize. At Etampes Henry Farman
flew for 7 hours 11 minutes, covering 487 kil.
At Bue, Pierre Marie (R. E. P.) flew for
hours 29 minutes 191-5 seconds, covering 530

kil. and establishing the following new records:
iol etl eee eee meets 3 hours 4 minutes 28 seconds
300 kil.......3 hours 40 minutes 55 2-5 seconds
SD OSs reo = 4 hours 17 minutes 26 1-5 seconds
A‘0.0' Klee cee 4 hours 54 minutes 6 4-5 seconds
ANS 0) cikil et reac 5 hours 30 minutes 35 3-5 seconds
OOS Ka Ase clateveve 6 hours 7 minutes 7 4-5 seconds

At Douai, Louis Breguet (Breguet) covered
390.42 kil. in 5 hours 2 minutes 41 seconds.
Sommer (Sommer) had to land after 2 hours
40 minutes. At Pau, Legagneux (Bleriot) quit
after 2 hours 20 minutes, flying nearly 300 kil.
At Mulhouse, Germany, Amerigo (Aviatik)
started out for the prize and flew 38 hours 7

minutes.

A. C. F. $20,000 Goes to Wynimalen.

Paris, Dec. 31.—No other aviator with pas-
senger having completed the course from Paris
to Brussels and return for the Auto Club’s
$20,000 prize, the same was awarded to Henry

Wynmalen, Dutch ayiator, who, accompanied
by Louis Dufour, accomplished the wonderful
flight on October 16-17. Two intermediate

stops were made going and four on the return.
Total duration of the flight, 28:36:43, while
the actual flying time was 13:12:28. The ma-
chine used was an H-. Farman.

Legagneux and Martinet made the trip one
way on November 13, with one stop, and got
partially on the way back when the H. Far-
man was damaged. Mahieu (H. Farman) and
passenger made the trip to Brussels, but the
return was abandoned. Several other aviators
tried, some of them twice, unsuccessfully. Le-
gagneux twice reached Brussels; the second
time he was detained over the time limit by
weather. On December 29 a Belgian aviator,
Lanser (H. Farman), got almost there but
was held by fog at the second stop. The time
limit having been reached after delay on ac-
count of weather, he had to withdraw, but con-
tinued to Brussels on the 31st.

New Type of Farman Which Made World Record.

70

AERONAUTICS February, Tort

Pb be ferfeolefecpeole hetero etek oboe epee che pete cfore fe orde fe onde fe oh fe hecho che ob oh of oe oe oe ofe fe cfeofe ofeofesfeofeofe

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AERONAUTICS February, 1911

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AERONAUTICS

Sopwith Wins $20,000 Prize.

London, Dec. 31.—Thomas Sopwith (How-
ard Wright) has been awarded the Baron de
Forest $20,000 prize for the longest flight

across the Channel by an Englishman in an all-
British machine. His flight was made, as
before recorded, on December 18, from East-
church across the Channel to Beaumont, in
Belgium, a distance of 169 miles, in 3 hours
40 minutes.

Cody Wins British Michelin.

Dec. 31.—Capt. S. F. Cody won the British
Michelin $2,500 prize for British built machines
by flying, December 31, 1910, over Laffan’s
Plain, 185.46 miles, in 4 hours 47 minutes,
using his big biplane, which has flown, it has

February, tort

92

been figured, 1 0 miles in the two and one-
half months up to the end of December.
Previous to this Thomas Sopwith made sev-
eral tries. On the same day he flew at Brook-
lands, for 4:7:17, covering just over 150 miles.

Alec Ogilvie flew his English-built new type
Wright on the 28th 140 miles in 3:55:00 in
competition for the same prize. This was, of

course, fitted with a British engine.

1911 International Race.

Paris, Jan. 10.—The F. A. I. set the distance
for the international race, to be held in Eng-
land this year, at 150 kil. (93.20 miles) over
a course of not less than 5 kil. In 1910 it was
100 kil. (62.137 miles).

Bosch Magnetos were used by Tabuteau, Le-
gagneux, Farman, Cody and Sopwith in their
record flights.

HOW AY I TUDE RECORDS ARE MADE

instrument which has served bal-

loonists for testifying to altitudes reached

now does duty for the aviator in the same

capacity. A short description of the operation

of one of these instruments, called a recording
barometer, or “‘barograph,”’ is given following:

HE same

This instrument, illustrated herewith, has grad-

In making an official record the instrument is
hung from some part of the aeroplane and
stayed with a couple of cords or tapes to keep it
from swinging. The official observer attends to
the adjusting and the instalment in the machine.
After the flight he takes the instrument to the
judges who determine the actual height made by

uations marked in meters or feet of elevation. At taking out the strip of paper on which a graphic
the sea level an» ordinary barometer would show representation of the flight has been made.
760 mm. or 30 inches of mercury, whereas in the The aviator himself may, perhaps, carry a
The Mechanism of a Richard Barograph.
altitude barometer this graduation would be pocket barometer of his own which shows him
marked O. f approximately what height he has reached, as
As the aeroplane ascends, the atmospheric pres- usually he cannot see the other instrument. This
Bee aoe eee ane ape woe oe ee Sea ae aie apparatus is inclosed in a case about the size of
height ain teen ae feat. ae pee ei oa < a watch. The dial is in two parts, one within
The! instrument consists of a wooden or alum= the other. The one is set to zero at whatever
inum case, with one glass side, and contains a height the start is made from. A long hand then
eylinder making one revolution in a given time, moves around as greater height is attained and
usually 6 hours. The differences in barometric points directly to the altitude figure on the cir-

pressure or height are communicated to a_ series
of vacuum chambers shown in the cut. As these
chambers rise or fall, this movement is transmitted
to a series of appropriate levers which communi-
cate their displacements to a pen-arm at the end
of which is the recording pen. In starting from
a given point, it is necessary that the instrument
be adjusted for the height of that place above the
sea level. This is done with a key through an
opening in the bottom of the case.

71

cular scale which takes the place of the hours and
minutes on a watch face. This pocket affair does
not make any graphic record and the aviator has
to consult it as he would a watch.

A considerable industry has been
these instruments for balloonists and aviators.
Jules Richard is probably the foremost and best
known and it is his barograph which we have de-
scribed above.

built up in

AERONAUTICS

EXCHANGE AND SUBSCRIBERS’

Level for Aeroplanes.

To the Editor:
An idea occurs to me for an inexpensive

device to attach to an aeroplane to take the
place of the ‘rag indicator’ described in Jan.
“Aeronautics”; something a trifle more genteel
and also offering a little something in the way
of a quantitative reading.

My device, like the Wright indicator, is in-
tended to be located in front of the aviator.

In place of the rag I use the arrow A, with

four vanes B, supported by the stud EK. The
arrow is attached to the stud E by the uni-
versal joint F. The arrow in normal flight

stands straight out behind the point F, and in

the center of the index ring C. The ring C
is supported as shown by the three supports
D. The whole thing is fastened to the wooden

strut G.

Cot c halmers

42-30-10

Both the ring and the end of the arrow are
painted black. The arrow of course does all
the rag does, except: it.won’t* flutter so much,
and the ring serves as an index to show..how
far the arrow is away from normal. The rag
indicator undoubtedly is the best thing extant
for the purpose, but this refinement thereof is
offered as a possible betterment. Not patented.

Respectfully yours,
Minneapolis, Minn. Cc. H. CHALMERS.

Who Will Try a Wireless Set?

A very light wireless receiving outfit has
been built by a young man, Samuel Wein, who
is anxious to have his system tried on an
aeroplane in flight. There is no necessity for
ground or other wires hanging from the aero-

plane. Mr. Wein will attend to the installation
of the outfit. Anyone desirous of trying the
experiment may address him, care OFF thie
Brooklyn Wireless & Electrical Novelty Co.,
766 Broadway, Brooklyn, N. Y.

Criticism of Howell Theory.

To the Editor:

In an article in the January issue of “‘Aero-
nautics’’ Mr. Wesley Howell claims that the
force necessary to drive an aeroplane is de-
rived from condensation and reaction of the
condensed air driven backward by the pro-
peller. As I differ with him and am very
much interested in aeronautics, seeking for
more light, kindly permit me, as a_ student,
to explain my position,—why I differ with
Mr. Howell.

=~]
bo

Leoruary, 911

FORUM

Kirst, I reason that there is, with every
revolution of the propeller a slice of air driven
backward, which of itself would. give the
aeroplane a forward impetus, but this is all
the force that I can account for that is de-
rived from the condensed air. Reaction from
the slightly condensed air impinging on inert
air seems to me negligible, and in fact, I
sincerely doubt if we get any heln at all from
reaction supposed to be produced by mechani-
cal compression in open space. Such reaction
should be rather in evidence when the exhaust
on an automobile engine is turned rearward
or when so powerful an engine as the loco-
motive ejects its steam through the funnel
into space and inert air. The commotion is
all at the other end, in the fire box. The
work of the propeller is similar, as it acts
upon air within its radius, fanning it back-
ward and thereby causing a terrible commo-

VIEW FROM OPERATOR'S
SEAT

tion in front, from whence the air rushes
with the. speed of the propeller. toward ity
to get in touch with the most rarified stratum
of air, which is found in touch with the front
edge of the propeller. Thus it is that the
densest part of air is at the back and the
most rarified at the front of the propeller.

The real work of the propeller, as I reason it
out, is to divide the air into portions of un-
equal density and to create a third very
rarified portion immediately in front into which
the propeller itself is continually drawn. It
is obvious then, that here there is another
source of power that moves the aeroplane—a
pull rather than a thrust. The thrust derived
from the condensation depends upon the speed
of the propeller, but after the first revolu-
tion, all sueceeding slices of air only replace
one another and then vanish in space and re-
establish equilibrium. On account of disturb-
ance in equilibrium, we are cognizant of those
tremendous evidences of power, such as we
see in storm and cyclone, and we always find
a rarefied stratum of partial vacuum, the fore-
runner of a storm. A mechanically produced
storm is identical with that which the storm
nature produces, in that there is a rarefied
stratum of air and a denser stratum rushing
to come in touch with it, or in other words,
a want of equilibrium.

IT am of the opinion that we should study
thoroughly how to produce ‘and maintain rare-
faction in the construction of aeroplanes.

H. THADEN:
Atlanta, . Ga.

38 West Alabama street,

TZ INUAIN ZU L LUD Leoruary, IQOTT

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In answering advertisements please mention this magazine.

AERONAUTICS

Hoxsey and Johnstone Accidents.
Gerard Hotel, New York,
January 5, 1911.
To the Editor:

The recent sad fatalities to my friends,
Mr. Arch. Hoxsey and Mr. Ralph Johnstone,
prompt me to address you in view of giving
my opinion as to the cause, especially in
view of the fact no theory has been advanced
upon Which deductions could be made or
propounded among those skilled in the science
of aerodynamics that could be attributed to
the direct cause of the recent disasters re-
ferred to, including that which befell Mr.
Moisant and some others before him.

An aeroplane in flight with its nose dipped

towards the earth at a degree wherewith it
no longer retains an angle of incidence to-
wards the line of descent, and wherein the
center of pressure is entirely gone from under
the main plane eventually, by gravity, develops
such terrific speed that it becomes impossible
to again right the machine; the small area
of surface on the horizontal control becomes
inadequate to counteract the tremendous pres-
sure now exerting its full force upon greater
area of exposed surface, namely, that running
along the main plane on top, near its leading
edge.
I am of the opinion the extremely daring
aviator desiring to execute a sensational rapid
glide towards the earth while in flight, or
While performing a spiral dip, likewise the
aviator who makes too quick a landing, un-
consciously allows the center of pressure under
the plane to remain at zero for far too long
a period, for after executing either of the
above mentioned performances gravity has al-
ready begun to play an all-important part,
causing him to travel towards the earth with
an ever-increasing speed of lightning-like
rapidity; he has already dipped the nose of
his machine towards the earth, the aeroplane
no longer retaining an angle of incidence to-
wards the line of descent, the tremendous
power of head-on pressure caused from the
terrific speed the force of gravity have brought
about, is now directed against, and on top of
the forward end of the main plane. This vol-
ume of air pressure becomes almost as a solid,
offering a resistance, likened to a stone wall
exerting its tremendous force against and on
top of the parabola of the curved surfaces of
the plane situated immediately back of the
leading edge. .The pilot eventually pulls at his
levers in an endeavor to bring the machine
to an even keel towards a horizontal line of
flight only to find the area of surface on the
horizontal control is now insufficient to coun-
teract the head-on pressure directed against
the top from edge of the main plane. The
latter offers an area of surface to this head-on
pressure many times in excess of that pos-
sessed by the horizontal control, and so the
aviator is entrapped to his doom.

As it is not considered practical by many,
to increase the surface of the horizontal con-
trol, then may I suggest the advisability of
encouraging inventors to produce a safetw stop,
to be put in use on the control levers of aero-
planes that will prevent flying up or down
beyond a certain safe angle.

Hoping my conclusions will be of some bene-
fit to aviation, sincerely yours,

JOSEPH W. CURZON.

(A flyer with experience gained with a stan-
dard-made aeroplane, but who up to now has
been compelled to be content with making
straight away flights over a course free from
obstructions on account of an_ obstacle,
namely, second-hand heavy auto engine, which
has been the source of more study to him
than flying at meets.)

SKYSCRAPINGS.

Instead of erecting a small
ment for each aviator in the city in which
he was killed, would it not be better to erect
one large one in New York or Washington
on the style of the Soldiers’ Monument, with
the names of the different aviators that have
been killed inscribed thereon?—A. Leo. Stevens.

2x4 monu-

73

February, Iori

Propeller Testing Device.

For ascertaining the thrust of small screws
an arrangement might be made, to consist of
an electric motor R, mounted on a framework
consisting of four straight pieces of metal on
each side of the motor. The metal pieces are
pivoted at A, B, C and D, the bottom piece
being fixed to the wooden support, E, secured
to the base F, in such a manner that the
motor can swing from right to left, and vice
versa, but the frame is normally kept in posi-
tion by one of the side pieces G, being ex-
tended downwards, and provided with a coun-
terweight which can be slid up or down. When
at rest the centre mark H, at the bottom ex-
tremity of G, coincides with the pointer, J.
Different propellers which it is desired to test
can be mounted on the motor shaft K. When
the propeller is fixed in position and the motor
started, the thrust will cause G to swing into
a position out of the vertical, as indicated by
the dotted line, L. When the motor has reached
the correct speed, the weight M, is slipped
down until H again coincides with the pointer
J. The part of G, below the pivot Canis)
marked with divisions so that the exact posi-
tion of the weight, M, necessary to bring G

back to the vertical under the influence of the
thrust can be noted.

If an ammeter is fixed in the motor-circuit,
it will indicate the proportionate power re-
quired by different propellers to produce the
thrust indicated by the position of the weight
M, at given speed. An electric motor
takes current exactly in proportion to the
power absorbed (the current required to run
the motor light should be deducted from each
reading). The divisions on G can be arranged
to indicate the thrust in pounds or other suit-
able unit.

By noting the speed, current. and
of M, and tabulating these results, a good deal
of -information as to the merits of different
propellers could be obtained.

Holland Park. A. CORRESPONDENT IN Flight.

any

position

AERONAUTICS

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FEBRUARY, 1911

1910, AERONAUTICS PRESS,

Vol. 8, No. 2

COPYRIGHT, INC.

Entered as second-class matter sentuanet 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.
AERONAUTICS is issued on the 20th of each month
All copy must be received ay the 10th. __Advertis-
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ELIMINATION RACE FOR AMERICAN
TEAM.

In line with the arguments of “Aeronau-
tics,” the Aero Club of America has announced

the holding of an elimination race for the selec-
tion of the American team to go to England
to bring back the international trophy. Robert
J. Collier has offered a cup for the winner in
this elimination race.

CREDIT FOR BLERIOT DRAWING.
In the drawing of the Bleriot XI, published

in the January number, we neglected to give
eredit for the design to Mr. R. H. Beaumont,

Philadelphia, through whose kindness we were

enabled to publish this drawing.
“AERONAUTICS’” NEW ENGLAND AGENT.
“Aeronautics” has secured Mr. Gil Ran-
kin of Boston for New England agent, and
it is expected that the campaign of publicity

which is now being started in that territory
will shortly show results in an increased num-
ber of advertisers and subscribers to ‘“‘Aero-
nautics” from that section.

Mr. Rankin has been connected with the
office of Chester I. Campbell, the Boston show
manager, and has a large acquaintance in the
automobile, motor boat, and aerial lines of
trade. He assisted Mr. Campbell in 1910 with
the first national exhibition of aerial craft in
Boston, and has been keenly interested in
aeronautics and aviation for several years. My.
Rankin is now negotiating with the Longfel-
low Monoplane Co. of Allston, Mass., for, les-
sons in aviation, and he will probably be that
company’s first student. His suecess as an
aviator is considered assured by his Boston
friends, and he will use such knowledge fer
further advertising ‘“‘Aeronautics’’—both the
magazine and the science. Address communi-
eations and submit New England advertise-
ments to Gil Rankin, N. E. Agent, ‘Aero-
nautics,” 5 Park Square, Boston. See him at
the Boston Aero Show at Mechanics building,
February 20-25

7A

February, TOrr

INSPECTION OF AEROPLANES.

The idea of an official inspection of all ma-
chines entered at meets seems to have been
met with derision by the men best qualified to
speak, the men who fly the machines to be
inspected.

Certainly no one could or would be more
careful of his machine than the operator him-
self. Every aviator of consequence goes over
every part of his machine before making a
flight, or has his mechanics do so. How would
it be possible for an official of any club or
meet to closely inspect every machine every
time a flight was attempted? Inspection at
the beginning of a meet would mean nothing,
for a wire or fastening might give way at
any time, and be fixed by the mechanics with-
out the supervision of an inspector. Even ad-
mitting official inspection Would amount to
anything, where can any one man capable of ,
the job be found available to-day? No deaths, /
so far as known, have been the result of any
defect which could have been located before
hand by an army of inspectors. James Radle
says: ‘When we finish going over the machi
we do not need an inspector, who knows much
less about it than we do, to tell us what to do.
The idea is impracticable.”

According to the Press Agent of the U. S.

Aeronautical Reserves, of 53 Fifth Avenue,
New York, its official organ is “peculiar in
its field; its sole purpose is to create interest

in aviation. . It is perhaps the only
magazine of its kind in existence to- day, pub-
lished solely in the interests of the science;
there is not a salary of any kind paid to any
member of its staff.’

Sample copies of ‘Aeronautics,’ ‘‘Aircraft,”
“Aero,” and ‘“Fly,’’ are being sent to the P. A.
for his perusal. There are about two dozen
other aeronautical journals, periodicals pub-
lished in various countries. As the U. S. A. R.
official organ industriously solicits advertising
from manufacturing firms in the aeronautic
field, its claim of uniqueness is not valid—
save for its non-salaried P. A.

Notes on the Aeroplane Propeller.

In the valuable article by Mr. Matthew B.
Sellers on pages land 2 of the January number
there occurred a misprint, owing to the fact
that corrected proof did not arrive until after -
the issue was on the press.

Kindly correct the equation in the third
line of the right’ hand column on page 2 to
read as follows :—

N,

Na: — =
‘SNpSs=oz

HILLIARD FLYING.
(Continued from p. 59)

with farmhouses, stone walls and trees plenti-
fully dispersed.

It will be noticed that the machine is an
improvement over the Farman, in view of the
extensions of the skids forward and upward
to support the front elevator. These skids
will rise over any obstructions in landing and
save the machine from injury. On one oc-
casion the machine even smashed a wooden
fence without hurting the aeroplane.

Of the seven aeroplanes ordered by White,
of England, from the Burgess Company &
Curtis, of Marblehead, Mass., one has already
been shipped, a model EK. Of two more well
under way is a large two-passenger machine
similar to the Burgess model D. White has
asked the company to design a new type of
biplane along entirely novel lines, but no de-
tails are available.

EE ENN EN LES ND

20 Years Experience

op oh oe oF0 eho v5e of of0 oF ve ofe rhe ofovgs eke ofoofore

wine PATENTS

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-VERYTHING FOR MODEL AEROPLANES

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Carath Oval Tubing

FOR AEROPLANES
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A> J. Cronkhite, of 1403 Ellis boulevard,
‘edar Rapids, Ia., is building his third mono-
lane, for two persons. No turnbuckles are
eing used, all wire being tightened by one
aver. Stability is by warping. Joints are

trapped and bolted together, without any holes
1 the beams. Perpendicular truss rods are
eld to lateral beams by friction.

Robert J. Collier received delivery of his
Vright biplane on January 17, at Belmont
ark, where it will be stored. J. C. Turpin,

‘the Wright company, is setting up the machine.

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VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. -

February, 191t

«PAT ENT S secuneo on Fee Returnen

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and What to Invent with valuable List of Inventions Wanted sent Free.

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LEARN TO FLY

The National Aviation School
Washington, D. C.
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In answering advertisements please mention this magazine.

AERONAUTICS

February, ort

eu tHe AERIAL MARKET PLACE

TO OUR FRIENDS—We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad, in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves.

Hefty Mfg. Co., New Concern.

John C. Burkhardt, of Portland, Ore., has
formed the Hefty Manufacturing Co., to mar-
ket aeroplanes, engines and propellers. Mr.
Burkhardt is very favorably known to those
interested in aeronautics. His first machine
was of novel construction and flew success-
fully. After later experience and study he
has gotten up a machine of good construction
and simple, to sell at a moderate price. Pur-
chasers can depend on efficient workmanship.

Latest Rinek News.

With the view of being in a position to suc-
cessfully cope with their increasing business,
and to be able to meet in a measure the antici-
pated enormous demand for aviation engines of
proven merit during the coming year, the
Rinek Aero Manufacturing Co. have, within
the past few months, wisely augmented their
manufacturing end by the addition of many
new machines, the most prominent of which
is a new external grinder for use in connec-
tion with the grinding of pistons, and an in-
ternal grinder for the finishing of cylinders.

Although the Rinek company have been
making prompt two-week deliveries on their
large size engine, the 60-horsepower, 8-cylinder,
they are still further desirous of increasing
their facilities to such extent that they will
be in a position to make prompt deliveries,
even during the rush season, on both size
engines.

The policy of this company in selling their

engines on a rating of thrust power cannot
be too highly commended, inasmuch as the
purchaser under these conditions knows ex-

actly what he is getting in the way of actual

propulsive force. Horsepower rating is all
very well in the motor boat or automobile
field, but is becoming entirely too vague in
eonnection with the rating of aviation en-
gines, inasmuch as when taken alone, the pur-
chaser is still in the dark in regard to his
real flying power. Probable in nine cases
out of ten, a propeller of the most efficient

design for his plane, when fitted to the engine,
will pull its speed down to such a point that

the horsepower developed is hardly worth
considering.
Under the circumstances, there can be no

come-back at the manufacturer, as the engine

is supposed to develop so much horsepower
at some certain speed. The purchaser, who,
after having bovgt his engine, has in a

measure to yet procure the other half of his
power plant, i. e., the propeller, and _ not
until he has actually fitted the propeller
to his engine and made a test of same, does
he know what he is getting in the way of real
push or force.

Another six months will probably see a
number of the other engine manufacturers
falling in line with regards to this idea, as

a large majority of aviators and experimenters
are beginning to realize that horsepower alone
will not drive their machines into the air.
Experience has taught them that it is_ the
amoun‘ of thrust of propulsive force, irre-
spective of horsepower developed, that does
the trick.

The Rinek company claim greater thrust per
horsepower for their engines than any other
makes, foreign or American, on the market
at the present time, and their claim is more
than substantiated by the results which their
engines have produced.

Tracy Exhibits New Dynamometer.

Joseph Tracy’s dynamometer was exhibited

at the recent A. L. A. M. auto show, where
it attracted marked attention on the part. of
automobile engineers because of its rugged
simplicity, and the wide range of service

of which it is capable. Referring to the illus-
tration, the motor M1 undergoing test rests
upon adjustable pedestals and the crankshaft
of the motor is connected to the dynamometer
through the tumble-shaft T2 requiring the
use of universal joints Jl and J2, leading
to an outboard bearing which carries the
fanshaft and the arm F1 to which is adjust-
ably attached the veins V1 and V2. The
tachometer T1 is belted to a pulley on the
fanshaft, and this instrument, instead of being
graduated in revolutions per minute, is eali-
brated to read in horsepower, there being one

scale on the. dial of the tachometer for each
of the positions to which the veins V1 and
V2 mav be adjusted on tne arm Fl. Adjusting

the veins outward in the radial plane increases

75

the fan at

the
given speed, and it has been found in practice

power required to propel any

that this form of dynamometer offers a wide
range of testing opportunities, so that the
various types and sizes of motors may be
quickly tested, and one of the points which

should not be overlooked in the discussion of
this dynamometer lies in the utility of the
same for continuous loading of tne motor,

undergoing test. In discussing the details of
the dynamometer with Mr. Tracy, he pointed
out that the tachometer is calibrated at each
of the allowable speeds, under the _ several
loading conditions by means of an electrical
equipment, and that the result obtained in
this way reduces the possible error to that of
the tachometer which is guaranteed to work
with an error limit which is considerably less

than 1 per cent. ‘the equipment rests upon
a heavy cast-iron ynlaten so that an unbalanced
motor running at a high speed is held down,
and the operator is enabled to do his work
under favorable conditions.

Gibson Propellers.

Hugo C. Gibson was the pioneer in com-
mercializing the propeller for aeronautic pur-
poses in the United States, having built up
the business in propellers carried on by the

Requa-Gibson Co. Mr. Gibson has transferred
his affections to the factory where his famous
propellers were made—the works of E. W.
Bonsuu, 806 11th avenue, New York City, where
in the capacity of consulting engineer, he may
be found, ready to help solve the intricate
problems of the air vessels, engines and pro-
pellers. Mr. Bonson is supplying these pro-
pellers direct where formerly he manufactured
them for the Requa-Gibson Co.

AERONAUTICS

The 1911 Elbridge Engine.

Some one officer, at least, of the Elbridge
Engine Co., if not all of them, have attended
every aviation meet or convention of any im-
portance held in America; they have person-
ally inspected and attended the trial flights of
almost every amateur machine built; have had
two machines of their own devoted to experi-
mental work; and have devoted both time and
money to the problems of propeller efficiency,
methods of installation, lubrication, fuel, econ-

omy, radiation, and all of the incidentals of
flight.
The results of this observation, study and

experiment are embodied in the 4-cylinder
model of the 1911 ‘“‘Aero Special’ shown at the
Grand Central Palace Aero Show during the
first week in January. It is a more handsome
piece of machinery, for the engine shines from
the bottom of the aluminum crank-case to the
top of the polished brass water-jackets.

To begin with the question of power for
weight, the four cylinder 1911 ‘“‘Aero Special’
weighs without magneto less than 150 Ibs.,
and it developed and maintained on a recent
demonstration, the company states, more than
57.8 net brake horse powey at 1500 r. p. m.
At as low a speed as 600 r. p. m. the engine
gave better than 28 b. h. p. and 40 b. h. p.
at about 1050 r p. m.

The engine will be

February, ror

of the Babbitt, without risking the cutting of
the shaft. Adjustments to the connecting-rod
bearings, should any be required, are easily
made by removing crank-case bolts, which per-
mits the removal of the lower half of the case.

Several of the external details are new since
last year. Ignition is by high-tension mag-
neto, the plate for which is cast integral with
the crank-case. There are ball-thrust bearings
on both ends of the crank-case so the engines
may be used in monoplanes or biplanes with-
out any alteration. New automatic carburet-
ors which are adjusted for good and all before
leaving the factory will prove acceptable to
those who have had trouble making delicate
adjustments. The new intake manifolds with
their easy curves permit faster gas travel than

last year’s model, and the water intake and
overflow manifolds, if not more efficient, add
to the highly finished appearance. Lubrication

is by the simple system of adding a pint of
good gas-engine oil to each five gallons of
gasoline.

Bore and stroke remain the same as last
year, 4% by 4% inches. The Elbridge Engine
Co. has patterns for a larger cylinder, one with
five-inch bore and five and a half inch stroke,
but believes there is no type of aeroplane on
the market to-day which can use either safely
or advantageously more power than is pro-

at 40-60 h. p. and guaranteed to main-
tain more than 40 h. p. for an all-day run. In
order to prove that the engine will run as
long as may be required, a recent ten-hour test
is reported by the Elbridge Company. The
engine was started at 10.10 a. m. with dyna-
mometer fan absorbing 43 b. h. p. at 1100 and
ran with throttle wide open, spark fully ad-
vanced, until 8.10 p. m. It was stopped at
that time because of the objection of the
neighbors to the roar of the exhaust. During
all of the ten hours not an adjustment of any
kind was made to any part of the engine, and
it was running as strong and smooth after ten
hours as when it was started in the morning.
The engine was one taken at random from
stock, with usual fittings.

The materials and finish of the new engines
are of the finest throughout. Cylinders are of
a special combination of steel and fine grey
iron, bored, reamed and ground to perfect size.
KWwach set of pistons is finished to exactly fit
its corresponding set of cylinders. The cranks
are turned from hammered forged billets and
finished by grinding every part, to secure ac-
curate balance. Connecting rods are of special
steel, die-forged, with a large margin of
strength beyond normal requirements.

Connecting-rod bearings are bronze, boxes
deeply lined with Babbitt metal, the bronze
affording insurance against the pounding out

rated

P

vided by the six-cylinder ‘“‘Aero Special’ rated
at 60-90 h. p.

“Amateur Aviation in America’ gives a
sketchy record of most of the flights made by
novices in America during 1910. It was com-
piled and is distributed gratis by the Elbridge
Engine Company.

In the new catalog which is now on the
press not only the regular line of ‘‘Feather-
weight” and ‘Aero Special’ engines is listed,
but as well there are three smaller engines, of
two, three and four cylinders respectively,
with bore and stroke of 334 by 3% inches, de-
signed for light machines, where from ten to
twenty-five horse power is required. The first
of the new “Baby Ieatherweights” is being
built for M. B. Sellers’ 10 h. p. multiplane.
Copies of the catalog will be sent on request
addressed to the Elbridge Engine Company, at
10 Culver Road, Rochester, N. Y.

The Elbridge Engine Company was much
pleased with the receipt of the following tele-
gram from the Mathewson Automobile Com-
pany, of Denver, Colo., which company bought
the first 1910 “Featherweight” 4-cylinder en-

gine, and by chance also received the first
1911 model Elbridge ‘Aero Special.”

The telegram, dated January 4, says: “BE
bridge Engine Company, Rochester, N. Y.
Mathewson biplane equipped with Elbridge
motor, George Thomson, aviator, flew four

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1,000 r.p.m. The only two-cycle
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Write For Catalogue Today.

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The Roberts Aeroplane Motor

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Designed by E. W. Roberts, M.E., America’s Leading Gas-Engine Expert, and
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February, TOTTI

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1430 Columbus Avenue - Sandusky, Ohio

Aeroplane Supplies

FRR A A

COLE Se CESS OSES S

Are you building an aeroplane?
Then get acquainted!

We carry the largest assortment of
aeroplane parts and motors on this
side of the globe.
Everything from a turnbuckle to
the machine itself.
Don’t buy and then regret. Our
prices are lower than others.

(Hot from the press) Catalogue of motors,

gliders. light metal castings and
parts—for the asking

Exhibiting at the Boston Aero SRO
Don’t fail to see us there. sisiswensic

E. J. WILLIS CO.

67 Reade Street - 85 Chambers Street
New York

In answering advertisements please mention this magazine.

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Propellers for all Aeroplanes
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Address for Particulars

Kirkham - Eells Co.
MANUFACTURER
Bath, : : New York

AERONAUTICS

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Bleriot-type Monaplanes and Curtiss-
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ACME

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CORRESPONDENCE SOLICITED

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Bridgeport, Conn.

A New Industry

Free Tax Industrial Alcohol - |

From Corn Stalk and Cobs, Waste Vegetables and |
Wood Waste, Shavings and Old Saw Dust are now con-
verted into Industrial Alcohol at 10 Cents per Gallon:
sells for 50 Cents. Unlimited demand in every Village
for Motors, Automobiles, Cooking Stoves, etc. A 5 Gal-
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A ERONAUTIC

—_Litedby
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month.
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The first and leading paper in Great Britain devoted to
Aviation, Aerostation, Meteorology, Aerology, Etc.
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SUBSCRIPTION (Specimen copy 5 cents \ Postpaid

27, CHANCERY LANE, LONDON, W.C., ENGLANED

In answering advertisements please mention this magazine.

AERONAUTICS

miles around motor speedway to-day in 4 min.
12 sec. First attempt machine has made. Just
finished to-day. Congratulate you on your su-
perb motor.—Mathewson Automobile Co.”

Fox House Organ.

“Rox Facts” is the name of the house pub-
lication of the Dean Manufacturing Co., of
Newport, Ky., makers of Fox aero and marine
motors. In this edition space has been given
to aero motors and news items. This publi-
eation will be sent free to all inquirers.

Goodyear Rubber Fabrics.

Aeroplane manufacturers all over the coun-

try have been examining the new Goodyear
“Wing” rubber-coated aeroplane fabrics and
many have placed large orders. The Wright

brothers’ chemists have reported so favorably
on the new fabric that it is expected it will
be used on Wright machines in the future.
It is reported that orders also have
received from the Burgess Co. and Curtis, the
Metz Co., the Lovelace-Thompson Co. and
several other manufacturers. Among the lead-
ing aviators who have ordered rubber-coated
fahric are Charles Kk. Hamilton and all mem-

been

bers of Moisant’s Crew of International
Aviators.

The Goodyear Tire & Rubber Co. is the
first in America to produce a full line of rub-
ber-coated fabrics, tires and rubber springs.

The Goodyear Tire & Rubber Co., of Akron,

Ohio, has been working on the substitution
of rubber-coated fabric for silk and canvas for
planes for over a year, and the product they
are now putting on the market is called per-
fect by aeroplane manufacturers.

February, tort

of flying in France, Holland, Hungary, etc.,
is coming back soon to give exhibitions with
a fast Bleriot and also start a factory to build
aeroplanes.

E. D. Moore, formerly night manager of the
Associated Press, in New York, has attached
himself to the Curtiss Exhibition Co., as pub-
licity man on the Pacific Coast.

| ASCENSIONS |

St. Louis, Jan. 8.—J. C. Hulbert,
motion Co., and Paul McCullough left in the
“St. Louis IV” with the fond hope of descend-
ing somewhere near the Atlantic coast. Boreas,
not consulted, resented the independence of the
balloonisis, and drove them south, to a town
in Mississippi bearing the euphonious name of
Scooba, so it is plainly seen the scoop did

of the Aero-

not pan out. Facetious Kentuckians shot at
the high ball, and one of the bullets could

even be heard by the aeronauts whizzing past
them. What an awful commentary on the
marksmanship of the Blue Grass State! No
doubt the marksmen were young and inexperi-

enced at balloon-hunting or they would have
done better.
Landing would not have been made at

Scooba but for the fact that the intrepid voy-
agers had not made proper arrangements with
the press for an ocean trip starting from the

Willard’s Gnome-Engined Curtiss.

Goodyear rubber-coated fabric
found to be absolutely moisture
gives less resistance to the air

has been
proof. It
and the speed

of the machine is actually increased as much
as 10 per cent. This fabric is far stronger

than silk and will not stretch or shrink.

Three “Gray Eagle” biplanes have been sold
by R. O. Rubel, Jr, & Co., of Louisville,
since Christmas.

A. Hendrian,
chaser of

of Decatur, Ill., is
a Detroit Aeroplane Co.

the pur-
motor for

his “Demoiselle.’
The “Gray Eagle’ machines are the standard
type.

_ Ladis Lewkowicz, who financed the bring-
ing of the first Bleriot to this country last
spring and which never flew, after a summer

.

77 Saw Outer, Yow Ib- He: Hera s
(Aetengens

Gulf. They landed the following day, after
being in the air 22 hrs. 40 min., which is going
some for novices at ballooning, for neither
man is a licensed pilot; though this only

proves that the Aero Club of America has un-

intentionally passed by two first rate balloon-

ists without honoring them with certificates of

capability. The distance in an airline is ap-

proximately 420 miles. I
an Antonio, Tex., Jan

Ss J i0, x., Jan. 2.—H. E. Honeywell, :
Dr. G. N. Fairfield, Dr. W. A. Herring and Dr.
Edward Aver. No details. M1 oO Deeren. \

San Antonio, Tex., Jan 8.—H. E. Honeywell
took up Miss Minnie Cleary in his balloon,

which ascended to the heigh 7) a mile, land to
ing some seven miles away 7 paeaderige As)
St. Louis, Jan. 6.—S. L. Von Phul todk up

Marion Lambert, landing at Greenville, Ill, a
distance of 45 miles; duration, 2 hrs.

Sam Avent gon r3.— Rt +%
Que, ree en eT BNA ill Cems

Ceo eK.

AERONAUTICS

RYAN WANTS A. C.

N January 6, at the invitation of the Aero
| Club of America, many members of the

Aeronautical Society, American Society
Civil Engineers, American Society of
Mechanical Engineers, American Society of

Electrical Engineers and the New York Elec-
trical Society, assembled in the auditorium of
the Engineering Society Building, 29 West
Thirty-ninth street, New York, to listen to
various addresses and to see for the first time
moving pictures of the Belmont meet.

The auditorium was fairly well filled and
many ladies were present.

Robert J. Collier, head of the National
Council, read some poetry in memory of the
victims of aviation from the death of Dela-
grange. In a short speech he told what he
wanted to do in the National Council, that he
desired to make it a democratic body in policy.
He had bought an aeroplane and was going
to know more about the practical side of it.

Resolutions of regret and sympathy were
passed and ordered transmitted to the families
of Messrs. Chanute, Johnstone, Faure, Hoxsey
and Moisant.

Hudson Maxim, president of the Aeronautical
Society, made a most eloquent address in
memory of Mr. Chanute. In conclusion he
said:

“Always it has been
have stood in the vanguard
hard fight of progress.

“One of such few was Octave Chanute. He
belonged to the true nobility of brains. He
was a man to make the constellated eyes of
heaven look our way and honor us, and the
gods to boast of kinship.”

Major Samuel Reber illustrated his talk on
the Belmont meet with a series of lantern
slides, followed by moving pictures of prin-
cipal events of the tournament.

Allan A. Ryan, president of the Aero Club

a devoted few who
and fought the

of America, delivered the following address:
By Allan A. Ryan.
HE astonishing progress in aeronautic

achievement of the last two years and

the even greater advancement that is

bound to come, places at this time a
certain burden of responsibility upon the Aero
Club of America, and if we are to do our
patriotic part in aiding this country to reach
and to maintain the position it should have
in this great enterprise, there is an imme-
diate necessity for energetic and concerted
work from now on.

If my interpretation of the purposes and
scope of this club are correct, it is our duty to
develop and advance in every legitimate man-
ner, the science and the sport of aeronautics
and to make these things the first and para-
mount business of the organization, and in that
connection it is very gratifying to know that
every requisite facility and resource for the
accomplishment of this work is within the
reach of the club, it being necessary now
merely to enlarge and extend the institution
already well established.

This is the Aero Club of “America.” It is,
or it should be, exactly what its name implies.
Not simply the Aero Club of New York City,
or New York State, or any other one section
of country or one group of men, but an organ-
ization as broad as the country itself and an
organization that shall embody and give rep-
resentation and expression to every affiliated
aero club on this continent.

The science and sport of aeronautics, in this
county, as elsewhere in the world, have de-
veloped with a magic-like rapidity that has
defied thus far all effort at organization and
systematic control. The whole business seems
to be up in the air higher even than the
aviators themselves and the work before this

February, Torr

A. MADE NATIONAL

club, is to do its part in getting things down
to earth where we can begin to establish some
sort of system and control.

To accomplish satisfactory results- along
these lines we must have cordial and perma-
nent co-operation of all interests concerned.
The affiliated clubs of the entire country must
work together and the first thing to do is to
find some substantial basis upon which that
policy can be carried into effect. To be more
specific, it is my notion that every club and
every active locality in America should be
fully represented in the organization. I don’t
care whether each affiliated club is represented
by one or by forty governors on the board, so
long as we can establish a harmonious and
effective organization that shall represent the
aeronautic interests of the whole country, in
fact, as well as in name. What we are after
is results. We are all striving for the same
tuning, substantially, the upbuilding and sys-
tematizing of the science and sport in this
country and we should waste no more time
in petty differences and trivial details in get-
ting on the main job.

This business of aeronautics is no longer the
special field of cranks and idlers. It is a game
that men are going to play with from now on
and we might as well understand, too, that it is
a game that no one section of the country is go-
ing to monopolize. New York, Chicago, St. Louis,
Kansas City, San Francisco and every other
center in the United States is going to have
its strong aero club, its aviators, its aviation
fields, its special interests and enterprises and
the question now is whether we are all going
to work together as one happy family of the
air, or continue to work apart with more or
less waste of energy and opportunity, as has
been done in the past.

It is my own belief that the future suprem-
acy of this country in the aeronautic field is
going to depend very largely upon the har-
monious co-operation of the institutions and
individuals interested in the great science and
it seems to me that the time has arrived for
us to decide upon that course and get to work.
Naturally, the Aero Club of America should
stand as the nominal head of the great na-
tional federation of clubs. It was the be-
ginning of the aeronautic movement in this
country; it is the natural representative of
the International Federation and the natural
parent body in the great group of American
clubs. While I believe that the Aero Club
of America should remain as the central and
nominal head of aeronautics in this country, I
believe that it should be so organized or
reorganized as to give the fullest representa-
tion to every section of the country in the
control of all national policies and affairs.

It is also very important in the future that
we give every possible aid and encourage-
ment to worthy inventors and to every branch
of scientific development in this country and
to that end we should call into association and
co-operation with us all those who are seri-
ously working, or interested in the field of
American aeronautics.

A very casual survey of the world at large
shows that there is much to be done in
America to bring us abreast of many other
countries and the only way to achieve that
result is through wise and effective co-opera-
tion. Organization and effort are alone nec-
essary. The natural resources we have in
abundance.

be at Key West
waiting for a favorable moment
to fly to Havana, where Curtiss aviators are
to hold a meet, January 28 to February 7.
The Navy Department has issued orders to the
commander of the torpedo flotilla at Key West
to hold himself in readiness to assist in any

way.

DF

21,

Ji, 2AS McCurdy will

January

AERONAUTICS February, IQIT
SpoPofoofe of oGe of ofe oe nfo nfo ofe ofe of ofa efoofe of ofc of ofe ofa nfo ofa co nfo afar La ofa ofe ofa ogo go ge ofa ego ofe ofa fo fe clo efo cso ete fe oho ele oho fe ofe ofe ofe ofe ofe ofe fe fe fo ofo fi

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Just Published
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fc Ne VOC HINES:

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to build and operate Flying Ma-
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HOW TO BUILD A CURTISS-TYPE. as the holes in the ends of the small ribs.
G@onti ire 4G If the quick-detachable section plan is used,

(Continued from p. 46) the second main rib from each end may be left

they may be flattened in a vise without heat- long and drilled with a hole like the small

ing, and drilled with a %-inch hole. They are ribs. The front ferrules of the main ribs
driven tightly on the tapered ends of the should be %-inch tubing of a heavier gauge,
ribs, and fastened with a small screw or brad. and drilled with a %4-inch hole.

The rear-end ferrules are %-inch lengths of The finished ribs are sandpapered smooth
34-inch tubing, driven on and drilled with a and coated with shellac or spar varnish. The

3/32-inch hole for the rear edge wire. The Jatter is more expensive and slower drying,
rear ferrules of the main ribs may be the but has the advantage of giving the glue-
same 14-inch tubing used for the front ferrules Cracks perfect protection from moisture. The
of the small ribs; they should be cut off so ferrules may be painted with black enamel.
that their ends will come in the same line (To be continued)

AERONAUTICS February, 1ort

AVIATION DIRECTORY

@ February, Second Number. @[The addresses of manufacturers and
other members of the industry. @ Seven (7) divisions, Forty (40)
classifications; e. g.: Aeroplanes, Motors, Propellers, Parts, Accessories,
Supplies, etc. @ Complete Encyclopedia of the Industry. @{Send 25
cents in envelope bearing your address. @ You'll get the Directory by
return mail. @ Your money back if you’re not delighted. @ Act now.
Twenty-five Cents

ze Lawrence, Kansas

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and _ confidential
reports.

JOSEPH TRACY

Consulting Engineer

116 West 39th St. eee ieee ce New York

= ———

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Positive C A R B U R E T T O R Automatic
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244 West 49th St.,. NEW YORK

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More Power—Less Gasoline—No Adjusting—No Priming—No Float Leveling—No Springs
AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE
SPRAY NOZZLE: Automatically atomizing the proportions of gasoline for high and low speeds.
BALL CAGE: Automatically controlling the openings of auxiliary air for high and low speeds,
Write for Booklet on Carburetion
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air

4
AEROPLANE MODELS

Bleriot, Antoinette, Curti Wright,
Demoiselle : THAT WILL FLY mire
$1.00 Postpaid TWO-FOOT MODELS—NOT AN EVERY DAY TOY $2.00 Postpaid
But are productions of the larger machines, endorsed by the Leading Aviators
Compl<te instructions sent with each machine for assembling. Send to-day, money refunded if not satisfactory.

y Model Bleriot to the secretary of any model club of ten or more
FREE members who will furnish us with their names and addresses FREE

REID-WHITE Aeroplane Manufacturers 1966 BROADWAY, NEW YORK,N.Y.

NOTE—NO CONNECTION WITH ANY OTHER AEROPLANE MODEL MANUFACTURERS

In answering advertisements please mention this magazine.

AERONAUTICS

February, Torr

| e=_>__

=

The Aero Club of America is desirous of
adding to the number of life members, the
cost of life membership being very low,

namely $500, considering the many advantages
attached to the honor.

Cc. F. Bishop has been appointed first vice-
president, and Robert J. Collier, head of the
National Council of the Aero Club of America,
has been given the post of governor, to fill
the vacancy caused by the resignation of
J. C. MeCoy. Mr. Collier has also been named
as one of the club’s two revresentatives - to
the National Council, in place of Dave H.
Morris, resigned. The club at the present time
has 353 resident members, and 151 non-resident
members. It has licensed 26 aviators, 2
dirigible balloon pilots and spherical bal-
loon pilots.

At a meeting

37

of the board of governors of
the Aero Club of America, held January 3,
the following resolutions were adopted:
Whereas, in view of recent accidents to pilots
of aeronlanes it seems expedient to the board
of governors of the Aero Club of America
to take necessary steps to secure as far as
practicable proper conaitions of safety, be it
Resolved, that the technical committee be in-
structed to recommend suitable regulations
eovering the inspection by prover delegates
of the condition of all aeronautical material
before contestants in any event, will be per-
mitted to leave the ground, and further, Re-
solved, that the committee on aerodynamics be
instructed to report the conditions of the air
at the time of the accidents and the probable
cause of the accidents.

At the meeting of the executive committee,
held January 10, George F. C. Wood was ap-
pointed secretary of the club, and the resigna-

tion of the assistant secretary, Mr. Charles
H. Heitman, was received. Also the Pacific
Aero Club, the Aero Club of Rochester and

the Aero Club of Connecticut became affiliated
with the Aero Club of America.

CURTISS HOLDS SCIENTIFIC
AMEKONEI RING

At a meeting of the board of governors
the Aero Club of America, held January
the Scientific American trophy was awarded
to Mr. Glenn H. Curtiss for the year of 1910,
Mr. Curtiss having traveled the greatest dis-
tance while competing for this trophy during
the year in his flight from Albany to Pough-
keepsie, on May 29, 1910, a distance of 65.408
miles. The trophy thus became Mr. Curtiss’
own ~roperty, having won it for three con-
secutive years. So far as known, no other
entries were ever made to compete for this cup.

AMERICAN

of

SS}
oO.

The Aero Club of Long Island at its first
annual meeting, held in December, elected the
following officers for the ensuing year:
William Newell, president; Frederick Rock-
stroh, vice-president; Joseph K. Post, secre-
tary; Henry I. Newell, Jr., treasurer; board
of directors, Charles Wald, chairman; John
Herbert Lisle, Francis C. Wilson, Henry I.
Newell, Jr., and Howard C. Brown.

The Aero Club of the University of Illinois
has built two gliders since its organization
in 1909. The first was demolished in flights.
The second was on original lines in construc-
tion and principle, and made for towed flights.

This machine will be tried as soon as there
is favorable weather. Experiments will be
conducted upon the properties of planes in
air currents and the testing of prope “ers.
Photographs will be taken of these air cur-
rents, using the excellent equipment of the

Engineering Department of the University.
The Aeronautical Society postponed its semi-
monthly meeting, which came due the end of
November, till December 1, when Mr. Charles
D. Gibson, of the Vortex Vaporizer Co., gave
a lucid and useful address on carburation and

79

He
while

vaporization generally.
the information that
buretors were efficient at
gasoline motor science. the same carburetors
would not prove serviceable

to-day, because
of the great change in the gasoline procurable.

brought forward
the ecrudest car-
the outset of the

The specific gravity was originally around 52
while now it averages 66 to 68, and has a
sprinkling of kerosene, due to the fact that
at first gasoline was a waste product, while
now the Standard Oil Co. has difficulty in sup-

plying it in the quantities required. He claimed

that good vaporizers properly applied were
more efficient than the best carburetors be-
cause they provide a dry mixture.

At the next regular meeting held December
8, Capt. T. T. Lovelace gave an interesting
talk on his experiences in aviation in the last
two years. beginning with Wilbur Wright at
Pau and then going to England and finally
with John B. Moisant when he came to this
country and started to manufacture. B. M.
Carmina gave the first essay of the seven on

complete subject of aeronautics for which
his »rize of a gold medal was presented to
the society to be awarded to the winner.
Tehnical information brought out was ex-
tremely useful and caused many questions to
be asked by members

On December 22, Messrs. Hugo Gibson, Wil-
bur R. Kimball and Robért Hanau took the
subject of propellers for their addresses for
the Carmina medal and attacked the subject
from different standpoints as well as the air
pressures resulting from rotating screws

On January 12, a rehearsal of the advance-
ment in 1910 was had, and Mr. Henry M.
Neely, of Philadelphia, addressed the mem-
bers with a most interesting talk, illustrated
with a hundred lantern slides taken by him
at the different meets in this country. This
was followed by remarks from Mr. Wilbur
R. Kimball, likewise illustrated with lantern
slides of his own. Capt. James Prentice,
U. S. A., now stationed at Fort Hancock,
N. J., gave the result of his researches, which
is spoken of as one of the most scientific
addresses the society has been favored with,
being the result of many years’ experiments
on living birds, mainly sea gulls. He found
that he could cut away feathers from a liv-
ing bird to leave hardly anv surface and yet
the bird would fly quite naturally, and even
when this was done on one wing only the
bird had no trouble in maintaining stability,
but just as soon as the shape of the wing
was changed by tying with string without
injuring the bird then it could not fly at
all. He also added to the weight of birds
as much as 30 per cent. of their own weight,
which would not prevent them from flying
just as readily as before. These researches
led him to determining that the true shape
is a parabolic curve in all directions, and he
was able. with very delicate anemometers
to determine where the pressures and currents
exist under the wing. He took such careful
measurements from living birds in flight that
he was able to duplicate a bird structure arti-
ficially by means of moulds and proved the
correctness of his researches by a forward
flight of one of these artificial birds in a
25-mile wind blowing against it.

The full texts of these lectures are published
in bullecin form and can be obtained by those
interested by addressing Aeronautical Society,
P. ©. Box 28, Station D, New York City.

Intercollegiate Aeronautical Association.
Swarthmore College Aero Club is building a
glider and will construct a power machine.
Dartmouth is to purchase a glider. President
George A. Richardson, of the I. A. A., is to
offer a trophy to the clubs in the association,
to be awarded to the club securing the highest
number of points

the

on the following basis;

AERONAUTICS

(1) Certain number of points allowed according
to the club’s activities and accomplishments
along lines of research; (2) certain points on

gliding; (3) power machines; (4) general
activity.
STEVENS AWARDED CUP
The New England Aero Club will give a
dinner on January 31, at Boston, on which
occasion the C. EF. Bishop cup will be pre-
sented to A. Leo. Stevens for the longest

flight made from a New England point. This
trip was made on May 19, from North Adams,
Mass., a landing being made on May 20 at
St. Dominique, Quebec, accompanied by Prof.
David Todd, Perey Shearman and Charles Som-
erville. The distance is 219 miles; duration
11 hours, 52 minutes.

The Aero Club of Connecticut was formed on
December 28 in New Haven with a membership
of 32. The officers elected are as follows:
President, A. H. Forbes (Fairfield, Conn.) ; vice-
presidents, W. C. Beers (New Haven), Alton
Farrell (Ansonia), Clarence E. Whitney (Hart-
ford); secretary, Gregory S. Bryan (Bridge-
port); treasurer, Arthur H. Day (New Haven).

The Pawtucket Aero Club (R. I.) is another
new club in process of formation.

The Aero Club of Dallas (Tex.) was formed
January 8 for the purpose of making a study
of the science of aviation and of promoting
aviation meets in Dallas. A permanent or-
ganization will be effected later. Among the
charter members are Edgar L. Pike, Henry D.
Lindsley, Tom L. Monagan, M. N. Baker, Mur-
rell L. Buckner, E. J. Keist, E. H. R. Green,
Clarence Linz, John V. Hughes, J. HE. Farns-
worth, J. R. Babcock, E. L. Scott, Emil Fretz,
Elihu Sanger, E. Sanger, L. O. Daniel, W. G.
Crush, and a representative of each of the
local newspapers.

The U. S. Aeronautical Reserve held its first

meeting on January 9. The principal speakers
were Hudson Maxim, Prof. Hallock of Colum-

February, rorr

bia and James H. Hare, the veteran war pho-
tographer, who told of the difficulties in photo-
graphing the Wright 1908 Kitty Hawk flights.

The Aero Club of Pennsylvania held its elec-
tion of officers January 20, and the following
were chosen: President, Arthur T. Atherholt
(re-elected); first vice-president, Clarence P.
Wynne; second vice-president, W. D. Harris;
secretary, Rev. Geo. S. Gassner; treasurer,
Laurence Maresch. Lieut. Jae. O. Sickel, of
the United States Army, lectured to the club
that same evening on “Military Aviation,”
showing the changes in military tactics that
will be made by the flying machine.

The Dartmouth Aero Club is actively at
work, and this spring should find its members
up in the air. It has been decided not to pur-
chase a new glider immediately, but to use
one that has been loaned by C. A. Edison ’14,
and to begin construction on one for the club.
Edison’s glider is already here, and is being
set up, and the material for the new one has
been purchased. It will be started upon the
close of the mid-year exams. The construc-
tion committee consists of C. A. Edison, 714,
G. O. Wright, 714, and A. EB. Wyman, 713.

The club has been purchasing much reading
matter upon this subject, and a thorough study
is being made of the problems. The officers
have arranged for several authorities on aerial
matters to address the club, and early in
March W. C. Hill, ’02, of Koston, a member of
the New England Aero Club, will speak to the
members. J. B. Benton, *90, of Boston, has
offered to take up members of the club in his
balloon early in the spring. The start will
probably be made at Burlington, and they will
endeavor to come towards Hanover.

The club has voted to offer a cup to the
member making the best model aeroplane, and
already several members have started on this
work. The officers believe that in this way
a practical knowledge of aeroplane styles can
be learned.

CLASSIFIED “ADV ERT ESiRG

AVIATION MEETS—An expert in arranging
and managing aviation meets, having the wid-
est experience and best connections, is in a
position to promote and conduct aeroplane
eontests for aero clubs and others. Address
Aviation Manager, care AHRONAUTICS.

WANTED—Some one with capital to finance
the building of a monoplane of my invention.

Weight complete 250 lbs. Patent on safety
device by which when in the air, in case of
accident, can come down from any height
without hurting aviator. Patent on lateral

balancing device which is automatic. Both
very simple. Can be built complete ready to
fly, with engine, for $500. Can do mechanical
drawing, gasoline motor designinw, water col-

oring, pattern making, ete. Only two wires
on above. Would consider position as an
aviator. Weight 100 Ibs. References. Ad-

dress, J. P., care AHKRONAUTICS.

FLYING MACHINE PATENTS FOR SALE—

Not having the facilities to manufacture these
machines on a large scale, and as all my time
is taken experimenting on a new type of In-
ternal Combustion Engine and other inventions,
I will sell outright my three valuable U. S.
patents, Nos. 859,274, 926,159 and 976,765. If
you mean business, write me for prices, etc.
J. Holmes Wilson, Carlisle, Penn.

TY PEW RITERS—AIl makes. Caligraphs, $6;
Hammond, Densmore, $10; Remington, $12:
Oliver, $24; Underwood, $30. 15 days’ free trial
and year’s guarantee. Harlem Typewriter Ex-

change, Dept. F18, 217 W. 125th St., New
Monk Clty.
FOR SALE—Bleriot, genuine French manu-

facture, latest cross-Channel type; condition
good as new; $500 worth of spare parts; must
sell; offers. ‘‘Bleriot,” 75 Union Ave., Montreal,
Can.

FOR SALE—Ten shares National Aviation
& Construction Co., of Mass. Price, $50. Capi-
tal stock, $50,000; shares, $10 par. Address,
W. McCall, Gen. Del., Boston, Mass.

SITUATION WANTED—Active and clean-
cut young man, ex-observer of U. S. Weather
Bureau and Meteorological expert, desires af-
filiations with aeroplane manufaeturing com-
pany, with object of being instructed in prac-
tical flying, for which tuition will be paid.
Proficiency acquired, position of demonstrator
and salesman for company would be expected.
A-1 references given and required. Address,
Harry T. Johnson, 1213 Emerald Ave., Chicago
Heights, Ill.

MOTOR FOR SALE—100-horsepower Emer-
son aero motor. Has not been run 4 hours.
In perfect condition. Price, $1,300.
Motor, care AEFRONAUTICS.

FOR SALE

Address,

50-horsepower “HF,” or Harri-

man, aviation engine, new, $700. This is the
same size engine that the Harriman Motor

Works are charging $1,675 for. Address Box

3, Girard, Kan.

ENGINE FOR SALE
22-30 h. p. motor, 98 Ibs.,
bridge, care ‘“‘Aeronautics.”

Elbridge water cooled,
new. Address El-

“AVIATORS.’’—No limit to salary; best paid
profession to-day; home course by correspond-
ence; trial flights at our aviation field; em-
ployment secured competent aviators; special
course to those who do not wish to become
aviators.—Dept. B., Chicago School of Avia-
tion, Chicago.

AERO
established

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SALE—$2,000 buys
Last month’s

receipts were over $4,000. Address, Minck,
Room 540, Singer Bldg., New York.

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WHEELS

Stock Sizes Prompt Deliveries |

16 x 142 in. Monoplane Tail Wheel. Weight 3 lbs.

20 x 2in. Curtiss Type. Weight 7 lbs. Rims, either
wood or steel

20 x 2% in. Wheels for Single Tube Tire.

20 x 3 in,

20x 4in.

24x 3in.

HUBS Furnished 4 x 5x5! or 6 inches wide. Fitted
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14-INCH STEERING WHEEL
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J. A. Weaver, Jr., Méfr.°°° Eighth pe tcune

BDWIN LEVICK

Aeronautical
A N D MPASR sl NE

Photographers

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Telephone 108 FULTON STREET
100 John NEW YORK

Photographs of Practically every Aeroplane and Airship in the World

Cable
Photonews, N.Y.

| Lantern Slides and Enlargements our Specialty

Write for Catalogue

Agents Throughout Europe i

February, Iori

F oe eee es

A Real Wing flapping flyer, for 25c. postpaid. Com-
plete catalogue model supplies on request. Wheels,
ball thrusts, turnbuckles. Gasoline engines from 14 H.P.
up. High grade propellers.

White Aeroplane Co., 15 Myrtle Ave., B’klyn, N. Y.

EMERGENCY RATION

prepared as per formula of U. S. Army Emer-
gency Ration. This ration weighs 8 oz. net and
will sustain the average U. Ss (Soldier for a
period of 24 hours in perfect physical condition.

Prepared by

POWELLS, Canal and Sullivan Sts., New York

WwW I R KE Aviator wire of high

strength—Plated finish—-Easy to solder
—Aviator cord of twisted wire.

John A. Roebling’s Sons Co., TRENTON:

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. All Grades In Stock.

J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

PATENTS

| Competent Patent Work Pays in the End.

You get it here at Minimum Cost.

| Also Working Drawings and Reliable Data
for Flying Machines.

AUG. P. JURGENSEN, M. E.

170 BROADWAY, NEW YORK CITY

A Two-foot Model Aeroplane
$1.00 =————

@ Upon receipt of $1.00 we will mail you
postpaid a model of any of the following
types of aeroplanes:

Bleriot, Curtiss, Wright, Antoinette, Santos-

Dumont, Demoiselle or Farman

q.All parts are furnished with simple
instructions for every model.

@ Your money returned if not satisfactory.

National Aeroplane Mfg. Co.
385 East 4th Street New York City

In answering advertisements please mention this magazine,

AERONAUTICS

IMMS

MAGNETOS

THE SIMMS MAGNETO CO.
1780 BROADWAY NEW YORK CITY
London Representative Paris Representative
Simms Magneto Co., Ltd. Cie des Magnetos Simms

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: THE MASTER MAGNETO--F. & S. BEARINGS ;
: BOWDEN WIRE. J.S. BRETZ CO. iil ‘|
: 250 West 54th St. Phone, Columbus 8758 :

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P< @ DETROIT
$250 AERO

5! Bore x 5 Stroke
20-30 Brake H. P.
Fs At 1000 to 1500 R.P.M.
Weight 115 Lb.

“MISS DETROIT

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A16-Foot Parachute wi"? ks

Will lift over 600 ibs. straight up with 60 H. P.-
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Id
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The Curtiss MOTOR developed from the

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February, TOT

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Experience, Equipment, Workman-
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famous Curtiss motorcycle
motor. The most efficient
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Terms and particulars on ap-
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The Curtiss CHASSIS. Recognized as
the strongest, shock-absorbing
landing gear for aeroplanes.

The Curtiss CONTROL. The famous
shoulder control for balancing
ailerons and steering wheel for
elevator and rudder. The

widely imitated by leading
aero manufacturers testify-
ing to its superiority.

The Curtiss PROPELLER, made in the
Curtiss factory. It has stood
the test of efficiency.

covered on both sides with
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The Curtiss aeroplane can be
assembled by two persons
in two hours.

The Curtiss CONSTRUCTION, embodies
the best workmanship, the
frame being made of the finest
Oregon spruce laminated for

strength. “very wire and
turnbuckle is thoroughly
tested.

The Curtiss DESIGN, As there is no
warping of the surface, the
Curtiss design combines the
advantages of rigidity with
the strength of the trussing
made possible by the biplane.
It is also the most compact
practical machine built.

For particulars address

Curtiss Aeroplane Co.
Hammondsport, N. Y.

New York Office: 1737 Broadway

Training Grounds; Los Angeles, Cal.

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LFIXUINAU LICOS LeOTuary, idl

AERONAUTICAL
THE ONLY AMERICAN-BUILT MOTOR USED AND ENDORSED BY

FOREMOST AVIATORS SUCH AS: CHAS. K. HAMILTON, J. J. FRISBIE,

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(WHERE ANY REPLY SHOULD BE SENT)
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Masson

Special attention given to

propeller design.

If you are not getting results from the propeller you are
using let us figure on one for you.

Catalogue of our motors and accessories sent on request.

Address all communications to

HALL-SCOTT MOTOR CAR COMPANY

818 Crocker Building Hs ze San Francisco, California

SS aT
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ZAIN CIN AN AACS) Heoruary, Lal

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Our Balloons Made Good

IN THE

National Race, Indianapolis, Sept. 17th, 1910

RESULT: Two Balloons in the International Race, St. Louis,

October 17th, 1910. The Only American Made Balloons in
this Contest—which proves that we are the Leading Balloon Manu-
facturers in America—look at our past records.

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Coded

Largest in America—testing with Air
CHICAGO—9 Competitors—Won both Distance and Endurance
trophies by a big margin.
INDIANAPOLIS—6 Competitors, Ist and 3rd_ prizes.
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ST. LOUIS—9 Competitors, Ist, 2nd and 4th Money.

CAN YOU BEAT THAT!

How we do it: by using the very best material in the country ; building on safe,
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AIRSHIPS —AEROPLANES—INSTRUMENTS

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MARCH, 1911 Serial No. 44

Vol. VIII, No. 3.

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Stripped weight 150 lbs.

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J J. R. Westerfield Telephone 782 Columbus

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AERONAUTICS March, 19rr

The Cheapest Speed Indicator |

Price is relative. First cost means little. It’s the years of satisfactory service that deter-
mines real value. Here the Warner Auto-Meter stands supreme—without a rival. It is so
refined in construction that it remains absolutely accurate, dependable and reliable for years
under conditions which would ruin a $250 chronometer in
|| an instant. Auto-Meters over 8 years old are as accurate-
|| to-the-hair as when new. We never yet have seen a
** worn-out ’’ Auto-Meter. Other speed indicators become
inaccurate in a short time, and must be replaced every
year or 18 months, yet they cost almost as much at first as

| Th
“Wemer Auto-Meter

Quality has so much to do with satisfaction and the pleasure that
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afford a Warner Auto-Meter. It’s good business judgment to
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Warner Instrument Company, Mie gett

BRANCHES :

Atlanta, 116 Edgewood Ave. Detroit, 870 W/andurrd Ave. Philadelphia, 302 N

Boston, 925 Boylston St. Indianapolis, 330% N. Mlinois Pittsburg, 5940 beens
Buffalo, 720 Main St. Denver, 1518 Broadway ‘St. Portland, Ore., 14.N. 7th St.
Chicago, 2420 Michigan Av. Kansas City, 1613 Grand Ave. San Francisco, 36-38 Van Ness
| Cincinnati, 807 Main St. Los Angeles, 748S. Olive St. Seattle, 611 E. Pike St. [Ave.

Beas 2062 Euclid Ave. New York, 1902 Broadway St. Louis. 3923 Olive St. Other Models up to $145

ames!

PARAGON PROPELLERS

Patents applied for. ; ——

Copyright, 1910, by Spencer Heath.
Quartered White Oak with Spruce Interior. 8 ft. diam., 12 to 16 pounds.

S They are built to order, every one for its work,
Paragon Propellers Satisfy. scientifically calculated and designed, and per-
fectly balanced, the two blades being exactly alike, even duplicating the grain and color of the
wood. They give heavy thrust but they are built to fly and they do fly. They keep right on
pushing, and do not lose their thrust when they get up in the air.

Paragon Propellers are used by Glenn H. Curtiss, Chas. F. Willard, “Bud” Mars, JeAS DE
McCurdy, Capt. Thos. Baldwin, Harry S. Harkness, B. F. Roehrig, Rex Smith, Antony Jannus,
Capt. Hugh L. Willoughby, M. Paridon and many others.

Mr. Glenn Curtiss used a Paragon Propeller to win the great Speed Contest at Los Angeles,
Dec, 25, 1910.

Mr. Chas. F. Willard used a Paragon Propeller in his great flight over Los Angeles and
Pasadena. With this propeller in his Gnome engine he reported 390 pounds thrust at 1100 R. P.M.

Do you realize that you can get the highest results only by using Paragon Propellers?
Our guarantee of satisfaction is absolute; we never had a dissatisfied customer.

Get a PARAGON designed for you now and save time, money and disappointment. Ask
us for a printed blank on which to tell us your requirements.

Not one of you has made us an unsatisfactory report. Your
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To Our Customers: compliments are pleasing, but we want your complaints, if
you have any. If any of you are not fully satisfied in every way, kindly notify us. Our
guarantee is good, and we mean it.
See our Exhibit at “AERONAUTICS.”

AMERICAN PROPELLER COMPANY :: 616 G Street, N.W., Washington, D.C.

In answering advertisements please mention this magazine,

AERONAUTICS

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dn answering advertisements please mention this magagine.

Wiel.
VIII.

ce Aeronautics | no. 3

Copyrighted, 1910, Aeronautics Press, Inc.

THE DUNNE AUTOMATIC STABILITY SYSTEM

By T. O’B. Hubbard.

SEC’Y BRITISH AERONAUTICAL SOCIETY

R. GRIFFITH BREWER and Mr. Orville
Wright have jointly observed, on behalf
of the British Aeronautical Society, the
trials made by Mr. J. W. Dunne for the
purpose of demonstrating the automatic sta-
bility of his biplane. The flights were made
at Eastchureh, Isle of Sheppey, on December
20, 1910.
OFFICIAL REPORT.
21st December, 1910.

Yesterday afternoon we observed two flights
by Mr. Dunne on his automatic stability ma-
chine, at the Royal Aero Club ground at Hast-
church.

The first flight was over a distance of about
3 miles (not timed), the machine being turned
at a height of about 100 feet and making a
good landing near the starting point. On the
second flight of 2 minutes, 29 seconds, Mr.
Dunne made notes on a piece of paper during
the flight. On both flights the engine was cut
off in the air before landing and the machine
came down without materially altering its an-

gle of incidence.
ORVILLE WRIGHT.
GRIFFITH BREWER,
Members of the Aeronautical Society.

WRITING TEST.
20th December, 1910.

T handed this paper (reproduced in facsimile
facing this page) to Mr. Dunne just before
starting on his second flight, and he handed
the paper back to me immediately on landing
with the words written in pencil as shown.
The paper was not stiff and necessitated the
use of both hands in order to write these pen-
cil notes, thus showing that both hands were
off the levers for sufficient time to make these
notes during the actual flight. In descending
after having cut off the engine, Mr. Dunne
held both arms up in the air and resumed hold
of the handles just prior to making the actual
landing. GRIFFITH BREWER.

» The notes made in pencil by Mr. J. W. Dunne

were as follows: “Engine revs. 1400; levers
normal; strong wind in face; turning now;
straight again.”

r ACCOUNT OF THE TRIALS.

By J. W. Dunne.

The first thing to do was to show that the
machine could fly as well and as directly as
those of the ordinary T-shape, to exhibit the
power of control and manceuvre given by the
two little steering flaps, and above all to show
that with this type of machine good turns,
with the correct amount of banking, and no
slide-slipping, could be effected without re-
source to the complicated “three-rudder’’ sys-
tem. I, therefore, contented myself with a
closed circuit, allowing the machine to climb
100 feet on the turn, and as this was the first
time I had turned at any height, I confined
my attention to making a neat job of it, and

made no particular attempt to show off. the
automatic stability of the machine, until it
came to descending. It is a well-known rule

of flying that, before throttling the engine, the
machine’s bow should be pointed slightly down-
wards to avoid the loss of speed that would
otherwise ensue, and it is in the proper manip-
ulation of the levers immediately afterwards,

81

to maintain speed and keep the machine under
eontrol, that the trained aviator has to exer-
cise his greatest skill. To throttle without
first depressing the bow, and then leave the
machine severely alone, is a stiff test of longi-
tudinal automatic stability, though, of course,
no test .of lateral stability. So both in this
flight and in the second, I first locked the
levers in the central position in which they
are left while flying, then throttled, and im-
mediately threw up my arms and left the
machine to come down from the flying tilt to
the gliding tilt of its own accord, and thence
find its way earthward. The steep slope of
the ground at the point of landing rendered it
unsafe to attempt the requisite flattening of
the trajectory before touching earth by the
use of the throttle alone, so at the last mo-
ment I utilized the flap-controls for this pur-
pose.

The next point was to prove the safety of
the machine. AS we have no place for passen-
gers in the present apparatus I suggested that
I should go round the same short circuit and
carry out the “writing test.’”’ I proposed this,
as I know of nothing else which so thoroughly
puts to the proof the aviator’s real trust in
his machine’s fitness to look after itself, com-
pelling, as it does, absolute detachment of the

mind. One may eat, drink, smoke, click a
camera, take off one’s coat, or do a hundred
other things, and all the time keep one eye

ahead to see what the machine is really doing,
and be ready to snatch at a lever if necessary.
But when writing, provided one writes sense,
one’s attention is perforce completely drawn
away from one’s surroundings. I ran down
across the wind, hopped off, touched again, and
then began to rise steadily. As soon as I saw
that I would clear the bushes on the boundary
dyke, I locked the levers, and felt for the paper
and pencil given me by Mr. Griffith Brewer.
The paper was in one pocket and the pencil in
another; by the time I had got them ready I
must have flown a considerable way. I started
to set down certain points I was anxious to
observe and remember. First, I counted the
divisions on the revolution indicator, Which
has no figures between the 1,000 and 1,500
marks. When I began to set them down I
found to my annoyance that it was almost
impossible to write on the thin paper with
only the fingers and palm of my hand as a
backing thereto, and that a certain amount of
excitement rendered the task still more diffi-
cult. IT then observed the positions of the
levers relatively to their toothed racks and
made a note of that. I next looked about in-
side the boat for something else to note, and
while doing so became aware of the violent

wind in my face, which curiously enough if
had entirely failed to notice on the previous
flight. As I had been anxious to ascertain

how far the front screen shielded the aviator
I wrote this fact down. From the time I had
first locked the levers, till now I had not paid
the smallest attention to what the machine
was doing or where it was going. I had been
left to follow its own fancy, and might by
this time be anywhere or in any position for
all I knew. However, looking up, I saw that
it was still level, but had drifted down wind
and was aiming to hit a wind-pump, so I de-

cided to commence the turn,

AERONAUTICS

Two Views of the
Unique Dunne Biplane.

IT separated the levers, holding them till the
turn had started, noted its radius, which was
shorter than I required, diminished the differ-
ence between the lever positions, locked them,
waited a little time, hands off, until I was sat-
isfied with the radius of the turn and with
the rapidity with which the machine was
mounting, got hold of my paper again and
with some difficulty wrote “turning now.”
Looking over the port-bow I saw a farm house
nearly beneath me, and realizing that the cir-
ele was now bigger than I had intended, and
also’ that I was much higher than I had
thought, I pushed each lever into the fourth
notch, and, sitting with my hands in my lap,
allowed the machine to swing itself sharply
round. Then I locked the levers centrally and
sat back, but did not continue writing, as I
was puzzled by a momentary failure to recog-
nize the ground below me. I am not a bal-
loonist, and am unused to heights. After a
moment I realized that a little dark green
blob was the pond in the middle of the ground.
So IT headed the machine towards it, and then
wrote “straight again.” By the time I had
got that down I saw I should have to descend
at once if I meant to get back to my starting
point, so I moved the machine’s nose a degree
or two round, aiming at the point in question,
returned each lever carefully to its central
notch, throttled the engine, and held up my
arms. Instantly the machine’s head drooped
a little, and, without any abatement of for-
ward speed, she began to sink towards the
ground. I landed her as before described.

PREVIOUS TRIALS.

Lieut. Dunne was for sometime
the British government ‘balloon factory” at
Farnborough. After flights of one of his bi-
planes in 1908 and 1910, the machine was re-
constructed and tried out again in May of

attached to

1910. The machine flew for about 2 miles with
Lieut. Dunne’s hands off the levers. During

the flight the machine gradually rose.

82

March, ro1t

During the whole of its free uncontrolled
flight, the aeroplane remained absolutely sta-
ble. The wings project backwards from the
central axis of the machine, and in plan have
the shape of a V with the apex in the direc-
tion of flight; the wing-tips are actually situ-
ated in rear of the center of gravity of the
machine. Their combined area is 560 sq. ft.
The machine carries no tail nor steering or
controlling surfaces of any kind with the ex-
ception of a flap hinged to the rear extremity
of each wing for effecting horizontal and ver-
tical steering. A 4-cylinder, 50-h.p. “Green”
engine drives two propellers revolving at the
rear of the surfaces. The wings have a posi-
tive angle of incidence near the center, the
angle gradually decreasing towards the tips,
where the angle is actually negative. The
machine weighs 1,700 lbs.; the load therefore
being about 3 lb. per sq. ft.

THE DUNNE PATENT.

A British patent was allowed April 5, 1910
(No. 8118), covering “curvature and shape of
surfaces.” An abstract of this follows:

The object of this invention is to obtain a form
of aeroplane which shall possess, solely by the
form and arrangement of the surfaces, automatic
stability in still and agitated air and freedom from
oscillation. The inventor has found that twisting
the wings of an aeroplane involves the disadvan-
tage that sections, either longitudinal or trans-
verse, taken across the wing-tips, give curves that
are more or less coneaye on their upper sides, thus
failing to give large pressure reactions, and that
when such wings are twisted the changes brought
about in the pressures by the coneave portions
are so abrupt as to produce unsteadiness, and that
the similar coneavity on the transverse sections
produces lateral instability. The two essential con-
ditions to be observed are to decrease gradually
the angles of the fore and aft cross-sections of
the wings from root to tip without producing
points of inflexion in the surfaces, and, secondly,

AERONAUTICS

to maintain considerable differences in the angies
of the inner and outer portions without too much
loss of pressure under the outer portions. The
present invention consists in constructing each of
the main surfaces as a rearwardly projecting wing,
whose angle of incidence decreases from the root
to the tip, and by shaping the wing so as to com-
press air between the positively inclined portion
of the wing near the root to the negatively inclined
portion near the tip. The wings must be so sloped

backwards along their leading edges that the wing-
tips lie behind the center of gravity of the whole
Further, each wing is so constructed

aeroplane.

March, tort

through the rearwardly situated point X and
travels along the guide curve E C so that it takes
UD MUD ERV Ar OUST DOSILLOMSIeXe YO Koa Vio 0 oan al eG
Y12; the surface thus swept out evidently being
a portion of that of a cone. By selecting that
portion of the conical surface indicated by the
parallelogram A B C D, the angles of incidence
of the fore and aft sections of the wing gradually
decrease and change sign toward the tip. Further,
owing to the larger angle of incidence at the
leading edge along the inner portion of the wing,
the air is forced downward and outward, thus
transmitting pressure to the underside of the wing

that its upper face is formed as a portion of a
cone or a eylinder, the angle of incidence of the
wings decreasing toward the tips, and in some
cases changing sign. Figs. 1 and 2 show a plan
and side elevation respectively of a form of wing
in which the upper face forms part of a conical
surface, with the apex at the rear, the left-hand
wing only being shown, the center line of the
machine being indicated by the arrow; Fig. 3
shows a plan of a monoplane built according to
this invention. In the form of constructing a
wing surface according to this invention, shown
in Figs. 1 and 2, the upper wing surface is swept
out by the straight line X Yl, which always passes

On

PONS UPR AN CoE

So far as known, there is not a single insur-
ance company in this country writing life
insurance for either aviators or aeronauts.
Companies writing accident insurance in all
eases where the applicant is known to be en-
gaged in any way in aeronautical work, at-
tach riders to policies limiting the death pay-
ment to but $250 in place of the $5,000 face
value of the policy. The editor of this maga-
zine even had to accept this fool regulation.

We have received requests from men in the
aeronautical industry for the names of com-
panies who will write life insurance on avia-
tors and aeronauts, and also fire and other in-
surance on the machines themselves.

The Glasgow Assurance Corporation,
now advertises “aviators insured against
dents of all kinds at moderate rates,”

Ltd.,
acci-
and

near the negatively inclined tips, and is, in addi-
tion, compressed under the tips, which can conse-

quently be inclined at a considerable negative
angle without incurring loss of lifting power. The
full-size machine shown in Fig. 3 illustrates a
monoplane built according to this invention. The
wings, 8, are connected to the body, and are

sloped backward so that the wing tips lie behind
the center of gravity, situated at or about the
point 5, where are fixed the motor and pilot’s seat.
A pair of propellers are situated at 22; the rear
wing tips are fitted with flaps 23 for steering
vertically and horizontally.

ASV TWAS TORS

claims the honor of being ‘‘the first
in the world to undertake aerial insurance.’
This is an encouraging announcement and no
doubt American companies wiil some time in
the future follow suit.

While no insurance is being written on lives
of aviators, “Aeronautics” is informed by the
New York Board of Fire Underwriters, as a
result of some correspondence, that there are
a number of companies insuring aeroplanes and
balloons. Those desiring fire insurance on
aeroplanes or balloons should make applica-
tion to the local agent.

company

’

H. J. French, 1306 FE. Ocean avenue, Long
Beach, Calif., is building a monoplane of his
own design, to be equipped with a 35-h.p. Hol-
brook motor.

AERONAUTICS

March, ott

THE NEW SOUTHARD MONOPLANE

HE machine known as the “Southard II”
has been developed by W. Wilson South-
ard, 421 N. Fulton avenue, Baltimore,
Md. The previous machine was de-

stroyed, as mentioned in the previous issue.
The number two machine is nearly completed
and will shortly have its trials at College Park.

The appearance presents a cross between a
Bleriot and an Antoinette. The former has
been followed in the body, running gear and
wings, while the spread of 34 feet approxi-
mates the Antoinette, and likewise the tail. It
is desired to combine the simplicity, neat ap-
pearance and effectiveness of the Bleriot with
the stateliness of flight of the Antoinette. The
horizontal and vertical conirols are similar to
the Bleriot, but the stability control is orig-
inal.

The main spars
body, permitting

(back) are hinged to the
a whole movement of the
spar, with a solid joint. This system was il-
lustrated in the February number. The upper
bracing wires run through pulleys clear over
to the other side, making one unbroken set of
wires above from wing to wing. The same
thing is followed below.

The front spars are trussed rigid, both above
and below, to the triangular brace with snap-
hooks and around the spring landing tube be-
neath the lower spar of the front frame, below.

The lever is simply connected up to inde-
pendent wires running out to the wing tips,
same as the warping wires on other machines,
but are not to take any lift other than the
warping strain. It is claimed questionable by

the builder whether these wires are needed, as
it is expected the reaction of the wind pres-
sure under one plane will automatically shift
the other, giving a semblance to automatic
stability. The machine never has, however,
been tried without the warping wires being
connected, but will be tried out cautiously in
the future.

The engine is a 165-lb.
water cooled, of 40-50 h. p.
radiators will do the cooling.

Roberts 2-cycle,
Two El Arco
It is figured that

AGO Gi
Fl@ld FRONT SPAR

M Kien Sovthard 19/8

Southard Stability System
the Paragon propeller will give about 11 Ibs.
thrust per horse power. Mea magneto is used,
with Kingston carburetor.

Spruce, ash, Norway birch and poplar has
been used. No. 27 ga. piano wire is used, with
turnbuckles. The wings are covered with
Goodyear fabric. The weight is but 508 lbs.
The main surface has 200 sq. ft., the tail 80,
the elevators 20 and the tail 10 sq. ft.

A flight will be attempted from Baltimore
to Washington. Mr. Southard is being assisted
by Courtland Wrightson.

NATIONAL. COUNCIL AND AERO” CEGE

T the meeting of the Executive Commit-
tee of the ‘““National Council of the Aero
Club of America,” held February 7, the
Sub-committee (Allan A. Ryan, A. T.
Atherholt and James King Duffy) appointed
at the last meeting of the National Council to
consider changes in the plan and scope of the
National Council, reported progress, and asked
that its functions be continued during the
brief interval required to carry into effect the
recommendations contained in its report.

The committee gave consideration to the re-
lations which exist between the National Coun-
cil and the Aero Club of America, and, after
an exhaustive comparison of the Constitution
and By-Laws of each organization, came to
the conclusion that it will be necessary to
effect a new agreement between the National
Council and the Aero Club of America. At the
present time each of these bodies is exercising
similar and conflicting powers.

The committee recommended that a confer-
ence committee of five be appointed to confer
with a similar committee from the Aero Club
of America to the end that a new basis of
agreement between the two bodies may be ar-
rived at.

NATIONAL COUNCIL SUPREME—NEW
NAME.

The ‘‘Conference Committee’’ was instructed
to negotiate according to the following sug-
gestions:

“1. The recognition of the National Council
as the body of paramount authority in national
affairs and independent of the Aero Club of
America, except in so far as the rules sub-
sisting between the Aero Club and the Inter-
national Federation make it necessary for the
National Council to act with the club, in order
to preserve adherence to such rules and to
secure its rights thereunder.

“2 That the name of the National Council
be changed from the ‘National Council of the
Aero Club of America’ to ‘National Council of
the Aero Clubs of America.’

“3.. That all committees of the National
Council shall act in their own right and inde-
pendently of the officers or committees of the
Aero Club of America, except as to those com-
mittees, where it is necessary to obtain the
sanction of the International Federation
through co-operation with the Aero Club of
America, and these shall be joint committees.

“4. That on the basis of recognition of their
mutual relations, as herein outlined, the Aero
Club of America shall extend its privileges to
every member in good standing of clubs af-
filiated with the National Council, and that
every club represented in the National Council
shall extend similar privileges to each member
of the Aero Club of America.

“5. That an agreement be reached between
the National Council and the Aero Club of
America whereby the conditions for affiliation
shall be made the same for both organizations.

“6. That the Conference Committee be em-
powered to make such other and further agree-
ments which may the better carry into effect
the purposes of the conference, which should
be declared to be the absolute and permanent
harmonizing of interests between the body rep-
resenting the clubs of the country at large
and the Aero Club of America.”

The Secretary was instructed to write to the
Aero Club of America asking that a Confer-
ence Committee be appointed to confer with a
similar committee appointed on behalf of the
National Council.

The report of such joint committee is to be
submitted to the Chairman of the National
Council at as early a time as possible, and not
later than February 25, 1911, in order that the
Executive Committee may be called together
to pass upon the results of such conference
and submit its conclusions to the members of
the National Council at least thirty days in
advance of the stated meeting of the Council
to be held April 4, 1911.

The Committee on Conference is as follows:
Messrs. Robert J. Collier, James King Duffy,
Jerome H. Joyce, Arthur T. Atherholt and
John C. Eberhardt.

AERONAUTICS

monoplane .

Southard

lage.

method of jointing fuse

5246"

| wing bar supports

os

flexing wire
.
wing movem ent-9

oe

|
|

Sy

2"%%4 oval
PS

Southard II Monoplane.
3]

ip pulley

March, Iori

go Pulley

NO2T- Plano wire

AERONAUTICS

March, rort

SUCCESS OF THE CURTISS HYDRO-AEROPLANE

By Prof. H. La V. Twining

INCE the first successful flights, rising

from the water, made at the Curtiss win-
S ter camp at San Diego (Calif.) on January

26, 1911, an entirely new system for float-
ing the machine was put in use and the first
flight with this was made [February 1.

The new pontoon is a simple, compact affair.
Instead of two separate floats, a water shield
and small wooden hydrosurface with which
the first successful water experiments were
made, the apparatus used consists of a single
pontoon fastened to the under supports of the
ordinary Curtiss racing biplane. :

It resembles a flat-bottomed boat covered
with canvas to make it water proof. The pon-
toon is 12 ft. long, 2 ft. wide and 12 in. deep.
At a distance of about 3 ft. from the front end
the bottom breaks upward, forming a sharp
bow the full width of the float and on a level
with the top. The same distance from the
rear end the top slopes downward, both ends
being so near the same pronortion that either
could be used as the bow of the pontoon.

The float is fixed beneath the planes in such
a manner that the weight of the engine and
planes, with the aviator in his seat, is carried
slightly in the rear of the middle of the pon-
toon, giving the bow an upward tilt, which
materially assists the craft in rising from and

alighting on the water. The new apparatus
weighs about half as much as the pontoons
and other gear used in the experiments last

week, and at full speed has much less surface
in contact with the water.
The framework extending
elevator down to the water supporting the
small hydrosurface and spray shield of the
first device, shown in the photographs, is doneé
away with.
Photos of this second apparatus
yet been obtainable.
Both the Army and Navy were represented
both the experiments from the Curtiss

from the front

have not

at

Two Views of the Curtiss “Hydro-Aero-Plane.”
C Is the Canvas Spray Shield, D Aid in Keeping Machine Horizontal in Getting Going

and E Is the Small Hydrosurface at Extreme Front.

During Preparation.

86

grounds, which are located on North Island,
the former by Lt. John C. Walker and the lat-
ter by Lt. T. G. Ellyson, both especially de-
tailed. Lt. Paul Beck of the Signal Corps and
Lt. G. HE. M. Kelly of the Infantry have now
attached themselves to the camp.

When Ely flew from the deck of a battleship
on the Atlantic Coast, and some weeks. later
landed on the deck of a battleship in the bay
of San Francisco, he accomplished a great deal
to make the aeroplane a practical instrument
of naval warfare; but when Glenn Curtiss
arose from the quiet waters of San Diego Bay,
and, after flying as much as he liked, settled
upon the water as gracefully as a duck, a still
greater step was taken in the same direction.

Curtiss had taken off the wheels and sub-
stituted floats in their stead. In order to sup-
port a machine of the Curtiss type it would re-
quire the displacement of considerable water.

The float itself is made of metal over a wood
frame, and air tight. It has a very much flat-
tened elliptical cross section from front to
rear. This is placed in the center of the ma-
chine under the engine, down where the skids
would be.

The length over all is 7 ft. 1

Ins Lome san st t:

1 in. wide. It is 10 in. deep in deepest part,
tapering from that point 4 ft. 10 in. to the
front edge and 27 in. to the back edge. Top

about 3 in. above water when floating at rest.

Another float was used in place of the usual,
front wheel. This is 8% ft. long, 6 in. deep, '
including flanges, or 4% in. deep without them;
16 in. wide. These measurements and dia-
grams were given me, with Curtiss’ permis-
sion, by his chief mechanician, D. C. Merrill.

At the extreme front of the machine is a
framework. Just touching the water is a small
hydrocurve surface and a canvas spray shield,
all of which were later discarded.

When placed in the water these pontoons
float the machine. Upon starting the pro-

A Is the Main Float, B Is the Forward One,

The Upper Photo Shows the Machine

|
\

AERONZAUTICS

~€Li

iO

March, torr

Curtiss Hydro-Aeroplane Just About to Leave Water.

peller the machine moves over the water, de-
veloping great speed. As the elevators are
tilted, the aeroplane gracefully rises from the
water. Tpon alighting the floats cause it to
skip, much as a flat stone skips when thrown
along the water, until finally it settles and
skids along like a duck that makes a quick
descent into the water.

On January 26 he made three flights. He
arose on his first flight at 1.15 p. m. and stayed
up 1% minutes. On his second flight he cir-
cled with as much® ease in the air as though he
had no floats to carry, and flew for 2 miles
over the bay, coming back and alighting within
100 feet of his shed.

or less similat
on the 28th of \

or 6 kilometers \

These hydroplanes are more
to those of Henri Fabre, who,
March, 1910, made a flight of 5
at Martiques, France, having risen from the_}
water. In attempting to alight he met with
an accident and was thrown into the water.

This accomplishment means that an aero-
plane can be carried aboard ship disassembled.
When occasion requires it can be assembled in
a short time. It can then be set in the water
from the deck and after making its flights it
can settle near the ship and be hauled aboard.
Under these circumstances it can at least be-
come the eye of the fleet, and what other pos-
sibilities are in store for it yet remain to be
developed.

STATE REGISTRATION OF AEROPLANES

ALIFORNIA and Connecticut both have
had bills prepared, which are now before
the legislatures, on the subject of regis-
tration and control of aeroplanes. Cal-

ce

ifornia has even introduced the subject of
lights. The automobile law has been followed

fairly closely in this. Two years ago ‘Aero-
nautics” printed the first law in the United
States on the subject—a series of municipal
ordinances adopted by a town in Ilorida. The
bill before the California legislature is as fol-

lows:
MB EXe = @ iS Ese,

Section 1.—The words and phrases used in
this act shall, for the purposes of this act, un-
less the same be contrary to or inconsistent
with the context, be construed as follows: (1)
The ‘motor vehicle” shall include all vehicles
propelled by power, other than muscular power.
(2) “Drivers” shall include any person or per-
sons in control of such vehicle, as owner.

Sec. 2, Sub. 1.—Every person hereafter own-
ing and operating a motor vehicle which is de-
signed to navigate above ground in the air, for
every such vehicle owned by him shall cause
to be filed in the office of the Secretary of State
a statement of his name and address, with a
brief description of the said vehicle or vehicles,
to be registered, including the name of the
maker, factory number, style of vehicle and
motor power, on a blank to be prepared and
furnished by such Secretary of State for that
purpose. The filing fee shall be $2.

Sub. 2.—The Secretary of State shall there-
upon file such statement in his office, register
such motor vehicle in a book, or index, to be
kept for that purpose, and assign it a distine-
tive number.

Sub. 3.—The Secretary of State shall forth-
with, on such registration and without other

S

fee, issue and deliver to such owner of such
motor car a seal of suitable metal, circular in
form and not over two inches in diameter, and
have stamped thereon the words: “Registered
Air-Motor Vehicle No..—, State of California,”

with the registration number inserted therein,
which seal shall thereafter at all times be
conspicuously displayed on such motor ve-

hicle to which such number has been assigned.

Sub. 4.—FEvery such motor vehicle shall also
at all times have the number assigned to it
displayed on the vehicle in numerals of over
twelve inches in length, with an abbreviation
of the name of the State in the following
manner: “Cal.”

Sub. 5.—The provisions of this act will not
apply to owners of motor vehicles residing out

of this State, temporarily using such motor
vehicles within this State. ;
MUST DISPLAY LIGHTS.
Sec. 3, Sub. 1.—Every motor vehicle pro-
pelled by itS own power in the air above
ground shall, when being so propelled after

darkness, display not less than four lights, one
in the center of the vehicle in front of the
driver, one at the extreme rear of such ve-
hicle, and one at each end of the lifting planes
of such vehicle, the last two to be, one red
and one green, the red light to be placed at the
end of the right plane, and the green at the
end of the left plane. Such lights must be dis-
played at all times, after darkness, the said
vehicle remains in the air above ground.

Sec. 4, Sub. 1.—The violation of any of the
provisions of this act by any owner or driver
or operator of any motor vehicle as herein-
before described, shall be deemed a _ misde-
meanor, punishable upon conviction thereof, by
a fine not exceeding $100.

AERONAUTICS

March, IOTI

NEW MODEL CURTISS ‘SIPL ATO

Latest Curtiss.

LY’S new Curtiss was an object of great
E- interest, especially after his cruiser flight
at the San Francisco meet. A number
of modifications and improvements are
in evidence. Some of the most noticeable im-
provements are: The pivoting of the airerons
from the rear struts instead of the front onéS
This is a good feature, as the interference Of
the ailerons when pivoted to the front struts
and placed between the planes no doubt lessens
the lift of the plane above.

Head resistance is cut down by double cover-
ing the planes enclosing the ribs and beams
(of which latter there are three), and chang-
ing the double front elevator to a single sur-
face, the axis of which is placed only 6 ft. 9
in. out in front and has but two short stays
of bamboo between the wheel and elevator
instead of the many pieces and elaborate struc-
ture heretofore used for staying. Two rear tail
flaps work in conjunction with the front ele-
rator, being pivoted at a point about 13 ft.
back from the rear edge of main planes.

Two triangular stabilizing fins are used in-
stead of the usual plane. Their angle of in-
cidence is about 2 inches and can be easily
changed by the removal of four cotter pins.

The rudder is placed between the two rear
flaps and is pivoted 6 inches back from its
front edge, being moved by a tiller post, or

forward extension, to which the steering wires
attach, instead of fastening wires directly to
a rudder.

Strut sockets are of a new type. A steel
clamp of U section fits over the front of beam,
the strut- socket being integral with clamp.
Two % inch steel bolts pass through clamp
and beam on either side of socket, to which
the steel loops holding the turnbuckle nipples
are secured by a lock washer and nut. This
seems a better method of strut attachment
than the familiar single bolt socket, but, how-
ever, is not new with the Curtiss machines,
having been in use for some time on the coast.

The rear beam is only 6 inches from rear
edge of planes, thus making the rear portion of
planes inflexible and, accordingly, more sensi-
tive to wind gusts. This would appear to be a
detrimental feature.

Spread, 30 feet; of 4

chord feet

9

planes,

inches. Camber apparently unchanged from
standard. Planes, 4 feet 5 inches apart.
Iront elevator, 2 ft. by 6 ft. 34% inches, has

a small, vertical triangular section fixed above.
Weight stated 750 pounds. Regular Curtiss
propeller and 8 cylinder Curtiss 50 h. p. motor.
Laminated engine base is supported in the

88

also used to
In front

rear by steel tubing, which is
brace the entire rear center section.
the base is bolted to two short laminated
struts, the height of the base 14 inches. Above
this a triangle of 1 inch oval steel tubing ex-
tends to the top plane, where at is secured by a
bolt.

Engine is placed 9 inches rearward from
rear beam and the canvas seat is out forward
of front beam 8 inches.

Two torpedo gasoline tanks are attached un-
der top plane. The El Arco radiator is in usual
place.

One of the new type steering posts is used,
with the rudder wires inside.

—CLEVE T. SHAFFER

“MADE IN TACOMA” AEROPLANE MAKES
FLIGHTS.

Nerved by eleven years’ experience as a pro-
fessional balloonist and parachute jumper,
Harvey Crawford, twenty-two years of age,
thrilled between 300 and 400 spectators at
Lakeview, near Tacoma, Wash., on Jan. 21,
with three successful flights in the first ‘‘made
in Washington,” also ‘‘made in Tacoma’ aero-
plane that has thus far been able to get off
and stay off the ground.

Traveling at a speed he estimated at between
forty and fifty miles an hour, young Crawford
flew a mile and a half at an elevation of 100
feet on the first attempt; two miles at the same
elevation on the second. attempt, and two miles
and a half at an elevation of 200 feet on the
third flight. He would probably have com-
pleted the five-mile lap of the aviation field
at Lakeview had not a stiff wind been blow-
ing and had he not promised before starting
to refrain from taking any untoward chances.

They might never have achieved yesterday’s
success had it not been for W. E. Colvin, of
6727 South E Street, a retired and wealthy
Texas cattleman, who also had become inter-
ested in the science of aviation. Colvin took
a liking to the Crawfords and offered to furnish
part of the “sinews of war.”

The Crawford-Colvin biplane looks very
much like a Curtiss biplane, The framework
and ribs are of laminated spruce. The wings

and planes are covered with Baldwin aeroplane
cloth and have a total surface of 300 square
feet. The engine is a 50-horsepower Call avia-
tion motor, two cylinders, double opposed, and
weighing 150 pounds. It is connected to a
wooden propeller 6% feet in diameter and re-
volving 1,500 to 1,800 times a minute when
the motor is running normally.

AERONAUTICS March, torr

Two Aeroplane
Safety Achievements

Goodyear Aeroplane Fabric, a rubberized water-
proof cloth that is not affected by dampness, cold or
heat, is the only SAFE material for aeroplane wings.
Plain, varnished or ‘‘treated’’ fabric, when dampened,
shrinks and relaxes, flaps on the wings, cuts down
speed and is dangerous.

Goodyear fabric holds the wings rigid, regardless of
aerial conditions, for it is rubberized. It is the lightest
fabric for its purpose ever achieved. Its invention is the
result of exhaustive investigations in France, Germany,
England, Switzerland and America by six experts.

Goodyear Aeroplane Fabric is the safest, LONGEST-

LIVED aeroplone cloth known to science.

The Wright Company experimented for months try-
ing to get the proper covering for their planes. ‘They
bought various foreign and American fabrics, but none
was successful until they found Goodyear Fabric.
They found this wouldn’t shrink and stretch. Now
the Wright Company uses Goodyear Fabric exclusively. Burgess Company & Curtis, the
Metz Co., the Lovelace-Thompson Co., the Detroit Aeroplane Co., Wilcox, and practically all the
manufacturers of the country, as well as many of the most prominent aviators, use Goodyear
Fabric. These pioneers know what covering is best. Another SAFETY achievement is the

(00D: YEAR

Aeroplane Tire

World-famed aviators have equipped their machines with Goodyear Aeroplane Tires.

Charles J. Hamilton and all of Moisant’s Crew of International Aviators, Capt. Thos. S. Bald-
win, J. A. D. McCurdy, Clifford B. Harmon, Harkness, Wilcox and scores of other American and
foreign aviators have adopted the Goodyear and con-
clusively proved to themselves its superiority over every
other tire.

In the tape in the base of each tire are 42 wires—21 on
each side—which hold it to the rim so firmly that, when
landing, it cannot jerk loose. It has greatest possible
resiliency and an extra-tough tread, hence is almost non-
puncturable.

The extreme lightness of the tire is another point of
vast superiority over every other tire.

Goodyear rubber shock absorbers are also being adopted
by large numbers of American and foreign aviators.

The Goodyear Tire & Rubber Company
Main Office and Factory, Ninety-fourth St., Akron, Ohio
Branches and Agencies in All the Principal Cities (144)

<a a,

In answering advertisements please mention this magazine.

AERONAUTICS March, 1ort

$b o555545554555455H455OOb555555055555555555h5h5b45455h555555hb455h55555h545h45bhbbhhhhhhhhhhh4h44455Hhh5H54h544544444454555440

Grahame-White Biplanes

Convertible Type for One or for Two Passengers
RELIABLE — FAST

Built to the exacting requirements

Mr. C. Grahame-W hite

Burgess Company and Curtis
Marblehead, Mass.

BURGESS BIPLANES

(Licensed under the Wright patents)

Single-passenger models B and C. Two-passenger model D.

FPPC SCHOO COE ECHO OSES HOSS OO SS SOS ESSE OOOSOSSOSOOOS ODEO SOOO ESOS SOSSOOOSOOE SOOO OOS OS OOTOESOESOOEOOOOOOOEOOSOOESOE
SOE PSOEO ESOS SEED OOOO OE OO EES SOPOSE OS OO SE SESE S SES SL SOS BSESO SOS ESOS SSS OSES OSSOSO OSES SOOO OOOO SOS OO OHOHSOHOOSOOO OOD

MODEL D IN FLIGHT

Two Striking Endorsements:

q@_ Mr. C. Grahame-White’s first order was for SEVEN Biplanes designed
and built by us.

@ The Wright Company, on account of the excellence of our construction,
invited us to become the first manufacturers in America licensed to build
aeroplanes under their patents.

Burgess Lompeny and Curtis “*"wass.

PT 5b5d55555SSSSSSSSoSb5Sb5E4455544444 LAE

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In answering acvertisements please mention this magazine.

AERONAUTICS ; March, rorl
EONS TRUCTION AIDS XVIF.

(“STEEL

] 70 KRONT LATERAL BEAM

JOINTS BRAZED
AND PINNED

RIGGEF 72
ELEVATOR
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Wapen- DYOTT (Hl OVA
MONOPLANE
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— ——

89

i

AERONAUTICS

March, 1911

Walter Johnson Flying the Thomas Machine.

McCURDY MAKES LONGEST OVER-SEA
FLIGHT.

May Be New American Record.

LONGEST AMERICAN CROSS-COUN-
TRY FLIGHTS.
Hoxsey (Wright), Springfield-
Glaryito ni Vio’ S252). aucmeieeaame utes 89.6 miles

Brookins (Wright), one section
Chicago to Springfield flight.86.5 miles
Hamilton (Curtiss), New York-

iPhaladelpwiawy wre. steyteie sete - 74.3 miles
Curtiss (Curtiss), Albany-

RPOoWehikeensiey siaacte crete es 71.2 miles
Parmalee (Wright), Dayton-

Columbus#.)..28 ote ree ee ee 60.8 miles
Curtiss (Curtiss), Cleveland-

Cedar Point, over water....60.5 miles

84.19 ‘a :
After Va ore ~~ /miles and staying
in the air 2 hours and ®#minutes in his Curtiss

biplane (51-h.p. Curtiss 8-cylinder motor),
J. A. D. McCurdy, the fifth man in the United
States to tly, and who is now flying for the
Curtiss Exhibition Co., was foreed to land in
the water about 10 miles from Havana on an
attempted flight from Key West, Fla., to Ha-
vana, where Curtiss aviators were holding a
meet. <A leak in the oil reservoir caused the
trouble. The exact distance, as kindly fur-
nished AEFRONAUTICS by Mr. Williams Welch,
of the U. 8. Signal Corps, from the anchorage
at Key West to the anchorage at Havana, is
103 statute miles. Assuming that McCurdy
landed exactly 6 miles from shore and 10 miles
from the center of Havana (as reported), his
distance would be 991% miles if he landed west
of Havana and 94% miles if he landed north-
eact of the city. According to information,
though not definite, the Navy Department sets

ye distance at about 90 miles,
Oc Ae b-pt—

90

After many days of waiting for good weather,
the flight was started on January 30. Four
torpedo boat destroyers were strung out over
oe course between Key West and Morro Cas-

e.

Within sight of land poor McCurdy had to
descend. The ‘Paulding,’ U. S. N., was close
by, and the aviator and his machine were
placed aboard and taken to Havana.

In spite of the accident, the Havana “Post”
awarded its $5,000 prize, and the City of Ha-
vana has done likewise with its $3,000 prize.

This flight is perhaps the longest cross-
country flight yet made in America and is a
new world record for over-water flying. The
previous record was that of the late Hoxsey,

895, miles. Accurate data on the exact spot
of McCurdy’s alighting is impossible of ob-
taining.

NEW THOMAS “HEADLESS” BIPLANE.
The illustration herewith shows the new
‘headless’ biplane just finished by W. T.

Thomas, of Bath, N. Y. Some very good flights
have been made with it by Walter Johnson,
who will do the flying for Mr. Thomas, the
longest being ten circuits of the lake, which
is 1% miles around.

There are three superposed ailerons on each
side of the machine, the upper and lower hing-
ing to the main lateral beams and the center
one hinging on the rear strut. These move
all together through the use of a light, vertical
strut at the rear edges of these ailerons. For
steering in a horizontal plane there are four
small, independent rudders. Vertical steering
is by the horizontal surface in the rear. The
running gear steers in conjunction with the
vertical rudders. The engine is a 4 cylinder
Kirkham, driving direct. The machine weighs
850 pounds, and the supporting surface totals
320 square feet. A set of double surfaced ex-
tensions are being arranged to put on the
extremities of the planes for the purpose of
obtaining more surface for lifting at a slightly
lower speed, and a new 6 cylinder Kirkham
will be installed shortly.

AERONAUTICS ; March, tort

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In answering advertisements please mention this magazine,

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of the World

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of the Leading Makers, Germany, France and America

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AERONAUTICS

COVE MACHINE REEFS WINGS.

George H. Cove, of Bridgeton, N. J., has a
good looking biplane, with novel stability fea-
tures, or “balancing wing tips.’”’ When one of
these is opened out the other closes up, and
vice versa. The part of the tip next to the
main plane is braced and does not move. The
outer part is hinged and worked either by the
seat or by a lever. Opening the wing on one

DOUBLE FrUDDE FP

March, rort

tors,” as the correct title now is, as chief en-
gineer. A plant has been put in operation
in New York City.

R. W. STEWART BIPLANE.

The R. W. Stewart (Oakland, Cal.), biplane

possesses several distinctive features from the
being of the headless type.

ordinary biplane,

Side View of the Thomas Machine.

side of the machine increases the supporting
surface on that side. Patents are now pending.

The power plant consists of an Elbridge 40-
60 motor, twin El Arco radiators, and Gibson
propeller. The weight of the machine is about
600 Ibs. Steering right and left and up and
down is accomplished by the wheel.

NEW MOISANT MONOPLANE.

The Moisant aviation school on Hempstead
Plains, it is very probable, may be started go-
ing in April. Two brand new types of mono-
planes are being worked out, a cross between
a Demoiselle and the all-metal machine de-
signed and built by the late John B. Moisant.
This will be known as the “Baby Moisant.”
T. T. Lovelace is now associated with A. J.
Moisant and the ‘“‘Moisant International Avia-

te

NY nim | F
y/ 3

‘ fe ane a = -

Cove Biplane Showing Balancing Feature,

The arrangement of the planes, the center sec-
tion being advanced forward of the end sec-
tions, is claimed by the inventor to give a
certain amount of automatic stability.

Voisin type vertical partitions will be placed
between end struts. Curtiss type ailerons are
operated by a control lever, which also operates
elevator.

Spread, 35 feet, 61% inches; chord, 6% feet;
camber, 4 inches; planes are double surfaced;
total surface, 470 square feet; weight complete
with aviator, 940 pounds; Farman type wheels
will be attached to skids.

A double runner in the rear controls di-
rection. The elevator is placed over rudder,
while underneath is a stabilizing surface of
same size. Power plant is placed in front. A
60 H. P. (claimed) of local manufacture, weigh-
ing 325 pounds, drives direct an 8 foot, diam-
eter 4 feet, Paragon propeller.

No trials have as yet been made.

AERONAUTICS

WRIGHT PUPIL FLIES HOUR.

Starling Burgess, of the Burgess Co. &
Marblehead, Mass., made his first hour

W.
Curtis,

flight at the Wright camp, Augusta, Ga., on
february 7, handling the machine entirely
himself.

FIRST WAR FLIGHT.

On February 10 and 12, Charles K. Hamil-
ton, of the Moisant International Aviators, giv-
ing exhibitions at El Paso, Tex., flew across
the Rio Grande River at Juarez, Mexico, which
is now in a more or less stage of siege by the
rebel army in the opera bouffe war now being
conducted on the Mexican border.

Threats to fire on aviators reconnoitering
over Juarez were received by Mexican officers.
Permission was obtained from Pascual Orozsco,
the insurrecto leader, for aviators to recon-
noiter over his camp, subject only to the dan-
ger that his own men might think the aero-
planes were from Mexican government forces
at Juarez. Garros also flew over the Rio
Grande River in his American Bleriot, built for
the late John B. Moisant. Hamilton used his
new Gnome engine in the flight.

The story to the effect that Lieut. B. D.
Foulois, of the U. S. Signal Corps, has re-
ceived orders to proceed to San Antonio with
the Wright aeroplane offered by Robt. J. Col-

lier to the War Department and accepted by
the same, seems to be without foundation in
fact. Collier recently obtained delivery of the

new Wright biplane, the first Wright machine
sold in this country to an individual for pleas-
ure use, and offered the use of it to the Goy-
ernment in case it should care to employ it in
experiments during the present Mexican dis-
turbance.

HARKNESS FLIES NEARLY AN HOUR.

Harry S. Harkness, who took his two An-
toinette machines to California this winter, flew
on February 7 from the Curtiss aviation camp
on North Island, opposite Fort Rosecrans, at
San Diego, Calif., to the encampment of the
U. S. troops on the Mexican border, near Tial-
fuana, a distance of 21 miles from Fort Rose-
crans, carrying a message from Major Mc-
Manus, commanding Tort Rosecrans, to his
subordinate, Lieut. Rublin. The flight was emi-
nently successful, Harkness being in the air
56 minutes. The message was delivered to
the officer 25 minutes after receipt by Hark-
ness.

This is the first real flight made by Hark-
ness in this country. When he first came to
Mineola, a few short flights were made. At
the Belmont meet his machine was only out-
side of its shed once and then no flight was
attempted.

STEVENS FLIES BLERIOT.

A. Leo Stevens made his first flight alone
on February 13, but it was not on a Friday. It
was in the Bleriot XI (Clement-Bavard motor),
which was brought to this country last fall
by Greely S. Curtis, of the Burgess-Co. & Cur-
tis. The machine had been previously flown
once by Garros while he was at the Belmont
meet. No other flights have been made in it
until the above, which was at the Mineola
field. It has been taken to Boston by S. A.
Reid, who is said to have acquired the mono-
plane. Mr. Stevens has left for Boston and
will no doubt try the machine out again while
there.

The Elbridge Company’s Brochure.

It is not until after reading ‘““American Ama-
teur Aviation,” a twenty-page booklet distrib-
uted by the Elbridge Engine Company, that one
realizes how prominent a part these engines
have played in the development of American
novices during the past year. While the book-
let mentions many men who have made flights
with other power plants, it still furnishes
plenty of evidence that most novice events and
records were made last year with the ‘‘Feather-
weight” output. Of course, if this were not
the case, it is unlikely that the company would
have spent the time and money required to
publish the record, but no matter what the

March, rorr

SPECIAL OFFER
Ie WARNING!!! =o

SECOND NOTICE

In order to reduce the strain on
the bookkeeping department of
‘‘ Aeronautics” and to secure an in-
crease in the monthly bundle of
good stuff, this extraordinary offer
is made:

For Ten Dollars in coin of the
realm, we will enter your sub-
scription tothe One and Only
Real Aeronautical Magazine in
America for life, or as much
longer as may be desired.

Do not delay! This is a chance of
a lifetime—there’s no telling how
long you may live. Open to present
subscribers as well as non-sub-
scribers. Just enclose your check,
money order, or ten-dollar note in
an envelope, with your name and
address, and you will be enrolled
at once in the Great and Honorable
Scroll.

AERONAUTICS

250 West 54th Street,
New York

motive of its production, the little book con-

tains a great deal of interesting matter well
worth preserving.

Nearly half the space is given up to illus-
trations, some of them very good ones. Wil-

liam Evans is shown in flight over the city of
Kendale, Kans.; B. I’. Roehrig, starting for the
novice altitude record at Los Angeles, Cal..
where he flew three times as high as any of
the amateurs at the later meet in San Fran-
cisco; C. F. Walsh, winner of all prizes at the
October meet in Los Angeles; Glenn L. Martin,
only California prize winner at the Los Angeles
meet in December. Of the Eastern men devel-
oped during 1910 there are pictures of J. J.
Irisbie, now with the International Aviators,

and of Charles Morok, who, after three days
- of practice, safely flew over Newark, N. J. A
photographic reproduction records the first

92

flight of a single-propeller machine at Denver,

Colo., which performance came too late for
record in type matter.
Mention is made of the first successful

flights in each section of the country—#in each
individual State and city wherever possible.
Many unusual types of machines are shown,
some of which never have flown, and others,
such as the machines of M. B. Sellers and
D. H. Gordon, which have flown with less than
LOM eps

‘Almost every machine mentioned is a dis-
tinctly local product, made by the man who
also taught himself to fly it. Most of the men
whose names and whose records are contained
in it will preserve “American Amateur Avia-
tion”? as a cherished possession. Sketchy as it
is, it is the first attempt to publish in col-
lected form the results of the first popular
fever for aviation,

AERONAUTICS

Meier bok FE LY ING

FAIRCHILD MONOPLANE WRECKED.

HE all-steel monoplane of W. L. Fair-
child, which is the only one of its kind
in all the world, was unfortunately

wrecked on February 11 while making a
turn, with Ifrank Schumacher pilot. The ma-
chine had left the ground and was turning in
a fresh wind. One wing seemed to turn sud-
denly to a vertical position.

The monoplane designed by W. L. Fairchild
was built last summer at Mineola, and a month
ago made its first flights. It is unique by rea-

son of its employment of two chain-driven
propellers at the forward edge of the main
planes, which are set at a slight dihedral an-

gle. This angle had been frequently adjusted,
as well as the angle of incidence. The chang-
ing of the former seemed to have a very direct
effect on the speed of the machine.

Very good stability was one marked feature,
laid by Mr. Fairchild at the door of the low
eenter of gravity. The entire framework is
of steel, in the use of which Mr. Fairchild
claims great advantages. In practicing over
the frozen fields no breakages have occurred,
save a bolt in the spring shock absorbers.

The 6-cylinder, 100-125-h. p., 2-cycle Emerson
engine drives in opposite directions by Dia-
mond chains through tubes two big Gibson
propellers.

During the past
has been out every
mitted, and even on
wind was quite strong.

The Burgess machine met with a mishap
the same day while Hilliard was flying, the
chassis giving way at a bad place in the
grounds,

two months the machine
day that the wind per-
the days of flying, the

March, tort

Av > MCLN EOLA

oe

HILLIARD |
BURGESS “p"

URCHILD
agilee I)

SZIGHT-

Frotss by les Burt -
/bneots, IY.

A double set of controls will be fitted for
Miss Draper to use in her flying lessons.

The Payne Curtiss-copy has out mak-
ing its trials.

It is possible that both the Aeronautical So-
ciety and the Aero Club of America will aban-
don present quarters and move their sheds to
a location further to the east, as the improve-
ments of the local land company are beginning
to interfere.

In this issue will be found the first pub-
lished photograph of the Walden-Dyott mono-
plane in flight. It is a bona fide picture, how-
ever poor.

been

HILLIARD FLYING AT MINEOLA.

William Hilliard, who took the Burgess-Cur-
tis Model D to Mineola after the Palace Show,
has been doing fine flying every day the wind
permitted, except for a couple of accidents to
his Indian motor, when the crank case was
blown out by a backfire and one cylinder
cracked. These were fixed promptly, as the
factory expressed parts at once. Several pas-
sengers have been carried, among them Miss
Catherine Draper and A. Leo Stevens.

On Feb. 7 Mr. Hilliard took up at one
as passengers Miss Catherine Draper,
West Sixty-eighth street, New York, and A.
Leo Stevens. On the same day Mr. Hilliard
took up his mechanic, Frank Lawson, and his
baby. This was with heavy snow on the
ground.

Mr. Hilliard is desirous of getting his pilot
license before he takes the machine to the

time
of 42

AERONAUTICS

The Wright Company has licensed the Bur-
gess Company & Curtis. of Marblehead, Mass.,
to build aeroplanes under the Wright patents
for sporting purposes only. The purchaser
using this machine for exhibition work, like
those who use Wright machines for like pur-
pose, can secure a license for the use of the
machine as a means of profit from the Wright
Company.

This defines the policy of the Wright Com-
pany as not endeavoring to restrict the manu-
facture or use of aeroplanes, but rather the
encouragement of their manufacture under a
fair recognition of the patents.

W. Starling Burgess and a friend have been
at Augusta, Ga., the Wright training camp,
learning to fly. The training is done at the
risk of the Wright Company, which assumes all
breakage, and the pupil can take as many les-
sons as he likes.

The Burgess Company & Curtis is the first
company in this country licensed to build un-
der the Wright patents. his special privilege
is due, according to Wilbur Wright, to the ex-
cellence of Burgess-Curtis construction and
the reputation of Mr. Burgess in the yacht in-
dustry.

Pupils will now be accepted by the Burgess
Company for instruction in flying as soon as
the field at Squantum, Mass., is put in proper
order for the purpose. Indications promise a
very busy season both for instruction and
building aeroplanes.

Upward of 100 Wright biplanes are listed as
put out by the Wright Company, or licensed
foreign concerns, in Fred T. Jane’s “Flying
Annual.”

Thirty-seven owners of Curtiss machines are
given, among which one notes with interest
the names of C. F. Bishop, Col. EH. H. R. Green,
Clifford B. Harmon and J. H. McAlman. A.
Cc. Triaca, more or less known to fame, has no
less than four. How sad this all is—and to
think that the unfortunate Triaca has yet to
have his first aeroplane ride!

FARWELL GETS RADICAL PROPELLER
RESULTS.

F. O. Farwell, of the Adams-Farwell Com-
pany, has been conducting a series of experi-
ments of some months’ duration, testing the
comparative efficiency of single high-speed pro-
pellers of various shapes, pitches and diame-
ters; two propellers at slower speed side by
side, Wright fashion; and two propellers on
same axis run in opposite direction.

An electric motor was used and the power
in current consumption was accurately tabu-
lated. The propellers were journaled at the
end of a long arm or whirling table similar to
that used by Langley and Maxim. The thrust,
propeller speed, power consumption, were taken
with the propellers held stationary, then the
arm was allowed to whirl and speed and pull
were taken.

These experiments, together with numerous
photographs, will be put in shape for publica-
tion in the near future.

Mr. Farwell only hoped the arrangement of
iwo propellers on the same axis would approx-
imate in efficiency the two propellers side by

side. “The tests proved the new arrangement
more efficient than the side by side arrange-
ment, not taking into consideration the trans-

mission losses of this system, and as the new
system has no more transmission loss than
the single direect-connected propeller, the effi-
ciency. is greatly in favor of the new system.
“This efficiency was not what was expected
or sought after, however. Our association
with revolving cylinder motor for twelve years
has shown us the limitations of this type of
motor with stationary crank shaft very clearly.
At moderate cylinder revolution speed, it is
unquestionably the most efficient and best
cooled motor in existence.
“We are building a much
bodying several

larger motor, em-
novel features which we are

04

March, rorr

Walden-Dyott Monoplane in Flight.

not quite ready to make public in detail. This
motor will retain the revolving cylinder air
cooled features which we originated and have
used in automobiles since 1898.

“The greatest departure from revolving cyl-
inder motor practice which has now ceased to
be considered freakish is the feature of re-
volving the crank shaft as well as the cylin-
der, in the opposite direction, of course.

“In use in air crafts and motor boats, one
propeller will be connected direct to the sleeve
extending from the revolving cylinders, and
another propeller will be connected direct to
the crank shaft and revolve in the opposite
direction.

“The eylinders will revolve at about 800 r. D.
m. and will drive a 9-ft. 6-in. to 10-ft. direct-
connected propeller. The crank shaft will re-
volve in the opposite direction at about 1,000
r. Dp. m. and will drive a 7-ft. 6-in. to 8-ft.
direct-connected propeller. The piston speed
will be equivalent to that of an ordinary mo-
tor at 1,800 r. p.m. A 36 and 30-in. propeller
will be used in motor boats. 4

“The turning torque is completely absorbed
by the oppositely revolving propellers. As no
turning torque is communicated to the craft.
it may be made lighter and the ill effect of
this reacting torque on light crafts having
large power and large propellers is entirely
eliminated. The power of this new motor will
be considerable above 100 h.p.

“The ignition system, three independent —
means, valve mechanism and fuel injection
system (no carburetor is used) are subjects of
pending patents and will be described in de-
tail at the proper time. A motor embodying
all these new features has been in operation
and under test for several months. There will
be no motors offered for sale for some time.”

Please allow"me to express my appreciation of your
valuable paper,Zevery issue of which I carefully read from —
cover to cover. I have in more than one instance found
single articles worth tome many times the amount of ay

year’s subscription, " 3
aa —E, J, DIXON,

se

AERONAUTICS | March, 19rt

Detroit Aeroplane Co.

DETROIT, MICH.
ANNOUNCES
Beginning March 1, 1911, the DETROIT-AERO 20—30 H. P. ENGINE

will only be sold as complete °
power plant ready to run Price, $350. consisting of

1 DETROIT AERO ENGINE 1 TIMER 1 SWITCH
1 CARBURETOR 4 SPARK PLUGS PRIMARY AND SECONDARY
1 COIL 4 MOUNTING BOLTS CABLE

1 PROPELLER, 7-FOOT DIAM. and 3}-FOOT PITCH 1 OIL TANK with connections

Power Plant Ready to Run—Guaranteed to Weigh 150 Lbs.

maximum, to deliver stationary

i

Thrust 200 Ibs. minimum and to run any length of time with
Throttle wide open and spark fully advanced, if properly
mounted and supplied with oil and fuel, showing only natural

wear and tear.

BOSCH-MAGNETO $50 extra, including cable, ground-wire

gm switch. Recommended by us for safety and in-
crease of POWER.

MODEL 1911

Has been tested for 11 hours

continuous run under full pro-

peller load.

Wide MODEL 1911
Delivers on the average 200
a LBS. THRUST.

MODEL 1911
Is the only American made air-cooled engine
exported to FRANCE.
MODEL 1911
Is made at our own plant in DETROIT in
1000 interchangeable duplicates.
MODEL 1911
Is entered in the A. C. A. 1911 MOTOR
CONTEST.

SR

THE PIONEERS OF AIR-COOL LINES

a

In answering advertisements please mention this magazine. _

AERONAUTICS March, tort

$OOSGSSSSOSSOOSGSOOOOOOOOO0OO0OO0OOO0O0OO00OOO0000000000060©000606660066

Ge WRIGHT FLYER

The aeroplane that has proven itself to be safe,

practical and always ready. The only machine

built to accommodate two people comfortably.
Holder of the World’s Record for Slow Flying, Quick
Turn and Accuracy of Landing; and American Record
for Long Distance Cross Country Flights, Duration,
Distance and Altitude.

At the recent Harvard-Boston Meet. at. Atlantic, the Wright Flyer,
in competition with Bleriot., Farman, Curtiss and other machines,
took first. prize in duration, distance, altitude, accuracy of landing,
slow flight. and the Hammond Cup for bomb throwing.

Planes, propellers and motors built entirely in our
own factory. Write us for terms and delivery date.

Ge WRIGHT COMPANY 722.26) tee.

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DOOD OOOOOGOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOOODOD

eines tN 5) ‘ = . (eer in a we) a \ is y
NG Gy Nea Lx : eee NS ‘p> is CGE a yee é Re

Lessee) a Se ee

ks Rochester, N. Y., and some of the

res This picture shows part of the factory of the Greene Company, : &
3-inch Palmer Tires used on the Greene Aeroplanes. ast

Manufactured by THE B. F. GOODRICH COMPANY

AKRON, OHIO

c ae ‘ a
reoG 2 eee ps

&
lI

if; answering advertisements please mention this. magazine.

AERONAUTICS

A N

Ped NwGr lh S.C. ©

March, 1ott

the Battleship.

M Bee

By Cleve T. Shaffer

ELFRIDGE FIELD, San Francisco, so
named by the Board of Judges in honor
of Lieut. Selfridge, the first army officer
to be kilied in an aeroplane accident,

was the scene of considerabie aerial activity
from Jan. 7 to 25, inclusive, it being the first
glimpse of flying the San Francisco populace
had seen since Paulhan made several short
flights last year. Radley, Brookins, Latham,
Parmalee, Willard and Lathampparticipated in
the ten days of actual flying.

The second day was the banner day in at-
tendance, it being estimated that over 100,000
people were present, and considering the poor
flights made on that day it is a credit to San

Francisco’s interest in aeronautics that the
attendance was good the rest of the meet.
Aside from the military aspect given by

Ely’s flight to the cruiser and return, the par-
ticipation of United States troops in various
manoeuvres, the meet was, with the exception
of cross-country flights by Latham and Rad-
ley, and Parmalee’s new American duration
record, a number of short exhibition flights,

the contest element still being missing. The
flights were, with the above exceptions, un-
spectacular, due to several causes.

No doubt the recent death of Hoxey had

its psychological effect upon the aviators and
tempered their usual performances. Then,
too, the exceeding parsimony shown, among
other things, in the construction of the flimsy
“shelters,’’ with open sides and ends, and roof
of light canvas or sheeting, which allowed the
rain to saturate the machines, ruining their
finish and making them unsafe, had its effect
also on the aviators.

Much fault was also found with the field
selected. The course, laid off in a 2% kilo-
meter oval, was very bad, in fact was claimed
by the aviators to be the worst they had
ever flown over. Several deep gullies which
transversed the grounds were popularly and
appropriately named, “Calamity Gulch” being
one that did not belie its name. ‘“Radley’s
Bog” claimed several, while one of the fences

lower field and had been
unaccountably left standing, put an end to
Latham’s machine after a wreck in almost
the same place the day before. Two or three
small lakes added to the interest, one unfor-
tunate novice landing in cold water up to his
waist. When such premier aviators as Latham,
Radley and Ely came to grief it is certainly
not strange that most of the novices met with
disaster.

With Latham disposed of, Ely was easily
the star, his remarkable flight to the cruiser
being the event of the meet. Parmalee’s
breaking of the American endurance record
and the entry of Latham through the Golden
Gate were the other prominent features.

Inclement weather after the first few days
was rsponsible for some postponements.

The grandstand and hangars were placed at
right angles to each other at one end of the
field, the announcing board being placed oppo-
site and forming the end pylon around which
the circuit was made. Events were not run
off in aecordance with the programme. In
fact, flying was done whenever machines were

Which bisected the

ready and aviators so minded. Therefore, no
daily record will be given.

No attempt was made for altitude, though
the barographs were hung on the machines

several times. There was a noticeable absence
of the celebrated Wright ‘‘spiral; Brookins did
it but once. Another missing Wright feature
was the “Baby Wright,’ which was on exhi-
bition in the hangar but did not go out more
than once.

Military uniforms were very much
dence, the second battalion of the
fantry being encamped on the field. Results
gained, viewed from a military standpoint,
while more or less instructive to the officers
and men, were of small actual value and
proved but littie that had not been done be-
fore, despite the newspaper gush, excepting, of
course, Ely’s flight to the cruiser and some
wireless telegraphy while in flight.

in. evi-
30th In-

AERONAUTICS

FEATURES SAN FRANCISCO MEET. {
ee ie a er =. ne = = :
P. O. Parmalee (Wright) makes new |
American endurance record—3 h., 39
m., 49los. y
Eugene Ely (Curtiss) lands on deck of §
battleship and departs again. Fal
Wireless tests.

PRIZES WON BY AMATEUR AVIA- &
TORS AT SELFRIDGE.

H. A. Robinson, in standard Curtiss ma-
chine, $1,333.33. \

Fred. J. Wiseman,
$1,283.33.

Lincoln Beachey, in standard Curtiss ma-
chine, $858.33.

Clarence H. Walker, in standard Curtiss |
machine, $250.

in original biplane,

THE USE OF WIRELESS.

The wireless set weighed 52 pounds. Tits
consisted of a small spark-gap and interrupter,
an ordinary telegraph key, a small storage
cell and a shunt to prevent overcharging the
coil. All of these were combined in a box
which was carried by Lieut. Paul Beck upon
his lap. For an aerial 120 feet of stranded
phosphor-bronze wire was used, pendant from
the tail of Parmalee’s Wright aeroplane and
connected with the sending apparatus by a No.
16 copper insulated wire. For inductive ground
the other side of the sending apparatus was
connected to the guy wires. The wave length
measured by the wave meter of the receiving
station was 525 meters in length.

Willard also had a small set installed, and
in one test he received successfully, while in
flight, instructions to turn and land.

WLAYCH,

TOLL

A-FWIRES TORE LEVERS

DOVELE BRIE WHICH CHUGH
THE POPES ON PAWIBKGS
B= THROTTLE

How Ely Was Stopped by the Sand Bags.

BOMB DROPPING TESTS.

The bomb dropping experiments were pro-
ductive of no really important information,
except to arouse the public to its possibilities,
tests being made at altitudes where ground
fire would annihilate the aviators.

Two classes of bombs were used (both the
invention of Lieut. M. S. Crissy), one a per-
cussion shell which explodes on contact with
the ground, and one which can be timed to ex-
plode at any height. The former consisted of
a pear shaped iron casting filled with a light
charge of«black powder and shrapnel bullets,
an ordinary .38 caliber. blank cartridge setting
off the charge. The latter shell had a com-
bination of time and percussion fuse, the con-
struction of which was not explained, his in-
bentlon being to offer it to the War Depart-
ment.

LARGE NUMBER OF NOVICES.

The large entry of novices was one of the
features of the meet. Twenty in all were en-
tered and nine of them flew, that is, across
“Calamity Gulch” at last. This ravine, a lit-
tle past the starting line, had sufficient slope

EU STN Seay

Landing on the Pennsylvania—Note the Sand Bags to Aid in Stopping Machine.

AERONAUTICS March, 1o1t

A Great Opportunity for Investors

The manufacture and exhibition of aeroplanes is now the most profitable of
industries. It has reached a considerable development in France, but is in its infancy
in this country. Those who are enterprising enough to

Get In On The Ground Floor ‘

will reap equally as profitable a reward as the pioneers of the automobile industry.

The United States Government has appropriated One Hundred and Twenty-
Five Thousand Dollars for Aeroplanes, and will advertise for bids for twelve
aeroplanes for the Signal Corps. .

$650,000 Has Been Offered in Prizes for

Flights, Contests, and Improvements

It is impossible to supply the demand at the present time for aeroplanes for public
exhibitions. Every day brings some new development and new records in aerial
navigation, insuring safety, speed, and rendering aeroplanes as much a commercial
product as the automobile, with the advantage that they can be manufactured more
cheaply.

The Rex Smith Aeroplane Company controls all the patents and the
rights to manufacture and exhibit the Rex Smith Aeroplane. This company has
purchased a tract of land at College Park, the home of the aeroplane, and has in course
of construction, a plant with every possible facility for the construction of aeroplanes.
The company proposes to sell a small amount of stock for a limited period, at one-half
par value, after which, no shares will be obtainable.

The Rex Smith Aeroplane has made more successful flights, without any
accidents whatever, and has shown more strength and inherent stability than any
machine heretofore produced.

This company owns valuable patents covering inherent stability, hydroplanes,
automatic equilibrium, and control.

Write To-Day For Particulars

FURTHER INFORMATION CAN BE OBTAINED BY ADDRESSING :

The Rex Smith Aeroplane Company

724-726 9th Street, N. W. Washington, D.C.

In answering advertisements please mention this magazine.

AERONAUTICS

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Scientific Awavieen Trophy Offered in 1907

The Scientific American Trophy

(WON THRICE AND FINALLY BY GLENN H. CURTISS)

WAS THE FIRST AVIATION TROPHY
offered in America. Likewise, the Scientific American
was the first weekly in the United States to treat
of Aeronautics. All important advances in this engros-
sing science have been chronicled in the pages of the
Scientific American during the past 66 years, and
the huge strides now being made so rapidly are
reported from week to week. Only by reading the

SCIENTIFIC AMERICAN

regularly can you keep up-to-date in Aeronautic matters.

wad baimecanll @ Send us $3.00 and we will place your name on our
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ram and the special Mid-month Farm Number, just out.

The Scientific American for 1911 has been enlarged and
improved. A big special number with colored cover is
issued every month. ‘Two of these will be devoted to
Aviation. Subscribe now and follow the progress in
Aeronautics, Mechanics, and Electricity week by week.

a4 | MUNNs & CO) Ince 2a

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In answering adi ‘ertisements please mention this magazine.

361 Broadway 3 3 New York

AERONAUTICS

to get most of the machines off the ground,
in the majority of cases to be completely
wrecked coming to earth on the opposite side.

The “novice” class comprised really truly
novices, near novices, and alleged professionals.
The latter were allowed to compete over the
protest of the Pacific Aero Club and genuine
novices, despite the fact, it is claimed, that
their professionalism is a matter of public
knowledge and record. It is rumored that the
high handed action of those in charge, as rep-
resentatives of the National Council, will have
its effect at the council’s next meeting. The
sanction for the meet was secured by the Pa-
cific Aero Club. The members, however, re-
ceived but scant consideration, being denied
any privileges.

¢

FLEWIOR. SITE
———__ CURT53

A FINED SURFACE
B= FLFR ELEVATOR

;

Fred Wiseman (Wiseman biplane with Hall-
Scott motor), and Ciarence Walker (Curtiss),
Were the novice stars. Wiseman made several
very good flights, his turns being taken with-

out trouble. Wiseman was the star of the
novice class, though Robinson stands first in
the list of prize winners. Robinson was
trained for professional work at the Curtiss

camp at San Diego before being entered in the
novice class at San Francisco. Wiseman built
his own machine last year and has had to dig
out all his information for himself. A com-
plete description of the Wiseman machine ap-
peared in the September, 1910. number. Walker
with a brand new machine was a clever begin-
ner and promises to be a brilliant flyer.

T. S. Kerns (Elbridge engine and Gibson pro-

peller) of Chico, Cal., in a Curtiss-type ma-
chine, of crude construction, flew across “Ca-
lamity Gulch” several times. the last time

wrecking the machine beyond repair.
Giselman, in a composite type machine, flew

across several times also, with the same re-
sult upon landing.

George H. Loose piloted the Farman type
machine of Sheaf & De Berrie within a few
feet of the half mile line,. when the crowd
upon the unpoliced course caused him _ to

Swerve and strike a bank, the result being as
usual. When the crowd had left a microscope
was needed to find what remained of the ma-
chine. Mr. Loose had a narrow escape, as
the heavy engine crashed down upon the seat
from which he had been thrown out.

Lincoln. Beachy (Curtiss), and Robinson
(Curtiss), with their experience naturally flew
very well.

Rex Young (Curtiss-type), in making his
initial attempt, lost his lateral equilibrium and
came down on one end with slight. damage.

97

March, 1ort

Louis Fortney, in a large Antoinette-type
machine, got over the first gulch twice.’ On
his second flight he crashed into the side fence

with results the same as that of the other
novices.
O. Meyerhoffer in his triplane got off the

ground for a short distance.

W. C. Wheeler (Bleriot-type), and the Brewer
Bros. (composite), were under-powered and un-
able to rise. With sufticient power both should
be successful.

C. EH. Lambruth, with a multiplane, popu-
larly Known as the “Cathedral,” ran about over
the ground.

EHLY LANDS ON WARSHIP.

On January 18 Ely, for the first time in the
history of aviation, landed his aeroplane on
the deck of a vessel. He left the field in his
news Curtiss SLi saw i045, taceam “andr ait iat etn

landed on an inclined platform erected on the
stern of a cruiser anchored in San Francisco
Bay. Sand bags were at either ends of a series
of ropes placed one after the other on the
platform. Two wooden rails extended longi-
tudinally, which raised the ropes several inches

above the boards. On each side of the plat-
form were tarpaulins, with sailors spread
about, to catch the aviator in case he fell or

missed the platform.

As the machine struck, the hooks usually em-
ployed for digging in the ground to stop the
aeroplane (when the elevator is pushed far for-
word, as shown in the photograph), caught up
these ropes and the weight of the sand bags
quickly retarded the speed cf the machine.
The illustration shows the machine at the mo-
ment of landing, before the hooks started their
work.

Three-quarters of an hour later, the machine
having been turned around, Ely left the war
vessel and returned to the field, where he was

given an ovation.
NEW ENDURANCE RECORD PRODUCED.
San Francisco’s aviation meet produced a

new American endurance record on January 22,
when Philip O. Parmalee, piloting a Wright
biplane, remained aloft for 3 hours, 39 minutes
and 491-5 seconds.

At Los Angeles Arch Hoxsey, who later was

killed, was credited with a record of 3 hours,
16 minutes, 50 seconds.
“T could have remained up longer,’ said

Parmalee, “but my seat grew so hard and my
hands and feet so numbed with the cold that I
decided to come down after clinching the Amer-
ican record.”

The long flight was uneventful.

AERO CALENDAR FOR THE U. S.

Feb. 11-13--Salt Lake City, Utah, Curtiss
aviators and novices.
——- —Baton Rouge, La.
Ieb. 9-13—E]1 Paso, Tex., International Avi-
ators.
Keb. 18-26—Tampa, Fla., Curtiss aviators

(Beachey and Ward).
Ireb. 20-25—Boston. Mass., 2d annual show.

Oct. 5—International Balloon Race. Place to

be named later.

March 6-11—Aeroplane flights looked for at
San Bernardino, Cal.

A St. Louis lawmaker has introduced a bill

in the State legislature prohibiting aeroplane
ascents to a height exceeding 1,000 feet, and
aviators are required to file a $10,000 bond
that they observe the law. Penalty is a 5-year
prison sentence and failing to file the bond the
crime is classed as attempted suicide.

This progressive solon must think that a fall
of 1,000 feet is not necessarily an inconven-
ience. It is hoped that this foolish bill will
meet its just reward.

The town of Modesto, Calif., has inserted a
elavse in its charter providing for erection and
maintenance of municipal aeroplane landings
when needed. .

AERONAUTICS

THE SAN DIEGO MEET.

SAN DIEGO, Cal., Jan. 27-28.—On the day
scheduled for the first meet to be held by the
Aero Club of San Diego, Jan. 27-28, 1911, the
weather was threatening. It rained all of Fri-
day night and continued to rain until about

1 o’clock Saturday. At this time the rain
ceased, although the sky remained cloudy.
Those conducting the meet decided to have
it rain or shine, and promptly at 2 o’clock
Curtiss Was seen approaching from North
island, at a height of about 200 feet. He
followed the beach line to the end of the

island, crossed the channel between that and
Coronado Island, and entered the field at its
southern end. After circling a few times, he
alighted gracefully on the sod in front of the
grand stand. He was rapidly followed by Ely
and Robinson, his two aviators.

On account of the unsettled weather the crowds
were small, but enthusiastic and appreciative.
The flight made by Curtiss and his aviators
developed features new to these machines in
Southern California. Curtiss had earned the
title of cautious because of his carefulness,
but at this meet he showed that the Curtiss
machine was certainly capable of all of the
air gymnastics that the Wright machines had
been executing.

Ikly especially developed a desire to out-do
Brookins or Hoxey in the ocean wave and the
spiral dip. The exhibitions given here were
certainly a credit to the Curtiss flyers. A race
was arranged between Robinson and Ely, which
aroused great enthusiasm amongst the specta-
tors. They left the grounds together and cir-
cled the course several times with Ely above
and Robinson below. At 4 o’clock the machines
left for North Island, and after another hour
the crowds dispersed.

Sunday, the second day of the meet, was
fine. Not a breath of air stirred the whole
day. A large crowd of people, numbering
probably ten thousand, gathered at the Coun-
try Club grounds to see the flying. The flights
of Saturday were repeated, and both Ely and
Curtiss did some skillful manoeuvring, show-
ing that the Curtiss machine could be han-
dled with certainty. The turns were made ab-
ruptly and at a steep angle, and on one occa-
sion Curtiss out-did Ely in the execution of
air stunts by chasing a toy balloon, turning
first one way and then another, then upward
and then downward, with ease and quickness
in order to catch the balloon.

An interesting feature of the meet in the af-
ternoon was an attempt to fly made by Lieut.
Ellyson of the United States Navy. He was
attending the meet at the instance of the goy-
ernment of the United States, Curtiss having
agreed to teach a naval officer and an army
officer to fly. Lieut. Ellyson drove the machine
straight down the field without leaving the
ground. He then turned the machine toward
the starting point and started back. About a
third of the distance from the start he left the
ground abruptly and rose to aheight of twenty-
five feet. His machine swayed from side to
side, and darted toward the ground, and as he
neared it one side tilted to a sharp angle and
struck on one corner, Smashing the ribs on
that end, but otherwise not damaging the ma-
chine. After that the machine ran forward
on its wheels and came to a stop without fur-
ther damage.

This was Ellyson’s first flight, and the young
lieutenant kept his head and controlled his
machine in such a way as to demonstrate the
fact that a little practice would make him a
skilled aviator.

This meet certainly showed that rain storms
are more favorable to flying than dry, hot
weather. The wind is even and more steady,
and flying less dangerous. The San Diego
meet Was a success, scientifically, financially
and practically, and demonstrated the suitabil-
ity of this locality for meets of this kind.

H. LA V. TWINING.

98

March, 1911

FORT WORTH FLIGHTS.

FORT WORTH, Tex., Jan. 12-13.—January
12, the opening day of the meet of the Interna-
tional Aviators, was characterized by a high
southerly wind, varying from twenty to thirty-
five miles per hour. At 1 p. m. Frisbie had
his man-lifting kites flying over the field, and
the aviators and one or two of the spectators
allowed themselves to be carried a hundred
or more feet off the ground. Fully seventeen
thousand people witnessed this exhibition, and
when later in the afternoon some signs of im-
patience were manifest, Roland Garros, de-
spite the remonstrances of Simon and Barrier,
climbed into his 50-H. P. Bleriot and was off.
When about two hundred feet in the air and
directly above the grand stand, a sudden puff
of wind caught his machine and a quaver of
the wings showed the danger of his position.
With the same ease and skill displayed in all
his work, however, he righted himself and
made a spectacular flight to the north, over
North Fort Worth, thence east and south in
return to the aviation field. Great fears for
his safety were entertained when he attempted
to land in the face of the wind, but again he
showed his superior mastery. This was the
only flight of the day, Audemars having given
up all attempts to fly the ‘‘Demoiselle.”

It was well after 5 o’clock of the second,
another windy day, when Rene Simon pointed
the nose of his machine toward the clouds
and followed very much the same course as
Garros on the preceding day. Audemars showed
great skill with his little ‘“‘Demoiselle,” al-
though the wind overturned the machine when
he made his last flight. The machine was
slightly damaged, but the aviator was unin-
jured.

It was to be regretted that the wind inter-
fered so seriously with the flights of the avi-
ators, but the general feeling was one of satis-
faction, and the men who are thus furthering
the science of aviation stand high in the es-
timation of the citizens of Fort Worth.

HOMER H. MARTIN.

HAVANA MEET.

Havana, Cuba, Jan. 29-Feb 5.—At the Havana
meet of the Curtiss aviators, McCurdy,
Beachey, Ward and Russell made a good ex-
hibition of flights, often in strong winds. On
the closing day, J. A. D. McCurdy flew from
Camp Columbia, over sea and land, to Morro
Castle and back, a distance of about 16 miles,
thereby winning the $3,000 prize. He circled
Morro Castle twice. In the evening the news-
papers entertained the aviators and pre-
sented each one with a cup. President Gomez
was at a luncheon given in honor of the avi-
ators, and $6,000 was subscribed for the en-
couragement of aviation in Cuba.

Beachey flew the Albany-New York machine,
and Ward flew his new 8-cylinder machine for
the first time.

FOUR TYPES OF CURTISS MACHINES.

There are now four types of Curtiss ma-
chines. One is known as the “‘Rheims racer”
type (I) and is sold with either four or eight-
cylinder engines. As will be remembered, this
is a duplicate of the first machine which was
purchased by the Aeronautical Society. The
second edition of the Curtiss type, known as
the “Belmont,” is the same as the previous one
in essential details. The planes are, however,
double covered, and there are minor changes
in the engine bed. The planes are in sections
and each section is interchangeable. This is
the Curtiss II. This is true also of all the
later types. The new Curtiss III. machine,
flown first at Los Angeles, was developed at
the San Diego winter experimental grounds.
A full description of this new type is given
elsewhere in this issue. The fourth model,
designed for passenger carrying and military
work, is about the size of the large Curtiss
machine built by Willard last summer, of
which full details and drawings were published
in the September number of AERONAUTICS,
with the exception that the alterations adopted
for the No. III. machine are also carried out
in the No. IV.

AERONAUTICS March, ror1

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March, 1911

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AERONAUTICS

San Antonio, Tex., Feb. 2-6.—Moisant Inter-
national Aviators. Hamilton flew in old-time

form. Owing to the nearness of Fort Sam
Houston, a military aspect was given the
show. The details of the experiments will be

found elsewhere in this issue.

TRINIDAD, Colo., Jan. 22-23.—The Mathew-
son machine (with Elbridge engine and Gibson

AEROPLANE

URING the meet of the Moisant Interna-
tional Aviators in San Antonio, Feb. 2-6,
Briga-
of Fort
Foulois

some experiments were made by

dier-General Hoyt, in command

Sam Houston, First Lieutenant B. D.
being directly in charge.

Three problems were arranged, as follows:

PROBLEM IT.

General Situation:

Hostile artillery is located on the high
ground in vicinity of the Insane Asylum, south
of Fair Grounds.

Required:

Exact location of guns.

Number of guns.

Supporting troops, if any.

Location of supporting troops.
* * *

He CD bo RS

This problem will be divided into two phases:
(1) The artillery will take up a position, as-
similating service conditions, and will endeavor
to conceal its position from aerial reconnais-
sance. The aeroplane will be sent out to Jocate
and report upon the location, number and dis-
position of guns and troops. In this phase of
the problem there will be no firing, as it is
simply desired to test the visual qualities of
the pilots or observers. (2) Upon the return
of the aeroplanes, the pilots or observers will
render their reports. They will then be re-
quired to make a second reconnaissance to
verify their reports.

Upon the second appearance of the aero-
planes the artillery will open fire with blank
ammunition. There was an umpire for ar-
tillery, to report upon position of guns, use of
artificial cover, methods of securing ranges,
kind of fire employed, disposition of caissons.

A second umpire was appointed for aero-
planes, to note altitude of machines while mak-
ing reconnaissance, methods of approaching
enemy’s position, qualifications of non-military
observers for military scouting.

PROBLEM I1I.—ARTILLERY

General Situation:

Aeroplanes will be sent out from Fair
Grounds until they have gained a_ sufficient
distance (approximately 2 miles) and altitude
(1.000 ft. or higher) to give the service field
guns an opportunity to fire upin the machines.

The artillery will then enter the Fair
Grounds enclosure at a gallop and go into
action in front of the grand stand.

Umpire for Artillery:

To report upon methods of securing ranges;
artificial means used to aid firing; kinds of
fire employed.

Umpire for Aeroplanes:

To report upon altitudes of machines, with
reference to safety; movements of machines
after firing commences.

PROBLEM III.—AEFROPLANE ATTACK.

General Situation:

The field pieces used in Problem No. 2 will
be left in position and a normal danger zone
will be drawn around them. Men and horses
to be removed a safe distance. The aeroplanes
will then be sent up, pilots or observers being
armed with dummy bombs.

All aeroplanes must operate at an
of 1,000 ft. or more.

Umpires to report upon altitude, hits, ete.

Material to be furnished and work to be done
by Aviation Committee.

50 bombs, plaster Paris,

) canvas bags,

ATTACK.

altitude

March, 1ort

propeller) succeeded in flying short distances
after a half day was lost in preparation. The
high altitude of Trinidad (6,000 feet), made
flying difficult.

KEY WEST, Fla., Jan. 28-30.—McCurdy flew
gratuitously before trying the Havana flight.

SEATTLE, Wash., Feb. 4.—Willard and Ely
made exhibition flights.

RECON NALS sc: AN CE

Bombs to be at least 3 in. in diameter and
have a weight of 1 Ib.

Each bag to be made of canvas, or other
strong material, and large enough to carry 10
bombs.

In addition to the above material, it will be
necessary to have several semi-circular mounds
thrown up in the Fair Grounds enclosure for
the use of the artillery in Problem No. 2.

Detailed information as to dimensions of
mounds will be furnished later.

REMARKS.

In Problem No. 1, Simon and Garros, in
Bleriot monoplanes, were sent out to solve the
first phase of this problem. Simon maintained
an altitude of approximately 500 ft. during the
entire reconnaissance. His information was
very accurate, but under active service condi-
tions he would have been shot to pieces flying
directly toward the field guns at such a low
altitude.

Garros conducted his reconnaissance at an
altitude of approximately 2,000 ft.. and ap-
proached the enemy’s position by the flank,
which required very rapid changes in the posi-
tion of the guns, and consequently gave the
enemy very little opportunity for firing upon
him. His information, however, was very in-
accurate. He reported a small body of cav-
alry, and no guns.

The only troops taking part in the problem
were three gun sections of field artillery. In
the second phase of the problem Barrier was
sent out to verify the reports of Simon and
Garros. He conducted his reconnaissance at
an altitude of approximately 600 ft.. and ap-
proached the enemy’s position by the left flank.

In less than one minute after he arose in the
air the enemy’s artillery opened fire, and con-
tinued to fire upon him during his entire
reconnaissance. He passed so close to the
guns that the concussion, during the firing,
disturbed the equilibrium of his machine. He
secured accurate data of the enemy’s strength
and dispositions, but he probably would have
been put out of action, due to venturing so
close to the enemy’s guns.

PROBLEM NO. 2.

Simon and Garros were again employed in
this problem. They were sent into the air,
and as soon as they were clear of the aviation
field a battery of artillery entered the field
and opened fire on them.

Simon circled around the field at an altitude
of approximately 500 ft., whereas Garros
speedily climbed to an altitude of approxi-
mately 3,000 ft. Simon was ruled out of ac-
tion, but Garros was considered to have gotten
away safely.

PROBLEM No. 3.

Barrier was sent up to try his skill in this
problem. <A_ stiff breeze was blowing, which
made it extremely difficult to control the mon-
oplane and drop bombs at the same time. He
only tried one shot at the target, at an alti-
tude of approximately 300 ft., and missed the
right end of the target by 75 ft.

These problems were worked out February
4 AO lte hiieut Ee St, J. Greble, Jr 03d mield
Artillery, commanded thé artillery. Lieut. W.
I. Holliday, 3d Field Artillery, was the umpire
for artillery. Lieut. B. D. Foulois, Signal
Corps, and Lieut. J. R. Lynch, 3d Field Artil-
lery, were umpires for aeroplanes,

AERONAUTICS March, 1911

WILLINGNESS

The respect and good-will of our patrons is our most valued ass:

We try to deserve this regard by telling the truth in selling «
product and in giving every possible assistance after we have mad
sale.

Four members of the Elbridge Engine Company reported |

week from four widely separated parts of the country. One |
visited patrons West of Denver; another, the vicinity of St. Louis
third returned from Boston and New York; a fourth from Florida.

q Each man brought back the story of confidence in the comp:
supported by ‘“‘repeat’’ orders from previous purchasers. W
was most appreciated was the company’s willingness to more tl
‘“‘make good. ”’

J. N. Sparling, in ordering his third Elbridge Engine sa

**Besides your engine I have purchased three other makes. 1
Elbridge was the only real flier, and yours the only company fr
which I received fair and courteous treatment after I had bought fr
them. ”’

EK. L. Mathewson, purchasing his second Elbridge Engine, wir
‘Congratulations on the superb new engine. ’”’

T. W. Benoist, with a new order for the Aeronautical Sup
Company of St. Louis, remarked:

q ‘I’m afraid the time may soon be here when we shall be able
sell nothing but Elbridge Engines. Afraid, for fear when y
get so busy you will not take such good care of your customers. *”

|
ELBRIDGE ENGINE COMPAN

In answering advertisements please mention this magazine,

AERONAUTICS March, ror1

ICE

ABILITY

During the past two years we have corresponded with nearly
- fifteen thousand men interested in aviation in all parts of the
ld. We have had men on every flying field in the country. We
iw first-hand much of what has been tried, what has failed, what has
veeded.

What Elbridge Engines accomplished in aviation during 1910
i. is a matter of record. When we say that our 1911 Elbridge
ro Special” is the finest aviation engine on the market the state-
ait is based on experience and investigation. If we knew anything
ser we should build it, because we have every facility for doing so.

| We have in stock at this writing engines and parts valued at up-
'~ wards of Fifty Thousand Dollars. We can duplicate your engine
any part of it on short notice. Between two and three hundred
ridge ‘‘Featherweights’’ were sold last year, but no one ever paid

penny for the replacement of a broken part.

Our prices are the same to you as to your neighbor. Try to buy
~a second-hand Elbridge Engine and you will find the price asked
ist about what we ask for a new one. We give our agents a small
imission, not so they will sell more engines, but because we want a
‘resentative to help you after you buy. Our line for 1911 includes:

ylinder ‘‘Featherweight,’’ 30 h. p., % 750.00

‘linder ‘‘Featherweight,”’’ 40 h. p., $1050.00

‘linder ‘‘Featherweight,”’’ 60 h. p., $1850.00

‘linder ‘‘Aero Special.’’ 40-60 h.p., $1350.00, complete fittings.
linder ‘‘Aero Special,’’ 60-90 h.p., $2150.00, e “

CULVER ROAD, ROCHESTER, N. Y.

In answering advertisements please mention this magazine,

AERONAUTICS

March, tort

HOW TO BUILD A CURTISS-TYPE BIPLANE®

By G. H. Godley

The main beams offer no espe cla difficul-
ties. They are ovals, 1144 by 1% inches, all
6 feet long except the eight end ones, which
are 6 feet 2 inches. The beams of the central
section should be of ash, or else should be
thicker than the others. In the latter case they
must be tapered at the ends so that the
clamping sleeves will fit, and the additional
wood must all be on the lower side so that
the ribs will not be thrown out of alignment.
The spruce used for the other beams should
be reasonably clear and straight-grained, but
a small knot or two does not matter provided
it comes near the end of the beam. The
beams may be cut to the oval shape by the
saw-mill or planed down by hand.

“Fish-shaped”’ or ‘‘stream-line’’ section, as
it is variously known, is used for the struts.
It is questionable whether this makes any great
difference in the wind resistance, but it seems
to be the fashion. It is more important that
the struts be larger in the middle than at
the ends, as this strengthens them considera-
bly. At their ends the struts have ferrules of
thin 1-inch brass or steel tubing, and fit into
the sockets which clamp the ribs and beams
together. The material is spruce, but the four
central struts which carry the engine bed
should either be ash or else of larger size, say
11%, by 3 inches.

CARE NECESSARY TO GET PLANES
PARALLEL.

The front struts must be longer than the
rear ones by the thickness of a main rib at
the point where the rear strut bolt passes
through it, less the thickness of the rib fer-
rule through which the bolt of the front strut
must pass. However, the first distance is not
really the actual thickness of the rib, but
the distance between the top of the rear beam
and the bottom of the strut socket. In the
drawings the difference in length between the
front and rear struts is given as 2 inches,
but it would be better for the builder to leave
the rear struts rather long and then measure
the actual distance when assembling, making
the struts to fit. The ends of the struts should
also be countersunk enough to clear the head
of the socket bolt.

One of the things which the builder cannot
well escape buying outright are the strut
sockets. These are cup-shaped affairs of
pressed steel, which sell at 20 cents each.
Thirty-two of them will be required for the
main frame, and a dozen more can advanta-
geously be used in the front and rear con-
trols, although for this purpose they are not
absolutely necessary. These can be had in a
larger oval size suitable for the four central
struts that carry the engine bed, as well
as in the standard 1-inch size. The bolts
which project through the bottoms of the
sockets are ordinary 44-inch stove bolts, with
their heads brazed to the sockets.

For the rear struts, where the bolt must
pass through the slanting main rib, it is
advisable to make angle washers to put under
the socket and also between the beam and the
rib. These washers are made by sawing up a

piece of heavy brass tubing, or a bar with a
Y%-inch hole drilled into its center, the saw
cuts being taken alternately at right angles

and at 60 degrees to the axis of the tube.
The sleeves which clamp together the ends
of the beams are made of sheet steel about
20 gauge. The steel is cut out on the pattern
given in the drawing, and the 3/16-inch bolt
holes drilled in the flanges. The flanges are
bent over by clamping the sheet in a vise
along the bending line, and then beating it

down with a hammer. Then the sleeves can
be bent into shape around a stray end of
beam wood. The holes for the strut socket
bolts should not be drilled until ready to

assemble. Ordinarily 3/16-inch stove bolts
will do to clamp the flanges together.

Having reached this stage, the builder must
now supply himself with turnbuckles. AS
stated above, these may either be purchased or
made by hand. It is possible to use either one
or two turnbuckles on each wire. One is
really sufficient, but two, one at each end,
add but little weight and give greater leeway
in making adjustments. As there are about

TOME. BUT

METAL SLEEVE

» WASMER

He. Coom STAVT focra sy
Ms

Strut Socket Attached to Lower Rear Beam.
This System Is Employed by H. C. Cook, of
New York, in His Curtiss-Type Biplane.

115 wires in the machine which need turn-
buckles, the number required will be either
115 or 230, depending on which of these plans
is followed. Those of the turnbuckles to be
used on the front and rear controls and the
ailerons, about one-fifth of the total number,
may be of lighter stock than those used on
wires which carry part of the weight of mee
machine.

.NBUCKLES FOR THE TRUSS
WIRES.

On the supposition that the builder will
make his own turnbuckles this process will
now be described. As will be seen from the
illustrations, the turnbuckles are simply _ bi-
cycle spokes, with the nipple caught in a
loop of sheet steel, and the end of the spoke
itself twisted into an eye to which the truss-
wire can be fastened. The sheet steel used
should be 16 or 18 gauge, and may be cut
with a heavy pair of tinsnips to the pattern.
The spokes should be 3/32-inch diameter over
the threaded part. The eye should be twisted
up tight and brazed so that it cannot come
apart. The hole in the middle of each strip
is of course drilled the same size as the spoke
nipple; the holes in the ends are 8/16-inch.

In the original Curtiss machines the turn-
buckles were strung on the socket bolts one
after another, sometimes making a pack of
them half an inch thick. A much neater con-
struction is the one shown in the drawings,
in which the bolt pierces a single plate with
lugs to which the turnbuckles are riveted.
These plates are of different shapes, with two,
three or four lugs, according to the places
where they are to be used. They are cut from
steel stock 8/32-inch thick, with %-ineh holes
for the socket bolts and 3/16-inch, or other
convenient size, for the rivets that fasten on
the turnbuckles.

MAKING TU

*Begun in the February mumber.

100

AERONAUTICS

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RIBS ATTACH

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hinged hack to seat, fired loft or
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Some More Details Useful in Building the Curtiss-Type Biplane

AERONAUTICS 7 March, rorr

The AEROMOTOR

4 and 6 cylinders———4 cycle———3 to 75 H. P.

The most compact aero engine built—Special

construction throughout—One piece alumi-

num crank case—Cylinders cast en block
integral with intake manifold—Extra large valves
—Hollow bored crank shaft, cut out of solid bar
—Extra laree BALL BEARINGS—Dual lubrica-
, cation system—Rotary oil and water pumps
Auxiliary exhaust—No vibration—Perfectly bal-
anced—Mea_ (easy start) magneto — Schebler
carburetor— Detroit radiator—Differential pitch
propeller—1000 to 1500 r. p. m.—800 to 500
Ibs. thrust.

READY TO RUN——NO EXTRAS-—-GUARANTEED DELIVERIES
MADE IN DETROIT

For printed matter and other particulars, address

DETROIT AERONAUTIC CONSTRUCTION CO.
Detroit, Michigan, U. S. A.

70 Crane Avenue

$OOOOOOOOOOOOOOOOOOOOOOOHOOOOOO OOOO OOOO OOO OOOO OOOO OO OOD OQODOO® C
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Re ee te,

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“THE PROOF OF THE PUDDING”

20-24 Agnes Ave., Kansas City, Mo. { 4044 West Belle Place, St. Louis, Mo.
January 25th, 1911 Mr. E. W. Bonson,
Mr. E. W. Bonson, 806 11th Ave., New York City.
806 11th Ave., New York City. Dear Sir:-
Dear Sir:- I want to thank you for the fair treatment you gave
I feel that | would like to let you know that since I me in my propeller misfortunes, and to say a good word for
received your 7ft. diameter by 4ft. pitch propeller for my the ‘“* Requa-Gibson Propeller." € The first propeller you
biplane, which was built by Dr. W. Green, equipped with shipped me got broken before I tried it, so | do not know
Elbridge 4-cylinder engine, | have done some highly satis- the exact amount of thrust it delivered; but after | glued it
factory work, including 844 miles cross country, and over a together found it gave me from 365 Ibs. thrust to 385 lbs.
city, 1,000 ft. altitude, and exceptionally short turns. You thrust at 1,000 R. P.M. more than | needed. 4 The one
will appreciate from this, that every component of my you shipped me a few days ago | tried out to-day and found
machine is well proportioned, and suited to its work. that it gave me from 385 lbs, to 400 lbs. thrust. 1 made two
I feel perfectly satisfied with the propeller, which is successful flights with it, and hope to make some more in the
of characteristic Gibson quality, and | shall certainly send near future, if not, it will not be the propeller’s fault.
further orders, when | require more. Thanking you again, | am,
Y ours very truly, Yours very truly,

(Signed) WILLIAM EVANS (Signed) JOHN. J. dePRASLIN

PLENTY MORE IF UNCONVINCED
Quality? Yes. :: Price? Commensurate with good work. :: Helpful Treatment? Ask any user.
THE RESULT IS that about 90% of American Flyers are using these propellers. @ When | state
that prominent aviators have bought, paid for, and are satisfied with my propellers, | can prove it.
Built to the design and under the personal supervision of

HUGO C. GIBSON By E. W. BONSON
Consulting Engineer Phone 8672 Columbus 806 11th Ave., N. Y. City
See exhibit at “Aeronautics”

é OOOOOOGOOOOOOOOGOOOOOOOGOOOOOGOOOOOOOGOOOGOOOOOOOGOOOGSOOOOOOOOOG OOS S

In answering advertisements please menticn this magazine,

AERONAUTICS March, torr

and pattern

SOCKET

MAIN RIB (finished)
f

SMALL RIB (finished)
FRONT STRUT
44"

4' 2"

REAR STRUT

Section of Section of
STRUT BEAM

The Wooden Parts Necessary in Building up the Main Planes of the Biplane.

AFRONAUHICS

The relative merits of cable and piano wire
for trussing have not yet been thoroughly
thrashed out. Each has its advantages and
disadvantages. Most of the well-known build-
ers use cable; yet if the difference between
1,000 feet of cable at 2% cents a foot (the
price for 500-foot spools) and 8 pounds of
piano wire at 70 cents a pound looks consid-
erable to the amateur builder, let him by all
means use the wire. The cable, if used, should
be the 3/32-inch size, which will stand a load
of 800 pounds; piano wire should be 24 gauge,
tested to 745 pounds. It should be noted that
there is a special series of gauges for piano
wire—‘‘music-wire gauge,’ it is called—in
Which the wire gets larger with the larger
gauge numbers.

One by no means unimportant advantage
of the piano wire is that it is easier to
fasten into the turnbuckles. A small sleeve
or ferrule, a %4-inch length of %-inch tubing,
is first strung on the wire. The end of the
wire is then passed through the turnbuckle
eye, bent up, thrust through the sleeve, and
again bent down. When the machine is taken
apart, the wire is not disconnected from the
eye, but instead the turnbuckle spoke is un-
screwed from the nipple. The shape of the
sheet-steel loop should be such as to hold the
latter in place. Cable, on the other hand,
must be cut with about 2 inches to spare.
After being threaded through the turnbuckle
eye, the end is wound back tightly on itself
and then soldered, to make certain that it
cannot come undone.

Assembling the machine completely requires
more space than is available in the average
workshop. However, it is possible to assemble
the sections of the planes in a comparatively
small room, carrying the work far enough to
make sure that everything will go together
properly when the time comes for complete
assembly at the testing ground. In this case,
it is preferable to assemble the end sections
first, stowing them away when complete to
make room for the central section, on which
the running gear and outriggers are to be
built up.

TWO SECTIONS TO BE ASSEMBLED AT

ONCE.

Hither way, it is desirable to be able to
assemble two sections at once, and this should
be possible anywhere, as it only requires a
space of about 6 by 13 feet. Two wood 2 by
4’s about 12 feet long shouid be nailed down
on blocks on the floor to make beds level,
parallel to each other at a distance of 3 feet
6 inches on centers, and one 3 inches higher
than the other. Strips of wood should be
nailed on them so as to hold the main beams
of the frame in place while assembling.

The two front and two rear beam sections
are laid in place and joined with the sheet-
steel sleeves; the flanges of the sleeves go on
the inner sides of the beams. Then through
the sleeves in the front beams, which are,
of course, those on the higher bed, drill the
holes for the strut socket bolts (%4 inch).
The holes for the outer ones go through the
projecting ends of the beams; those for the
inner ones are half in each of the abutting
beams. At the end where the central sec-
tion joins on, a short length of wood of the
same shape as the beams may be inserted in
the sleeve while drilling the hole. An assist-
_ ant should hold the beams firmly together while
the holes are being drilled.

Now lay in place the three main ribs be-
longing to the two sections under construction,
and fasten them at the front ends by putting
in place the strut socket. (See drawing.) The
bed on which the assembling is being done
should be cut away sufficiently under the

joints to leave room for the projecting bolt
ends. Set the ribs square with the front
beams, and then arrange the rear beams so

that their joints come exactly under the ribs;
clamp the ribs down and drill a true vertical

March, torr

hole through rib and beam, holding the two
sections of the beam together as before. Then
put the rear strut sockets in place, using
angle washers (described previously) above
and below the rib.

When the quick-detachable plan is used, the
ribs at the inner ends of the double sec-
tions, Where they join the central section,
should be bolted on one inch from the ends
of the beam, using 4-inch stove bolts instead
of socket bolts. The sleeves should be slotted
so that they can slide off without removing
these bolts, as the sleeves and the ribs which
occupy the regular position over the joints of
the beams belong to the central section.

The sections should now be strung up with
the diagonal truss-wires, which will make
them rigid enough to stand handling. The
wires are attached at each end to the flange-
bolts of the sleeves. Either one or two turn-
buckles may be used on each wire, as ex-
plained before; if but one turnbuckle is used,
the other end of the wire may conveniently be
attached to a slip of sheet steel bent double
and drilled for the bolt, like the sheet-steel
loop of a turnbuckle.

The attachment, of whatever nature, should
be put between the nut and the flange of the
sleeve, not between the two flanges. Three or
four small ribs go on each section; four are
preferable on sections of full 6-foot length.
They are, of course, evenly spaced on centers.
At the front ends they are attached to the
beam by wood screws through their flattened

ferrules. The attachment to the rear beam
is made with a slip of sheet steel % by 3
inches, bent over the rib and fastened to

the beam at each side with a wood screw. A
long wire nail is driven through the rib itself
into the beam.

FIRST HAVE THE TWO WINGS COM-
PLETED.

Four double sections should be built up in
this manner; the right and left upper and
the right and left lower sections. Uppers and
lowers are alike except for the inversion of
the sockets in the upper sections. Rights and
lefts differ in that the outer beams are long
enough to fill up the sleeves, not leaving room
for another beam to join on.

Inserting the struts in their sockets be-
tween upper and lower sections of the same
side will now form either of the two sides of
the machine complete. Care should be taken
to get the rear struts the proper length with
respect to the front ones to bring the upper
and lower planes parallel. The distance from
the top of the lower front beam to the top
of the upper front beam should be the same
as the distance between the rows of lacing
holes in the upper and lower main ribs just
above and below the rear struts—about 4
feet 6 inches. It should not be necessary to
mention that the thick edges of the struts
go to the front—they are ‘“‘fish-shaped,” and a
fish is thicker at the head than at the tail.

The truss-wires may now be strung on in
each square formed by struts, beams and
main ribs, using turnbuckles as previously de-
scribed. The wires should be taut enough to
sing a low note when plucked between the
thumb and finger; if the construction is accur-
ate the frame-work will stand square and
true with an even tension on all wires. It is
permissible for the struts to slant backward
a little, as seen from the side, but all should
be perfectly in line.

For adjusting the turnbuckles the builder
should make himself a handy little tool usually
called a nipple wrench. It is simply a strip
of steel about 1% by % by 3/32 inches, with
a notch cut in the middle of one of the long
sides to fit the flattened ends of the turn-
buckle nipples. This is much handier than
the pliers, and does not burr up the nipples.

102

PERN ION, ZAC LLNS IWLGTCM, LYit

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AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE

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AEROPLANE MODELS

Bleriot $ Curtiss $e
Mateninictte je THAT WILL FLY Wright °2) fet
D i pai St pai
emoiselle Knocked Down Two-Foot Models—Not An Every Day Toy oan

But are reproductions of the larger machines, endorsed by the Leading Aviators
Complete instructions sent with each machine for assembling. Send to-day, money refunded if not satisfactory.

Assembled Models— Bleriot, Antoinette and Demoiselle, $5. Curtiss, Farman and Wright, $8.

Express Paid to any part of the United States. All Assembled Models are securely boxed.

REID-WHITE Aeroplane Manufacturers 1966 BROADWAY, NEW YORK,N.Y.

NOTE—NO CONNECTION WITH ANY OTHER AEROPLANE MODEL MANUFACTURERS

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$600,000 OFFERED

patents in Airships, 10 cents each.

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AEPINGINAGLLIUS

MIDDLE SECTION TAKEN UP

WINGS.

It has been assumed in this description that
the builder is working in a limited space; if, on
the contrary, he has room enough to set up
the whole frame at once, the work will be
much simpler. The construction bed should in
this case be the full 30 feet in length. First
build up the upper plane complete, standing
it against the wall when finished; then build
up the lower plane, put the struts in their
sockets, and lay on the upper plane complete.

Returning to the plan of assembly by sec-
tions; after the side sections or wings of the
machine have been completed, the struts may

AFTER

be taken out and the sections laid aside. The
middle section, to which the running gear
and outriggers will be attached, is now to

be built up in the same way. If the builder
is using the plan in which there is one main
rib between each section, it will be necessary
to take off the four inner main ribs from the
sections already completed, to be used at the
ends of the central sections.

The plan drawing of the complete machine
shows that the ribs of the central section
are cut off just back of the rear beam to
make room for the propeller. This is nec-
essary in order to set the motor far enough
forward to balance the machine properly. The
small ribs in this section have the same curve,
but are cut off 10 inches shorter at their rear
ends, and the stumps are smoothed down for
ferrules like those of the other small ribs.
In the plan which has one main rib between
each section, the main rib on each side of the
central section must be left full length; in the
quick-detachable plan, with two main ribs on
each side of the central section, the inner ones,
which really belong to this section, are cut off
short like the small ribs.

In one large drawing the distance between
the struts which carry the engine bed was
shown as 2 feet. This was only approxi-
mate; the distance may be varied to suit the
engine to be used. The builder should by
this time have decided what engine he wants
(or can get), and should drill the holes for
the sockets of these struts with due respect to
the width of the engine’s supporting feet or
lugs, remembering that the engine bed beams
go on the inner sides of the struts. In the

drawing of the running gear the distance be-
tween the engine-bed struts
nated A;
of course %

has been desig-
the distances BB on each side are
(6 feet—A), whatever A may be.

WMAFCH, LOTT

RUNNING GEAR.

The running gear of the
of seamless steel tubing.

machine is built
Those parts which

carry directly the weight of the machine
are *%-inch outside diameter and 16 gauge;

others are % O. D. by 18 or 20 gauge. About
25 feet of the heavy and 45 feet of the light
tubing will be required, in lengths as follows:

heavy, four 3-foot, three 4-foot; light, one 6-
foot, two 4-foot 6 inches, seven 4-foot. te-
ferring to the drawing, the two diagonal

braces from the rear beam to the engine bed,
the V-shaped piece under the front engine-bed
struts, and all of the rear frame except the
horizontal piece from wheel to wheel, are of
heavy tubing. The horizontal in the rear
frame, the diagonals from the rear wheels and
the rear end of the skid to the front beam,
the two horizontals between the front and rear
beam, and the forward “‘V”’ are of light tubing.

Three ash beams are used in the running
gear. Two of these run diagonally from the
rear end of the engine bed to the front wheel;
these are about 10 feet long and 1 by 1%
inches in section. The third, which on rough
ground acts as a skid, is 844 feet long and
about 2 inches square. Between the points
where tubing frames are attached to it, the
upper corners may be beveled off with a spoke-
shave an inch or more down each side. The
beams are attached to the front wheel with
strips of steel stock 1% inches wide and \%
inch thick. The engine-bed beams are also
ash about 1 by 1% inches. Their rear ends
are bolted to the middle of the rear engine-
bed struts, and the front ends may be half
an inch higher.

Wheels are usually 20 by 2 inches, of the
bicycle type but heavier and wider in the
hub; the tires are single-tube. These wheels
with tires complete cost about $10 each. This
is the size used on standard Curtiss machines,
but novice operators, whose landings are not
quite as gentle as they might be, find them
quite easily broken. Therefore, it may in the
end be more economical to pay a little more
and get larger tires, at least to start with.

(To be continued)

Perspective Drawing Showing the Running Gear Complete, and Rear Frame In Detatl.

103

ABKONAULICS

Marcn, 1ort

Ns, Genel

CURTISS PLANT SOLD.

On February 10 the Herring-Curtiss motor-
cycle engine and aeroplane plant at Hammonds-
port, N. Y., was sold by the Receiver back to
Glenn H. Curtiss, the original owner (before
the incorporation of the defunct Herring-Cur-

tiss Company), who bid it in for $18,418.75.
Mr. Curtiss has been using the plant under
lease from the Receiver for some time. The

idea of locating permanently in California will
now be abandoned.

ARMY APPROPRIATION PASSES.

The Senate has passed the bill containing an
appropriation of $125,000 for army aeronautics,
previously passed by the House, on Feb. 7, and
made $25,000 immediately available.

The navy, which is interesting itself prac-
tically, will not receive any of this, but has
asked for $25,000 for itself and intends to keep
well to the front in aeroplane matters.

ANOTHER STABILITY DEVICE.
A Portland (Ore.) man, Henry B. Blomgren,

of 850 East Ash Street, believes he has in-
vented a device which will act as a counter-
balance to an aeroplane when it is making

quick turns in the air. The invention is what
has been called an ‘‘automatic stabilizer,” and
it is intended to act automatically to preserve
the balance of an aeroplane. According to the
inventor, the device prevents any aeroplane
from turning turtle. It consists of a counter-
weight attached to the aeroplane in such a way
that it traverses an aluminum track at the
wings of the aeroplane dip to either side. When
the list is to the left, the counterbalance runs
up the track to the right, serving as a balancer.
The greater the list, the greater the weight
of the counterbalance on the upper side.
Within a few weeks it is intended to make
a practical demonstration of the stabilizer, and
as soon as this takes place the inventor ex-
pects to take the device East and try to have

some prominent manufacturer give it a trial.
The stabilizer is now on exhibition at a local
store.

be ae ad

Toliver Airship

ao Ren : = .
Shed—Bow of Airship in Backgroun
104

AERO SCHOOL IN KANSAS CITY.

Rahe & Bennett, of 1108 Locust Street, Kan-
sas City, Mo., are establishing an aeronautic
school under the name “Aviation Training
School of Kansas City,’ with offices at the
above address. Sheds are now being built at
Overland Park, in the State of Kansas, where
the flying will be done, and at the city office
two machines are now under way which the
promoters think ‘‘will revolutionize the flying
game.”

Each student will have four weeks on motors
before taking up flying. The school states that
it will not cater to students who want to do
exhibition work.

BIG AIRSHIP IN CALIFORNIA.

When completed, the largest airship in Amer-
ica will be that of the Toliver Aerial Naviga-
tion Company, temporarily located at San
Diego, Calif. The ship is to be “launched”
within the next two or three months.

This rigid airship differs from all others, as
it has no pendent baskets or rudders. Passen-
gers and crew are to be comfortably housed
in conveniently and ingeniously arranged cab-
ins and conning towers, all of Which are con-
tained within the main circle of the _ ship,
which is of cigar shape. At least, that’s what
the builders promise. The ship will be steered
and its elevation controlled entirely by pro-
pellers, of which there are six, two at either
side and one at each end, mounted on flexible
shafts, working through ball and socket joints
so as to be turned to push or pull in any de-
sired direction in rapid succession.

The length is 250 ft. and 40 ft. diameter,
and is said to be capable of carrying forty
passengers of average weight.

Aero School in New York.

An indoor aeronautic school has been estab-
lished more than a month now at 312 West 52d
street, New York, under the title Aeronautie
School of Engineers. H. J. Winter is general
manager, and W. G. Scott, chief engineer. <A
flight course is scheduled to start on the
Hempstead Plains, near Mineola, April 15.

Ca
ST
TS

= a r , ao

d.

ABFKRONAULICS Marcn, I9LL

Successful Flight

At first attempt has been
Invariably Achieved
by all users of

ce
R | N K THE Witcox Ware Guost ONE
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ENGINES

usinG RINEH ENG/NES

It’s the THRUST per H. P. that COUNTS!

THRUST stands for a definite factor, in other words it’s the actual force which
drives your plane in the air. When you buy H. P. you are investing in an
unknown quantity,— it has yet to be applied - -utilized. When you buy
THRUST you are getting a definite amount of PROPULSIVE FORCE.

RINEK engines produce a greater actual THRUST per H.P. than any

other engines, Foreign or American, on the market to-day, and are
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Catalogue and prices on application

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WITTEMANN |
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Aeronautical Engineers

Designers, Constructors, Developers of Aeroplanes, Gliding
Machines, Models, Separate Parts

PROPELLERS
Qs: Illustrated Catalogue of all materials for the construction of any

type of aeroplane free. Write for it. Estimates promptly given on

any type of machine or parts thereof.

Our works are devoted exclusively to the building of Aeroplanes. Thus
we can devote our entire productive capacity toward building and constantly
improving this one line. We are not mixed up in the manufacture of other é
work which might tend to divert our efforts and attention. We can deliver

machines on two weeks’ notice.

GLIDERS IN STOCK

Works: OCEAN TERRACE and LITTLE CLOVE RD., Staten Island, N. Y. City
Telephone: 112 W. West Brighton, Post Office, Stapleton
See our Exhibit at ‘‘AERONAUTICS’”’
SEPP EEL EEE ELLE EEE EEE EEE EEE TELE EEE EEE EEE EE EEE EE EE EEE EE FEE ET ETS

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JIL INUINZIULLUO 4MaFCH, LOLL

° poke os ofe of of ef of che ona uf af of els of of of off of of of of of ofc of of ofe ofe obs of offs =.
a BALDWIN’S

AIRSHIPS, BALLOONS, AEROPLANES

VULCANIZED PROOF MATERIAL
Aeroplane Fabric a Specialty

All Curtiss, Mars, Willard, Hamilton, Shriver, Russell, Seymour, Burgess
Co. & Curtis, Frisbie, and all the best fliers have their Aeroplanes Covered
with Vulcanized Proof Material. :: Use Vulcanized Proof Material and Win

Lahm Balloon Cup—697 Miles. Forbes and Fleischman, Balloon ‘New York”

Best Duration Indianapolis Balloon Race—35 Hrs., 12 Mins. Forbes and Harmon, Balloon
“New York”

U. S. Balloon Duration Record—48 Hrs, 26 Mins. Harmon and Post, Balloon “New York,”

St. Louis Centennial

U. S. Balloon Altitude Record—24,200 Ft. Harmon and Post, Balloon “New York,” St. Louis

Centennial
Gordon Bennett Aviation Prize
30-Kilom. Aeroplane Speed Prize
Grand Prize of Brescia for Aeroplanes
Quick Starting Event at Brescia
2nd, 10-Kilom. Aeroplane Speed Prize
2nd, Brescia Height Prize—Glenn H. Curtiss

New York World Prize, $10,000—Albany to New York. Glenn H. Curtiss
New York Times Prize, $10,000—New York to Philadelphia and return. Charles K. Hamilton

BALDWIN’S VULCANIZED PROOF MATERIAL

USED IN THE U. S. GOVERNMENT DIRIGIBLE AND SPHERICAL BALLOONS

ILL last from five to six times as long as a varnished balloon. The weight is always

W the same, as it does not require further treatment. Heat and cold have no effect
on it, and ascensions can be made as well at zero weather as in the summer time.

The chemical action of oxygen has not the same detrimental effect on it as it has on a
varnished material. Silk double-walled VULCANIZED PROOF MATERIAL has ten
times the strength of varnished material. A man can take care of his PROOF balloon, as
it requires little or no care, and is NOT subject to spontaneous combustion. Breaking
strain 100 lbs. per inch width. Very elastic. Any weight, width or color. Will not
crack. Waterproof. Notalcum powder. Norevarnishing. The coming balloon material,
and which, through its superior qualities, and being an absolute gas holder, is bound to
take the place of varnished material. The man that wants to have the up-to-date balloon
must uke VULCANIZED PROOF MATERIAL. Specified by the U.S. SIGNAL CORPS.

Prices and samples on application

-
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Captain Thomas §S. Baldwin

Box 78, Madison Square
NEW YORK

:
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Bobb bbb fob poh pooh feohegorhe ofoofeofoofeofoce fede ofo dose docdoriod

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AERONAUTICS

WASHINGTON AERONAUTICAL SHOW
MARCH 5 TO 12.

Washington will have its first national aero-
nautical exposition on March 5 to 12, inclu-
sive. The exhibit will be held in Exposition
Hall, one of the largest buildings in the coun-
try, which has just been completed at M and
North Capitol streets. At least ten machines,
representing various types of monoplanes and
biplanes, will be on exhibit for eight days.

In addition to aeroplanes, models, gliders,
aerial motors, propellers and hangars, aero-
nautical supplies of all kinds will be shown.
Automobiles and motor trucks also will be
exhibited. The floor space in Exposition Hall
amounts to nearly 2 acres. On one side of the
building it is planned to have large passenger-
carrying machines in actual operation. With
the engine throttled down, the machine will be
run around the hall, and a ride in an aeroplane
will be one of the features of the exposition.

The exposition will be held under the aus-
pices of the National Aviation Company, and
many of the largest manufacturers of aero-
planes and aeronautical supplies have signified
their intention to participate in the exposition.
The date for the exhibit was selected just
after the adjournment of Congress to give the
members of the House and Senate, as well as
the officials of the Government, a practical
demonstration of what has been accomplished
during the past year.

BOOK REVIEWS.

ALL THE WORLD’S AIRSHIPS. By Fred
T. Jane. Cloth, 438 pp., glossary and index,
fully illustrated. Published at 21. shillings
($5.25), by Sampson Low, Marston & Co., Ltd.,
Overy House, 100 Southwark Street, London,
S. E., England.

This is the second year of issue of the “Fly-
ing Annual,” by the same author. In 1910 the
first number appeared. This has been revised
and added to and covers, as near as the author
could secure information, every aeroplane and
dirigible flying or under construction in the
principal countries of the globe, with dimen-
sions, half tones and drawings. The work is
divided in three parts: (1) Aeroplanes and di-
rigibles of the world; (2) the world’s aerial
engines; (3) aerial directory and ‘‘Who’s Who.”
A glossary of technical terms will be found of
value, with their equivalents in French, Ger-
man and Italian. There is a list of clubs, fly-
ing grounds, journals, ete., and a world-wide
directory of aeroplane, dirigible and accessory
manufacturers.

Many an American inventor, unknown to the
aero world here, will find his device illustrated
and described, while many well known will be
found duly designated.

The work is well worth a place in every li-
brary. The aero clubs should make a point of
furnishing corrections, so that future editions
will still more deserve widespread recognition.

AEROPLANE PATENTS. By Robert M.

Neilson. S8vo., cloth, 91 pp., illustrated. Pub-
lished by D. Van Nostrand & Co., 23 Murray

Street, New York, at $2.00.

The book contains a list of all patents relat-
ing to aviation granted in England from 1860-
1910, inclusive, and in the United States from
1896-1909, inclusive. These are arranged both
alphabetically and numerically. The greater
portion of the book is devoted to clear, concise
abstracts in very readable form, with many
drawings, of the principal British patents. An-
other very complete section covers advice of
all kinds on the obtaining and exploiting of
patents. The British Chanute, Wright, Her-
ring and other American patents are very well
described. One of the Herring patents em-
ploys gyroscopie action of propellers, through
propeller shafts movable in a horizontal plane,
to actuate fore and aft rudders for longitudinal
stability, etc.

GLIDING. By Percy S. Pilcher, to which is
added the aeronautical work of John String-
fellow, is the fifth of the “aeronautical class-

March, torr

ics” being published by the Aeronautical So-
ciety of Great Britain. This is a little booklet
of absorbing interest of some 40 pages. The
contents include an account of Mr. Stringfel-
low’s work, in addition to many details of the
Pilcher glider. The booklet is illustrated with
drawings and half tones. This can be obtained

from King, Sell & Olding, 27 Chancery Lane,
London, W. C., at 25 cents.
PRINCIPLES AND DESIGN OF AERO-

PLANES. By Herbert Chatley, B. Sc., A. M. I.

C. Hal t2imnos, cloths 10) spp. 50) cents’ Db
Van Nostrand & Co, 23 Murray Street, New
York.

Contents: The Aeroplane, Aid Pressure,

Weight and Power, Propellers and Motors, Bal-
ancing, Construction, Difficulties, Future Devel-
opment, Cost, Other Flying Machines. This lit-
tle book ought to prove of interest to all start-
ing a course of reading. It covers in a general
way, and concisely, the principles of aeronau-
tics and outlines the work to be done in gain-
ing a fair technical knowledge of the science.

JAHRBUCH UBER DIE FORTSCHRITTE
AUF ALLEN GEBIETEN DER LUFTSCHIF-
FAHRT. By Ansbert Vorreiter. 8 vo., cloth.
500 pp., 641 pictures with many tables and
large inserted drawings. Published by J. F.
Lehmann’s Verlag, Munchen, Germany. Price
10 M.

Contents include: I. Die Luftflotten der Kul-
termachte: Der gegenwartige Bestand an Luft-
schiff—Leistungen der Luftschiffe im Jahre
1909—Die deutschen WLuftschiffsysteme—Die
osterreichischen Luftschiffe—Die franzosisch-
en Luftschiffe—Die englischen Luftschiffe, etc.
Il. Die erfolgreichsten Flugmaschinen der Ge-
genwart. Allgemeines—Deutsche Flugapparate
—Franzosische Flugapparate, ete. IIT. Motoren
fur Luftschiffe und Flugapvarate. IV. Gleitflie-
ger und Drachen. V. Der Freiballoon und Fes-
selballoon, with Records. VI. Luftschiffhallen
und Luftschiffhafen. Luftschiffhallen und
Luftschiffwerften in Deutschland, ete. Nala
Fortschritte in der erzeurcungs von Balloneas.
VIII. Waffen zur Bekampfung von Luftschiffen.
IX. Flugplatze und Flugfelder. X. Fortschritte
der wissenschaftlichen Forschung auf dem Ge-

biet der Luftschiffahrt und Fluectechnik. An-
hang zum wissenschaftlichen Teil. XI. Die

bedeutendsten deutschen Patente auf dem Ge-
biete der Luftschiffahrt. XII. Der Flugsport.

with records, etc. XIII. Vereinswesen. XIV.
Bezuesauellen-Verseichnis. This book has a
wonderful store of reliable information. It is

certainly one of the very best books in recent
vears.

INCORPORATIONS.

Piceller Aeroplane & Supply Co., $10,500. Tn-
ecorporators: Harold W. Krausman, N. Y.:
Charles Meissner and Rudolph Jung, Brook-
lads ON Nee

American Aeroplane Co., Los Angeles, Cal..
$500.000. A. W. Kellogg, M. CG. Tunison and
W. B. Kibbey.

International Aviation Co., Detroit. Mich.,
$100,000. Stockholders: Harold McIntyre,

Charles J Strobel, Stanley Vaughn.

Dyker Aeroplane Co., Yonkers. N. Y., $30.000.
Incorporators: T. Windel, W. IKrahe, G. Guh-
mann.

$2.-

Franco-American Aviation Co., Chicago,

500. Incorporators: Walter R. Sollitt, Otto W.
Brodie, Joseph W. Latimer.

National Aero Co., New York, $5.000. Dai=
rectors: Childe Harold. 14 Irving Place, New

York; W. B. Gosman, 39 Franklin Avenue, New
tochelle, N. Y.: Jacob Friedman, 1930 Madison
Avenue, New York.

Myers Plane Co.. Buffalo, N. Y., $25,000. Di-
rectors: Charles Cary, 340 Delaware Avenue;
Bronson Rumsey. 132 W. Tupper Street; H. M.
Gerrans, 513 Delaware Avenue.

Brown Aeroplane Co., 3813
Baltimore, Md., $5,000.

U. S. Aeronautic Co., Hartford, Conn., $100,-
000.

Harriman
$1,000,000,

toland avenue,

Aeromobile Co., Boston, Mass.,

105

AERONAUTICS

AME ake O; 72g iOS

DIGEST OF AMERICAN MOTORS

In the succeeding issue there will be a table
giving the main details of all American-made
aero engines. This will be a most complete
affair and will show at a glance the entire
motor field in this country.—Editor.

The New Model “Kirkham” Aeroplane Motor.

The latest production of Charles B. WKirk-
ham, of Bath, N. Y., who for several years
has been well known as the designer and
builder of the well known line of automobile
motors that bear his name and who recently
resigned his position as general manager and
designer of the Kirkham Motor Manufacturing
Company to take up the manufacture of aero-
plane motors as a specialty, is illustrated in
the line drawings shown herewith. This motor
is designed along lines closely following high
class automobile practice, so far as general
arrangement of cylinders, ete., are concerned,
as it was thought better to sacrifice whatever
saving in weight may be gained by the various
freak arrangements of cylinders, with their
attendant difficulties in the matter of lubrica-
tion, ete., for the well tried out in every day
automobile practice type of motor, but, how-
ever, with numerous detail improvements in
valve systems, lubrication systems, etc., to-
gether with a very clever design which results
in a motor having to the greatest possible
degree durability and reliability, and at the
same time being reasonably light in weight.

Before deciding on. the design of this motor
every possible type of motor was thoroughly
investigated with a view of determining the
advantages and disadvantages of the various
types, and it was finally decided that for me-
dium’ powers the six cylinder vertical four
ecyele -type, properly designed for the particu-
lar serviee in view. was to be preferred, as
this type has been found to offer the greatest
number of advantages with the least number
of working parts, meaning light weight with-
out unduly cutting down the weight of indi-
vidual parts.

The six cylinder vertical type of motor,
properly built, has been found to be aimost
perfectly balanced, both when under load or

running idle, as the motor being described will
run at over 2,000 r. p. m. without being in
any way fastened down and not show any
signs of distress.

Among the advantages of the six cylinder
vertical type motor is the greatly reduced end
area exposed, thus reducing head resistance,
which is equal to a gain in power, also the
ease with which a motor of this type can
be enclosed and protected from the weather
in a compact, efficient cover, which is bound
to be one of the near future improvements in
aeroplane construction.

This type of motor has also been found to
be exceptionally desirable for continuous high
speed running on account of the almost entire
absence of vibration, and the ease of uniform
and economical lubrication, also on account
of the high thermal efficiency, especially of
the motor under consideration, owing to the
new system of inlet and exhaust valves.

The new “Kirkham” aeroplane motor shows
evidence of considerable experience on _ the
part of the designer, as can be seen by refer-
ring to the line drawings accompanying this
article. The crank cases are made in two
parts, joined on the horizontal center line.
The upper half carrying all the bearings, cylin-
ders, ete., while the lower half serves as an
oil supply tank and splash basin. The upper
half is made of McAdamite alloy, while the
lower half is a very light aluminum alloy.
The rear end of the case is extended several
inches more than usual so as to receive a ball

March, torr

IN cA°M-E-REeeee

thrust bearing and also to get propeller as
far away from cylinders as possible, which
is an advantage, especially for monoplane use,
where a propeller is ahead of an engine.

The six throw crank shaft is cut from a
solid billet of Krupp’s chrome nickel steel,
grade H-I*-60-0, and has the flange for pro-
peller forged solid on rear end. All journals
are made hollow for lightness. The weight
of complete shaft is 23 pounds. It is 1%
inches in diameter and is supported in seven
high grade babbitt bearings, also one large
annular ball bearing at rear end next to pro-
peller, which takes the thrust, or pull, and at
the same time steadies the shaft close to the
propeller.

The piston pins are made from 3% per cent.

nickel steel seamless tube, casehardened and
ground, and are % inch in diameter. The

being in the bosses of
is fastened tight in top

bearing for this pin
the piston, while pin
end of connecting rod.

The piston rings, two to each piston, are
made of special mixture of cast iron, eccen-
tric turned, and ground on sides and outside
diameter. They also have fine oil grooves
in center. These rings are carefully lapped
to fit evylinders before assembling.

The pistons are made from a fine grade of
east iron, and are very light, but well ribbed
for strength. Weight of 4% inch piston, 33
ounces.

The cylinders are made from a special grade
of cast iron which has been found by past
experience to be best adapted to this particu-
lar purpose. These cylinders, with their in-
tegral jackets, are so shaped that they may
be finished all over, inside and out, being
ground on the inside, and turned and nickeled
on the outside. The combustion chamber is
of spherical shape and machined.

The connecting rods are nickel steel drop
forgings of I section, carefully finished and
made as light as consistent, with ample factor
of safety. The lower end bearing is 17-16
inches diameter, 2% inches long, removable,
special babbitt bearings.

The cam shaft is machined from nickel steel,
bored, casehardened and ground, standard of
accuracy being within .0005.

The main bearing lubrication is effected
through the camshaft in a very ingenious man-
ner. The oil is pumped under pressure from
the oil reservoir, which is integral with the
lower half of the crank case to the end of the
cam shaft, by means of a small geared pump,
which is shown in section in the drawing.
From the cam shaft the oil is distributed to
the cam shaft bearing through holes suitably
drilled so as to supply oil to these bearings.
The large end bearings on the connecting rods
are lubricated in a similar way from the cam
shaft, oil holes being drilled in the latter
in such a position that at every second revo-
lution of the crank shaft the hole in the cam
shaft is just opposite the large end bearing,
and a stream of oil is thrown onto it, a suit-
able hole being arranged in the large end bear-
ing to convey the oil to the oil grooves in
the bearing on the crank pin. This same oil,
after working through the large end bearing,
is thrown in all directions by centrifugal force,
and as ample quantity is thrown up onto the
piston and cylinder walls the advantages of
this system are at once obvious.

First, the quantity of oil pumped to various
parts of the motor varies almost directly. with
the speed of the motor, thus, before starting
a flight, when the motor is throttled down, less
oil is pumped onto the cylinder walls and con-
sequently the engine does not get over-lubri-
cated. When, however, the throttle is open
and the motor speeded up, considerable more
oil is pumped and ample lubrication is sup-
plied for a long continued, full load run. The
rocker arms on top of the cylinders are lubri-
cated through the central pin, on which they
oscillate, this pin being drilled and filled with

106

March, tort

AERONAUTICS

1911 Mover

—KirkHam Aeronautical Motor —
G CyYtiNDER 4% Bore 4% Stroxe 5O H.R
WeicHTt 235 les

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ine.

o
wo

AERONAUTICS March, rort

BLERIOT

L Complete Set of Working Drawings
Full Size Drawings of All Parts For

ppDieriot Xl

(CROSS-CHANNEL TYPE)

Complete set, 4 sheets, $10.00

a knocked-down Bleriot No. XI monoplane (Cross-

I channel Type) with working drawings and instructions for
assembling. $600.00

FINISHED MACHINES OR PARTS OF SAME A SPECIALTY
Let Us Know Your Wants

T American Arvroplane Supply Puuse

Garden City, L.I., N. Y. P.O. Box 160

Telephone 213 Garden City

Ti. Meet The Tremendaas Demand

for information as to where to obtain Flying Machines, the parts
and materials of which they are made, and all kinds of accesso-
ries and supplies for Aviation, we will issue on March Ist, next,

THE CHILTON
AERO DIRECTORY

Price, $1.00 Per Copy

ADVERTISING RATES ON APPLICATION

It will contain the most valuable and authentic list of makers of
Aeronautical Supplies, properly classified, and other valuable
information.

If you are supplying anything for the manufacture of Flying
Machines or the use of Aviators, write us full particulars at
once, so that you will be correctly listed.

CHILTON COMPANY

MARKET & 49TH STS., eae PHILADELPHIA

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ERONAUTICS

rrease, an adjusting plug being fitted in the
¢nds by means of which the grease can be
‘orced through a hole in the pin onto the bear-
ng surfaces.

The valve gear of the 1911 “Kirkham” differs
‘rom common practice very greatly, aS may
»e seen from the cuts of the valve mechanism,
Chis valve arrangement forming the subject of
t patent. This type is what might be said to
ye a combination of a poppet valve and a slid-
ng sleeve or piston valve. Referring to the
ut of the valve unit, it will be seen that both
the poppet and piston valves are concentric
und are operated by rocker arms, pivoted on
‘op of the cylinders. It will also be noticed
‘hat with this system of valve gear it is pos-
sible to get a very desirable. shape of com-
justion chamber, and that there is only one
yalve seat subjected to the pressure of the
explosion.

The Simms high tension magneto, type S-6,
s fitted as standard, with Bosch or Mea mag-
jaetos optional. High grade imported spark
slugs are fitted.

The weight of this motor complete with car-
jguretor, magneto, and all other accessories, is
285 pounds; extra weight for radiator, 34
sounds; for propeller, about 10 pounds.

This motor, 4% inch bore, 4%4 inch stroke,
Jevelops 50 brake horsepower at 1,300 r. p. m.,
and 60 brake horsepower at 1,600 r. p. m.

America Sells Aero Motors Abroad.

The Detroit Aeroplane Company, of Detroit,
Mich., which is engaged in the manufacture of
the Detroit Aero, have recently moved to their
own new factory, corner Champlain and Mel-
drum, facing the second railroad belt line of
the city of Detroit. Encouraged by a larger
order from their representative in Paris in
November, 1910, they started to build a series
of 1,000 engines of their 1911 model, which
are pushed through in batches of 100 at a time
at the Detroit plant.

The present capacity of their factory is six
complete power plants per day, without addi-
tional night shift. The picture shows the as-
sembling room and the power plant complete.

It is a fact worth noting that the engine parts
are built interchangeable, and the smaller pic-
ture shows a crank case drilled and tapped in
a jig, which has a capacity of fifty-four com-
plete crank cases in ten hours. This jig work
reduces the manufacture cost just 80 per cent.,
in return for which the company can sell the
complete power plants for a very low price
and still make a fair profit. Only complete
power plants are sold, and they guarantee the
same to weigh 150 lbs. and to deliver a mini-
mum thrust of 200 Ilbs., the average thrust is
225 lbs. and the best maximum thrust so far
obtained was 255 Ibs. Experiments are still
made to increase the thrust.

107

AERONAUTICS

Berliner Will Build a New Acronautical Motor.

It is probably but little known that Mr.
Emile Berliner, well known as the inventor of
the telephone transmitter and the Victor talk-
ing machine, has given his attention for sev-
eral years to the improvement of light gaso-
line motors of the revolving-cylinder type. Mr.
Berliner was one of the very few scientific men
who many years ago looked forward with per-
fect assurance to the achievement of practical
and successful flight, and it was always his
belief that the greatest problem lay in the de-
velopment of light-weight engines of high
power... Accordingly, when in the year 1905 he
Wished to carry out some experiments with
aeronautical apparatus devised by him, he found
it necessary either to build his own motors
outright or to adapt such motors as he could

obtain and modify them to suit his special
purposes. About that time Mr. Berliner sent
Mr. R. S. Moore, the chief assistant in his

laboratory, to look into the merits of a re-
volving-cylinder motor then being made by the
Adams-Farwell Company at Dubuque, Iowa,
for automobile service. It was desired to have
one or two of these motors put up in specially
light form and construction, but it was only
with difficulty and by paying the full purchase
price entirely in advance that the manufactur-
ers were persuaded to build two specially light
motors for Mr. Berliner’s particular use.

Upon receiving these two motors and testing
them at Mr. Berliner’s private laboratory in
Washington, it was decided to rebuild them
throughout. The cylinders were rebored and
fitted with new pistons and all the other parts
of the two engines were gone over in a similar
manner to bring them up to the highest ex-
cellence of workmanship.

The results obtained with these two motors
when rebuilt were so very encouraging that
several entirely new revolving engines were
built, embodying many new and valuable im-
provements that were suggested to Mr. Ber-
liner and his associates by careful study and
patient experiment. The excellent results ob-
tained from these new motors finally induced
Mr. Berliner to consider the formation of a
company to manufacture motors for the aero-
nautical trade.

Accordingly, last fall the Gyro Motor Com-
pany was incorporated with a capital of $100,-
000, Mr. Berliner being president of the new
company, and having associated with him Mr.
R. S. Moore, already mentioned, and Mr. Lee
Simmons, both men of genius and long experi-
ence in gas-engine construction and design.

Up to this time the work had been carried
on entirely in Mr. Berliner’s private labora-
tory, but in November of last year plans were
prepared and ground broken for a new factory
building at 774 Girard street, Washington,
Des

For its general manager and consulting en-
gineer the company has secured the services
of Mr. Spencer Heath. a mechanical engineer
and former patent attorney, who is also prom-
inently connected with the American Propeller
Company, making the well-known Paragon
aeronautical propellers in Washington, D. C.
The company considers itself well favored in
having close relations with the designers of
these propellers and has obtained a selling
agency for the same.

The motor now being manufactured is a
seven-cylinder, Gnome type, constructed of the
highest grade of nickel and vanadium steels
throughout. While the motor follows the gen-
eral lines and appearance of the Gnome, there
are a number of simplifications and radical im-
provements.

The fuel and oil are both fed through the
shaft into the crankcase, whence the centri-
fugal action hurls them towards the inner ends
of the cylinders. Here the vaporized fuel
passes through a special intake valve in the
center of the piston. Unlike the valve in the
Gnome piston, this valve is operated by a sim-
ple and most ingenious mechanical device
which utilizes the strong centrifugal force for
both opening and closing the yalve, the timing

108

of the motion of the valve being controlled
the angular movement of the connecting
about the wrist pin in the piston. This devie
eliminates a considerable number of s
parts and insures a positive mechanical mo
ment of the valve under all conditions, regaré
less of any suction or partial vacuum in th
eylinder. In fact, no suction whatever nee
be required, since the centrifugal action whirl
the charge through the open valve and into th
eylinder. :
The large exhaust valve is central in th
cylinder head and is operated by a four-stag
cam device which regulates the opening an
closing of the valves so as to give a variabl
compression, at all times under control of th
operator. This enables an aviator to start hi
engine running slowly on low compression, an
after taking his seat and being all ready, h
turns on the high compression, bringing
engine up to full power, and speeds off.

The elimination of the so-called spider f
joining the connecting rods about the cra
rin is another valuable feature. .

It is perhaps not sufficiently well know
that the spider connection used on other seve
cylinder motors necessarily causes a differen
length of stroke and “ihrow” in the differen
cylinders and the different pistons reach
extreme of their compression strokes at irreg
ular intervals. With the ignition occurring @
regular intervals three and one-half times pe
revolution, if the explosion is properly time
for one cylinder there will be others in whie
the explosions occur very prematurely on :
compression stroke, and still others in~ whie
they occur very late in the expansion stroké
This, of course, means a very inefficient an
irregular running of the different cylinder
and accounts for the jerky running of nearl
all revolving motors at low speed. The Gyr
Motor Company obviates all this irregularit
by centering every connecting rod directly 0
the crankpin. The thrust and pull of the rod
however, is not taken by the direct connec
tion on the pin, this merely serving to kee
the rod properly centered, while the thrust i
taken directly upon the outer rings of tw
heavy pall bearings mounted on the pin 4
sufficient distance apart to accommodate be
tween them the seven thin terminal ends
the connecting rods by which the rods a@
held in proper alignment with the crankpir
With this arrangement there is absolute reg
larity and uniformity of action in every 0
of the cylinders, and they can be timed an
set so that each develops its maximum powe
in a perfectly steady manner.

A still further improvement relates to th
oiling of the cylinders. The lubricant is, 07}
course, introduced mixed with the fuel, bu
the ordinary consumption of one gallon 0
castor oil for every two gallons of gasoli
has been enormously reduced. Special pro
vision has been made for carrying practicall’
all of the oil to the cylinder walls instead 07
blowing it through the valve in the center Oj
the piston and straight out the exhaust as 1
usually the case.

The inner portion of each piston is provide
with a thin sheet metal hood of conical fo
with just sufficient opening at the center t
accommodate the swing of the connecting red
The centrifugal action throws the globules 0
oil outwardly with such foree that they ar
not readily deflected, but practically all 0
them land on the slanting surface of the coni
cal hood, whence they slide down to the ex
ternal periphery of the piston and to the cyl
inder walls. The light vaporized fuel, how
ever, readily passes through the opening at the
center of the conical hood, through the posi
tively opened walve at the center of the pis
ton, and finally, after explosion, through th
exhaust valve in the center of the’ cylinde
head, having the full effect of centrifugal fore
urging it directiy forward at all times ane
being followed up in its final exit by the fres
charge flowing freely in behind it.

With these numerous improvements, com
prising the mechanically operated intake valve
in the pistons, the variable compression unde

AERONAUTICS March, rorr

“GRAY EAGLE”
AEROPLANES

Can be used for exhibitions without infringements

Eg FZ >

Selling at a popular price, including tuition

GET OUR CATALOGUE OF SUPPLIES
Expanding pitch propellers, $65 to $100

AVIATORS BOOKED FOR EXHIBITIONS

Enclose eight cents in stamps R. ©: RUBEL,.Jr: & CO., 132 N. 4th St.
WE SERVE YOU The Aero Supply House of America
PROMPTLY LOUISVILLE, KY.

WEIGHT

6-4 oz. per square
yard
» A perfect material for covering planes. Is thoroughly water-proofed
pe oue on both sides by a rubber-coating. It will not stretch or absorb moisture.
130 Ibs. It is at least three times as strong as any other fabric on the market,
with only a slightly additional weight.
A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. acropLane TIRES IN ALL SIZES.

—____e_—_— BRANCHES
Pittsburgh, 505 Liberty Ave. :: H Chicago, 124! Michigan Ave. 3 z Detroit, 882 Woodward Ave.
PENNSYLVANIA RUBBER CO. OF NEW YORK, New York City, 1741 Broadway

{ San Francisco, 5!2 Mission St.

PENNSYLVANIA RUBBER CO. OF CALIFORNIA j [4, Angeles, 930 S. Main St.

per square inch

Aeroplane Cloths

WILSON & SILSBY—YACHT SAIL MAKERS
ROWE’S WHARF, BOSTON, MASS.

We have furnished covers for C. B. Harmon’s Farman biplane, Burgess Co. & Curtis biplanes,
Grahame - White’s special biplanes, and Glenn H. Curtiss

AEROPLANE RADIATORS

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO. omit i eames

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AERONAUIMES,

PP pbb feeb hh bb bbb

NAIAD

- &

Aeronautical Cloth

Manufactured Especially for

Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS
101 Franklin St., New York
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BeBe ede fe Be che fe foc cfic fe fo efo fe ofofo of ofe of of fo ofo oho oo oe oho of oe oe ofe oooh:

March, tort

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LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

®

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6-ft. : -
7-ft. - -
8-ft. - -

$40.00
50.00
60.00

Any size made to order
ALSO CARRY A FULL LINE OF
AERONAUTICAL SUPPLIES

WE

SURE Biplanes in stock

P. BRAUNER & CO.

EAST 98th STREET
NEW YORK

DOQDOQOOOOOOOOOOOOOOOOOOOOOOOOD

330-332
Phone, 6006 Lenox

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O
x

The Acme Oil Engine Co. :

Bridgeport, Conn.

A New Industry

Free Tax Industrial Alcohol

From Corn Stalk and Cobs,
Wood Waste,
verted into Industrial Alcohol at 10 Cents per Gallon;
sells for 50 Cents. Unlimited demand in every Village
for Motors, Automobiles, Cooking Stoves, etc. A 5 Gal-
lon Apparatus makes 1 Gallon per hour; is simpleasa Corn
Mill, almost automatic, inexpensive, pays for itself every
month. No tax, no licenses, only a permit and that is
free. Orders come in fast. Write to-day for

Free Farmers Circular No. 9
ADDS SSS
THE WOOD WASTE DISTILLERIES CO., Inc.
Wheeling, W. Va. U.S.A.

Waste Vegetables and
Shavings and Old Saw Dust are now con-

Aeronautic School of Engineers
312 West 52d Street, New York

@.Unlimited course in actual construction of
the leading types with motor knowledge,
$75.00. Flight Course starts April 15th, with
flying grounds at Mineola. Applications
now ready.

Send for booklet

First Practical School of Construction
in America

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AERONAUTICS

control of the operator, the elimination of the
“spider,” with resulting uniformity of timing
and stroke in all the cylinders, and, finally, the
adequate means for conserving the lubricant
wholly to the cylinder walls, it is but little to
presume that the new motor will yield prac-
tical results surpassing anything that has yet
been achieved by any motor of the same class.

The first of these engines to appear on the
market will have a bore of 4% in. by a stroke
of 4%, in. The rated horse power is 60 at 1,200
revolutions per minute, but it is thought that
the actual power will exceed this.

The company expects to place a line of these
motors on the market in a very few weeks, not
soliciting orders, however, until! after a full
and complete demonstration of their power and
endurance in actual flight. It is understood
that the price, including mountings and Para-
gon propeller, will be about $2,500.

Concerning Eight-Cylinder Engines.

The consensus to-day among many who are
in a position to know, is that the eight-cylin-
der “V”’ is the most efficient and reliable engine
available. “It is tire only legitimate aviation
engine,’ is the way a prominent aviator re-
cently expressed it.

Grahame-\White has only just recently taken

over the eight-cylinder, equipping several of
his latest planes with engines of this type.
Although White has heretofore been using the
Gnome exclusively, his change from the Ro-
tary to the ‘“V’’ type would clearly indicate
that even with a Gnome there are things yet
to be desired.
By the use of eight cylinders continuous power
can be arrived at, reducing to a minmum that
vibration which causes molecular changes in
the materials of which it is built, thus insur-
ing longer life to every portion of the engine,
more especially the most important portion of
the engine, viz., the crank shaft.

In addition to Grahame-White, the latest re-
eruit to the ranks of the eight-cylinder users,
many of the most important and notable aerial
trips have recently been effected by this de-
sign of engine. Curtiss on his flight from
Albany to New York, Captain Baldwin in his
exhibition work, and Hamilton, the hero of the
New York-Philadelphia flight, are among the
few on this side who acknowledge the eight-
cylinder as superior to all other types.

Tom Sopwith, winner of the de-I*orest cross
channel flight, also used an eight. The British
& Colonial Aeroplane Company of England is
another concern who evidently found this type
superior even to the Gnome, as they are equip-

March, torr

ping most of their latest planes with the eight-
cylinder type.

In addition to the above famous aviators
who are using this design of engine, one notes
the successful achievements of such _ well-
known amateurs as Wilcox, Miss Todd and
others.

Even to the uninitiated in the art of mechan-
ical design, the new eight-cylinder Rinek en-
gines appear a beautiful piece of mechanism,
the weight especially having been reduced to
a point where they feel it would not be safe to
go any lower. The Rinek Company are fortu-
nate in occupying a unique position as engine
builders at the present time, inasmuch as the
experience they have gained through their ex-
haustive experimenting and refining has enabled
them to produce a type of engine which Amer-
ica should well be proud of. Outside of the
Curtiss Manufacturing Company, located at
Hammondsport, the Rinek Company, we _ be-
lieve, was the first to go into the building of
light-weight engines for aviation purposes, so
one can see they have been in the field for an
appreciable amount of time.

The new engines are all fitted with larger
bearings throughout, which in itself increases
the wearing life enormously. The new water
jackets have been dubbed by the Rinek Com-
pany as being of a floating type, i. e, the
jacket is not fastened permanently to the eyl-
inder, but by an ingenious process is con-
structed in such a manner that it is at once
easily accessible and at the same time entirely
eliminates the possibility of leaking through
the expansion of the cylinder being greater
than that of the jacket.

By this design of jacket it is possible at
any time to get at the cylinder proper, as it is
only a couple minutes’ work to detach the
jacket from the said cylinder. Lubrication is
now taken care of by both foree feed and
splash, insuring at all times a positive amount
of oil to all working parts. Outside of the
above refinements, the general excellence of
detail of these engines, we believe, is too well
known to permit of further description.

“Our prospects for the coming vear,” said a
representative of the Rinek Company recently,
“would indicate sales to a surprisingly large
number of professional aviators as well as
amateurs, who have heretofore been flying
with other makes of engines.

“Their adoption of the eight-cylinder ‘V’ as
developed by the Rinek Company convincingly
proves their acknowledgment of the superior-
ity of these engines over all other types. Ul-
timately a Rinek is the invariable enthusiastic
report of all Rinek users.’’

The New 8-Cylinder 55-60-H.P. Rinek.
109

AERONAUTICS

March, torr

A Model Aeroplane Club is being organized in
Chicago by D. J. Goff, 4156 Calumet Avenue.
He is anxious to hear from all those in Chi-
cago who are interested in order that an or-

ganization meeting may be held and officers
elected. This note is printed in order to bring
the matter to the attention of those enthusi-
asts residing in Chicago and _ surrounding
neighborhood. Mr. Goff requests that those
interested communicate with him.

The Aero Club of Dayton and the Interna-
tional Aeroplane Club of Dayton are moving
toward consolidation. The Aero Club of Day-
ton will have an exhibit at the local automo-
bile show February 13-18, amongst which will
be one of the new model Wright machines.
Headquarters will be maintained during the
show and a membership campaign inaugurated.
Aviation grounds and sheds have been obtained
near the city and monthly balloon and aero-
plane meetings are anticipated during the sum-
mer.

The Aeronautic Alumni Association has taken
in a number of new members, comprising the
men who have completed the 1910 course in
aeronautics at the West Side Y. M. C. A. (New
York). The association is now composed of
graduates of the 1909 and 1910 classes. The
following officers were elected: President, E. P.
Hopkins; vice-president, O. J. Peterson; secre-
tary, M. W. Ehriich, and treasurer, Joseph A.
L’Ibal. The association meets once a month
at the Y. M. C. A., on West 57th Street.

The San Diego Aero Club was formed on
Friday, January 13. The progressive citizens
of San Diego were preparing for a two-day
meet. D. C. Collier was arranging for Curtiss
with two aviators to appear on the 28th and
29th of January.

The Aero Club of California had one of its
members in San Diego in the person of Frank
T. Searight. Mr: Searight and Mr. Collier
conceived the idea of an aero club for San
Diego. With characteristic energy Mr. Collier
went to work and by the time the meet took
place he had 155 members. On the day of the
meet the membership of the club increased
to 300.

This elub aims to fit up the whole upper
floor of a large oftice building for its home.
D. C. Collier was elected president and L. G.
Monroe secretary. H. LA V. TWINING.

The Santa Clara Valley Aero Club, San Jose,
Cal., has been formed by a few practical avi-
ators and enthusiasts.

They appealed to Joseph T. Brooks, secre-
tary of the Chamber of Commerce, and found
him enthusiastic on the subject, and through
his efforts was organized a membership of fifty
within a month. Nor were the members idle.
Negotiations were immediately opened with
the aviators in San Francisco at the time, and
contracts were made with the birdmen for a
Saturday and Sunday meet for San Jose. Mr.
Radley proposed to fly to Mt. Hamilton and
back, and also to run a five-mile race with a
racing automobile as some of the special fea-
tures. He reported the driving park the best
he had seen, and the light, steady trade winds
of this valley were most favorable for success-
ful flights. Santa Clara Valley is practically
free from high winds, and is attracting unusual
attention from professional aviators. on this
account.

The club further proposes to give shows and
promote meets, both amateur and professional,
whenever possible. They are also going to try
and get some balloon men there to make ascen-
sions and hold balloon races. They have some
enterprising men on the membership list, and
the business men of San Jose have said they
will stand by the club.

Santa Clara Valley has a first place in avia-
tion, as Prof. J. J. Montgomery, the first vice-
president, built the first heavier-than-air ma-
chine here and made his successful flights in
San Joe about five years ago. The Schubert
Aeroplane Manufacturing Company is building
a new machine of an ingenious type to enter
the trans-continental race. The directors are
San Jose business men and they are figuring
on building a factory in the near future.

The present headquarters of the club is in
the Chamber of Commerce. The club has a
file of aviation journals for the members and
their friends. KATHERINE MAGNESON,

Corresponding Secretary.

The Aeronautical Society of the University
of Illinois, Urbana, Ill., is carrying on active
work in the form of lectures and experiments.
Several good lectures have been heard from
university professors, and one on “EHuropean
Dirigibles,”’ by Mr. Banck, of Chicago. Several
talks have been given by students who have
had practical experience with aeroplanes and
light gas engines.

Two gliders have been designed and built and
tests are being made of the materials and
methods of construction. A number of ex-
periments in aerodynamics are being started
by the society. The shops and laboratories of
the Engineering School offer excellent advan-
tages for this work and some interesting re-
sults are hoped for. Those interested should
address the secretary, Mr. R. Watts, 507 E.
John Street, Champaign, Ill.

Williams Aeronautical Society, of Williams
College, Williamstown, Mass., listened to an
eloquent address by Hudson Maxim, delivered
before that society on January 19th.

The Boys High School Aero Club, of the
Boys-High School, Brooklyn, N. Y., has been
formed to promote interest in aviation in the
high schools of Brooklyn and to develop mod-
els. At the first meeting of the club Alfred
Hanson was elected president and Henry S.
Piebes, 815 Avenue J, Brooklyn, secretary. At
the first call over a hundred applications for
membership were received. The members have
arranged to give a course of lectures and to
Hae in addition prominent men address the
club.

A Boys’ Aero Club has been formed in Min-
neapolis, Minn. The officers are: Merrill W.
Seymour, president; Morris Kahn, treasurer;
Filman Chase, secretary, 3047 Fifth Ave., S.

The newly formed Aero Club of Connecticut
is going famously. A score of members are
being taken in at every meeting. A bill is
before the legislature on the subject of regis-
tration of aeroplanes in the state, and the club
expects that every man jack will have been in
the air literally, either by aeroplane or bal-
loon. before the summer is over. This is the
only club thus far that has even expressed
such a praiseworthy ambition.

The New York Model Aero Club at the January
election named the following Board of Governors for this
rapidly growing organization: Hon. President—Edward
Durant, President—Adrien Lacroix, First Vice-
President—Louis F. Ragot, Second Vice-Presi-
dent—Ralph Barnaby, Secretary-Treasurer—
A. Maas, Chairman of the Patent Bureau—
Charles L. Ragot, Chairman of the Contest
Committee—Edw. Durant.

A handsome silver plaquette, presented by
Louis F. Ragot, First Vice-President, as a
Lifting Power Trophy for models, will be con-
tested for under the club auspices in a series
of competitions during the year 1911.

The rules governing these contests have
been formulated and published, and a public
demonstration of the manner of conducting a

110

AERONAUTICS March, rorr
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In answering advertisements please mention this magazine.

AERONAUTICS March, tort

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AERONAUTICS

Lifting Power competition under these rules
will be given by members of the New York
Model Aero Club at the Greek-American Ath-
letic Club games at the 22d Regiment Armory,
February 18, 1911.

The Aero Club of Cuba, Havana, was formed
during the recent meet of the Curtiss aviators
there.

The Aeronautical Society, at its regular
semi-monthly meeting held January 26, con-
tinued its resume of the accomplishments of
1910, with a view to determining the most
hopeful directions to incite development and
improvement, and Mr. G. F. Campbell Wood,
Secretary of the Aero Club of America, gave a
most able address, illustrated by stereopticon
views. Mr. Wood’s knowledge and experience
was devoted to referring mainly to the un-
usual achievements which have not been no-
ticed generally in the press of this country.

Dr. Julian P. Thomas advanced a novel and
interesting theory to account for the recent
accidents on the ground of momentary uncon-
sciousness. He claims that our brain is divided
in pairs through the center of the cranium
and as an idea of thought moves from one side
to the other a slight instant of time is occu-
pied during which there is what he calls the
momentary unconsciousness, and it is during
this moment that the fatal move can be made
which results in an accident causing death.
To apply a remedy, he recommends that aero-
planes should be so constructed that they will
maintain the momentary equilibrium in all
directions long enough for the mind to resume
normal power over the members, both hands
and feet, and does not believe automatic sta-
bility is advisable, because that is bound to
eliminate the manual control, but momentary
stability will accomplish the desired end in so
far as his theory is concerned. He added, how-
ever, that the deaths of Johnson and Hoxsey,
as well as Chavez, which occurred upon the
descent from great altitudes, may have been
occasioned by mountain sickness which un-
fitted these martyrs to the cause, and was not
due to the theory of momentary unconscious-
ness.

Mr. C. H. Godley took the view that we
should not try to seek radically new devices,
as some people hold, but should be amply sat-
isfied with the progress made during the past
year with the present style of aeroplanes and
should endeavor to perfect what we have with-
out departing from the general construction.
He felt that speed being a great desideratum
during flight, but not during starting or land-
ing, that an effort should be made to perfect
methods of reefing surfaces so as to have a
greater surface when starting and landing than
when in full flight.

Leo Stevens and Aviator Hilliard were pres-
ent. Mr. Stevens spoke of his flights he had
made with Mr. Hilliard and discussed Dr.
Thomas’ theory with reference to ballooning.

At the meeting February 9 President Hud-
son Maxim very lucidly described the effect of
high explosives in view of the Communipaw
disaster of the week prior, which was produced
by 10,000 pounds of gun powder and an equal
amount of dynamite blowing up and sinking a
tugboat. The newspaper comments and legis-
lation to prevent such a recurrence made this
a very timely address, particularly in its rela-
tion to aeroplanes. The expansion of high ex-
plosives is approximately 2,500 times its vol-
ume and travels at the rate of 1,100 feet per
second, losing force in the ratio of the square
of the distance. An aeroplane more than 100
feet away from such an explosion would prob-
ably not be effected, and Mr. Maxim gave as
his opinion that to effectually attack flying
machines shrapnel fired at the rate of eight
per minute in automatically range finding guns
would have more effect than the firing of high
explosives in the expectation of injury to the
aeroplane from the concussion of explosions.

Mr. James H. Hare, correspondent and pho-
tographer for “Collier’s Weekly,” gave an in-
teresting account, illustrated by stereopticon
views, of his experiences in the Russo-Japa-
nese war, showing where flying machines
would have been of immense benefit. And
upon his return from this war he was sent to

March, torr

Kitty Hawk, N. C., to determine, if possible,
whether the Wright Brothers were actually
making practical flights, which was somewhat
doubted by the press in the North owing to
the secrecy. His illustrations showed _ the
difficulties of reaching the lonely spot the
Wright Brothers had selected, requiring a walk
of 6 miles in the sand dunes, where mosquitoes
and ticks are rife, and hiding under the cover
of trees to obtain a view of the flying opera-
tions without being seen, as the aeroplane was
not brought out when any strangers were
about. Mr. Hare succeeded in obtaining three
photographs showing flights conclusively, one
of which was with a passenger.

Senator James F. Duhamel described an en-
tirely new construction of motor with no re-
ciprocating parts, the piston consisting of a
rotating body with flange against which the
pressure acts, and the inlet and outlet is per-
formed by valves of rotary construction,
geared by ingenious means to the main rotary
piston. The casing is all stationary and the
model of the construction Was demonstrated
by compressed air, as it was not practical in
the meeting rooms to have gasoline or steam,
the invention being applicable to either power.
The inventor is Mr. John Norin, 695 Franklin
avenue, Brooklyn, N. Y., and it is thought that
this motor will be heard from when developed
commercially.

The Aeronautic League of New Jersey,
Union Hill, N. J., held its annual meeting on
February 7 in Gathmann’s Hall, Union Hill,
when the following officers were elected: Cor-
nelius De Bernardi, president; Charles Remond,
vice-president; W. A. Kraus, secretary; L.
Liverani, financial secretary, and John E. Ring,
treasurer. The above officers were appointed
as a technical committee.

Models of various kinds of flying machines
were exhibited and their good and bad points
were discussed at considerable length. Most
of the officers and many of the members have
had practical experience as birdmen, and at
the present time three of the members have
almost completed the construction of machines
of their own. They stated that just as soon
as the weather permits two of them expect to
be ready to fly.

The next meeting of the league is scheduled
for Feb. 21, when the special feature will be
a review of aviation from the inception of the
science up to the present time.

After the meeting adjourned the members
enjoyed a supper, after which pleasant things
were said as to the outlook for the coming
season, when several of the members expect
to leave this earth, for a short time at least.
Seven members are building machines.

Waco, Tex., Jan. 21-23.—The Moisant Inter-
national Aviators flew. High wind prevented
flying the first day, although Audemars and
Hamilton both prepared to fly, and desisted
only when it was seen that to leave the ground
meant practically certain death. On Jan. 22,
with a wind said to be 45 miles an hour,
Simon made a 24-minute flight, the only one
of the day. On the following afternoon Simon
made two flights, and Garros, Barrier, Aude-
mars and Hamilton one each.

Oklahoma City, Okla., Jan. 14-18.—Moisant
International Aviators. Barrier, Simon and
Garros stars, Barrier flying cross-country twice
in a 15-minute flight.

Temple, Tex., Jan. 25-26.—The International
Aviators gave a successful two-day show.
Hamilton was one of the features here, and
Garros’ three flights being particular remark-
able for their daring. Barrier flew across the
eity for 18 minutes in a 35-mile wind.

Houston, Tex., Jan. 27-31.—Moisant Interna-
tional Aviators. Simon and Garros astonished
Houston with their manoeuvers, both swooping
and curving, narrowly grazing automobiles,
people and buildings, until the spectators were
afraid he would strike them. Waving his hand,
they would dart away again. Simon chased
a herd of cattle in a nearby field and created
a roar of laughter. Both flew over the city,
a distance of almost six miles from the field.
Barrier flew to an altitude of 5,600 ft. Garros’,
Simon’s and Barrier’s flights lasted from 10 to
24 minutes.

M1

AERONAUTICS

TWO MORE AIRMEN KILLED.

DOUAL, Feb. 9.—T wo more names were added to the
death roll of the aeroplane.

The aviators Noel and Delatorre were killed while
conducting a trial of a military aeroplane before experts
from the War Department, previous to its delivery to
the army. Noel was the pilot and Delatorre a pas-
senger.

According to the requirements of the» department,
Noel tested the machine for an hour, and the trial,
which was considered in every way successful, was prac-
tically at aa end. The aviators were gliding down
from a height of about 250 feet, when suddenly the
wings folded up and the machine fell headlong to the
earth.

This makes the present death roll of the power
machine number thirtysfive, not forty-two, as reported
elsewhere.

GERMAN AIRMAN KILLED.

BERLIN, Feb. 6.—Lieut. Stein of the German Military
Aviation Service was instantly killed while making a
flight over the military aviation field at Doberitz to-day.

The aeroplane dropped from a height of 65 feet. The

Lieutenant’s skull S_ crushed. Lu
(ROE La - Ae iV_2.

Please continue my subscription. I would not be with-
out it for three times what it costs.—U. SORENSON.

I find none as good as yours in the aeronautic world
of to-day.—CARL W. FLEGE.

Received sample copy and like your magazine very
much. Inclosed find M.O. for a year’s subscription.
—W. W. SWAN
I could not do without your magazine.
—EUGENE G. RIGGS

CLASSIFIED cADVERTISING

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BACK NUMBERS OF AERONAUTICS are
wanted. Anyone having a complete file of
AERONAUTICS will please communicate with
A. S. Le Vino, Times Building, New York, care
of Moisant International Aviators. Ce)

EQUILIBRIST, SLACK WIRE WALKER,
well educated, good business training in office,
experienced in shop work, four seasons operat-
ing own automobiles, wishes to associate with
manufacturer to give flying exhibitions, train
others and prosecute business generally. Ex-
cellent reputation. Address “Equilibrist,”’ care
AERONAUTICS. (C)

AVIATION MEETS—An expert in arranging
and managing aviation meets, having the wid-
est experience and best connections, is in a
position to promote and conduct aeroplane con-
tests for aero clubs and others. Address Avia-
tion Manager, care AERONAUTICS.

FOR SALE—50-horsepower “HF,” or Harri-
man, aviation engine, new, $700. This is the
same size engine that the Harriman Motor
Works are charging $1,675 for. Address Box
3, Girard, Kan.

AVIATORS WANTED—First-class
ics, engine men, aeroplanes and motors. Best
terms offered. References required. Aero
Clearing House, 299 Broadway, New ee

(

PARTNER WANTED, by aviator just arrived, licensed
pilot of the Aero Club of France. long experienced in fly-
ing, to SELL TWO NEW WONDERFUL FRENCH
MADE MOTORS 30-35 HP. and 50-60 HP. air-ccoled.
Run as long as they have a drop of gasolene. Will sell
delivered in New York for $1250 and 31750. Am sole
agent for U.S.and Canada. Using same on my Bleriot.
Only parties meaning business need apply. AVIATOR,
51 West 84th St., New York,

mechan-

March, tort

PATENT LIST.
William F. Sullivan, Mt. Vernon, Ohio, 976,-
2

312, Nov. 22, 1910. Filed Sept. 13, 1909. AU=
TOMATIC BALANCING MECHANISM FOR
FLYING MACHINES. Pendulum system,

weighted swinging frame, actuates valves ad-
mitting compressed air or similar agency to
move piston and levers controlling aeroplane
surfaces.

Francois Lebreil, Villeurbanne, and Raoul
Desgeorge, Lyon, France, 976,582, Nov. 22, 1910.
Filed Nov. ¥7, 1909. AEROPLANE. Improved
monoplane, bicycle chassis, low center of grav-
ity for lateral stability, shifting seat, fore and
aft control, concave sustaining surfaces curved
downward, with greatest dimension of plane
in longitudinal direction.

Herman Thaden, Atlanta, Ga.,
22, _1910. Filed Nov. 20, 1909. -AITRSHIP.,
Multiple following surface monoplane, with
feathering movement of propellers tending to
propel and lift.

976,709, Nov.

John Holmes Wilson, Middlesex Township,
Cumberland Co., Pa., 976,765, Nov. 22, 1910.
Filed May 26, 1909 FLYING MACHINE.

Double monoplane, diamond frame, vertical rud-
ders, fore and aft, produce twisting effect in
connection with control mechanism.

Thaddeus S. Harris, Modesto, Ill., 976,873,
Nov. 29, 1910. Filed March 30, 1909. -AIR-
SHIP. Helicopter. Shifting weight of passen-
gers to control direction.

Louis Adolphe Hayot, Beauvais, France,
976,876, Nov. 29, 1910. Filed Aug. 31, 1909.
AEROPLANE. Automatic equilibrium by di-
hedral wings jointed at the shoulder, moving
forward and back in a horizontal plane.

~

lic. a line. 7 words toa
line. Payable in advance.

FOR SALE—50-H.P. Harriman motor, com-

plete, Schebler carburettor, $100 high-tension
magneto. Everything new. Has been run

only once this month. Is being sold by the
people for $1,675. My price $900
Address care AKHRONAU-
eS: 3 Ce)

Harriman

cash. Harriman,

AVIATOR, licensed pilot Aero Club of France, long
experienced in flying, jnst arrived from Paris with his
genuine Bleriot monoplane, wants Flying Exhibition con-
tracts. Don’t reply unless you have something real
good. AVIATOR, 51 West 84th St., New York.

MOTOR FOR SALE—100-horsepower Emer-
son aero motor. Has not been run 4 hours.
In perfect condition. Price, $1,000. Address
Motor, care AERONAUTICS. (C)

AMBITIOUS YOUNG MAN, American, with
several years’ experience in both the construc-
tion and operation of gasoline engines and
aeroplanes, and capable of designing, construct-
ing and flying a complete outfit, is willing to
connect with some party who wishes to enter
the aeronautical game as a business venture.
H. D. Webster, 27 Jefferson Ave., Brooklyn,
IN-CAYS Cc)

WILL PAY GOOD PRICE for a copy of the
August, 1909, number of AERONAUTICS. Ad-

dress G. I. Campbell Wood, Secretary, Aero
Club of America, 29 West 39th street, rn
York.

AERONAUTICAL business making indispen-
sable aeroplane part ‘needs moderate capital
for expansion. Business established and well
known; already profitable. Big season ahead.
Address R. S., care of AERONAUTICS. (C)

112

AERONAUTICS March, 1911

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We manufacture RIBS, SKIDS, PROPELLERS, HOLLOW WING BARS, Etc.
Our equipment is perfect and we are prepared to execute any special work.

1339-1349 CLYBOURN PLACE

Chicago Embossed Mldg. Co., Se nekCO, 14

In answering advertisements please. mention this magazine.

AERONAUTICS

20 Years Experience

ob ofosdo oho ofooge of ofe ofe ofosfo fe oho fo ofocfeag

PATENTS “am $35

Remainder payable when patent is granted. Send sketch
of your invention for advice as to patentability, &c.
Books ‘“‘Successful Patents” and “Stepping Stones”’ free.
Latter contains over 200 hints of inventions wanted. Pat-
ent obtained or fee returned. Clients’ patents sold free.

RICHARD B. OWEN, Department 5, Washington, D. C.

HAVE YOU AN IDEA?

IF SO, WRITE FOR OUR BOOKS:
“Why Patents Pay,’’ “100 Mechanical Movements”’

and a Treatise on Perpetual Motions—50 Illustrations
ALL MAILED FREE

F. G. DIETERICH & Co. PATENT LAWYERS
803 OURAY BUILDING, WASHINGTON, D. C.

Carath Oval Tubing

For DEMOISELLES and other Aeroplanes
CARRAN & HATHAWAY

Worcester, Mass., Sta. A

Price: 25c per Ft. Sample on request
Section Full Size, No. 22 and 24 Gauge

of successful patents, mailed free.

SPP E EE PEEP ES be A / E N i S PEE ehh eb

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK, PATENT ATTORNEY

913 F STREET, WASHINGTON, D.C.
| HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

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AERONAUTICS A SPECIALT

a ee ee
Improvements in Aerostructures should be protected without delay.
experimenting, and your discoveries may be made and patented by others.
unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selden
Patents control the Automobile. Do not give your ideas away ; protect them with solid patents.
We render an opinion as to the patentability of any invention without charge. Send usa
sketch and description, photographs or a model for immediate report. d ‘ ;
Booklets giving full information in Patent Matters, a list of needed inventions and a history
Write for them.

H. Ellis Chandlee & Company

March, torr

SPECIAL ATTENTION TO AERIAL
NAVIGATION

256 BROADWAY, NEW YORK CITY

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Our Books for Inventors Free

Send sketch for opinion as to
patentability. Specialists in
Aeronautics.
BEELER & ROBB
Patent LAWYERS

87-90 McGill Bldg. Washington, D.C.

PATENTS

Cc. L. PARKER

Late Examiner U.S. Patent Office

Attorney-at-Law and Solicitor of Patents
American and foreign patents secured promptly and
with special regard to the complete legal protection of
the invention. Handbook for inventors sent upon request
30 McGill Bldg.

WASHINGTON, D. C'

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A seemingly

PROMPT AND PROPER SERVICE
1247 F Street, Washington, D.C.

__, PATENT YOUR IDEAS

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In answering advertisements please mention this magazine.

AERONAUTICS

eae RT eA. ls

Rex Smith Aeroplanes Made Commercially.

The recent issues of ‘Aeronautics’ have
contained interesting accounts of the flights of
the Rex Smith aeroplane.

Hitherto unheard of as a designer of aero-
planes, Mr. Smith and his assistants have
quietly pursued their work of developing the
commercial aeroplane. Freedom from accident
and great facility of control have been marked
evidences of the success of these early per-
formances. Three novices have flown the ma-
chine with perfect ease and demonstrated the
value of the strength and simplicity of the
apparatus.

The company claims for the machine a range
of flying speed between 25 and 65 m. p. h.
This machine is only an experiment and in no
Way comparable with the next development,
which embodies the results of the valuable
data obtained from the months of actual fly-
ing with the number two machine. The pol-
icy of the company is to establish a permanent
business of a high character and nothing has
moved Mr. Smith to abandon his original de-
cision, i. e., develop a machine which no com-
petition can embarrass.

This farsighted policy is obviously a good
one, and no phase of the business future has
been overlooked. The offices of the company
are in Washington, D. C., in a modern office
building, owned by the president of the firm.
College Park, Washington’s best flying grounds,
is but a few minutes distant either by train
or trolley. The coming activity of the govern-
ment, the Aeronautical Reserve, and the Na-
tional Aviation Co., all located at College Park,
made it of additional advantage. The company
is in possession of the famous charter rights
granted by act of the Maryland legislature
to the American ‘Aero Exhibition Co., of Col-
lege Park, Md., which charter gives the com-
pany control of all flying exhibitions and con-
test privileges. This charter is very valuable,
as College Park is a tremendous flying ground
with every advantage to the national capital.

Mr. Smith, vice-president of the company,
is a patent lawyer of twenty-nine years’ prac-
tice, and Victor J. Evans, the president, is the
head of one of the largest firms of patent at-
torneys in the country. Associated with these
gentlemen is a strong coterie of patent experts.
No phase of the patent end of Mr. Smith’s ma-
chine has been overlooked, and applications
have already been allowed that will prove of
great value to the company.

The company is incorporated with a capital-
ization of $500,000.

Goodrich Window Display.

A window display that is proving very in-
teresting to the public has just been installed
at the headquarters of the B. F. Goodrich Com-
pany, in New York City, at 1780-1782 Broad-
way. It represents the tapping of rubber trees
in the Para regions of South America and mak-
ing the crude into biscuits at a natives’ camp.

The transcontinental trip of A. L. West-
gard recently, covering 4,600 miles over the
deserts and mountains of the western country,
is a monument to the rubber tire industry and
the Goodrich in particular. Two of the tires
of a 4,400 pound car had New York air in them
When San Francisco was reached.

Clarke’s Flyers.

We have received from T. W. K. Clarke &

Co., High Street, Kingston-on-Thames, Eng-
land, two sample models and their catalogue

of materials for model making. England has
thousands of boys and men flying models in
competition, and in this respect, at least, are
“way ahead’ of America. Gears, thrust bear-
ings, struts, air-cooled engines, strut connec-
tions, gold beaters’ skin, bearings, and a hun-
dred other supplies, all in miniature for mod-
els, are listed.

One model of which
flown 900 feet.

a feature is made has

VOA RK ET

March, torr

Pe bAvCrr

New Detachable Tire.

The danger of losing tires has been reduced
to almost nothing by the recent perfection of
the Goodyear wing detachable aeroplane tire.
It is absolutely impossible for a Goodyear tire
to be torn from the rim. They are held to the
rim in the vise-like grip of piano wire tape
which is imbedded in the base of the tire. No
matter at what angle the wheel strikes the
ground it is impossible for the tire to come off
so firmly it is held to the rim.

also little danger of puncturing
these tires when they abruptly strike the
ground. They are made with an extra tough
tread that prevents punctures. They have the
greatest possible resiliency, which makes land-
ing a comparatively easy matter.

There is

These tires are used and indorsed by the
best aviators of the day, including Capt.
Thomas Baldwin, Clifford B. Harmon, Charles
K. Hamilton, J. J. Frisbie, Harkness, Wilcox
and other American and foreign aviators.

The Goodyear tires are made to fit the rims
on Farman and Bleriot and other foreign and
American-made machines.

Goodrich shock absorbers, of high-grade
Para rubber, can now be had in both the Far-
man and Bleriot types. These are not carried
in stock, but are made to order, because of the
great variety of sizes. syoodrich shock ab-
sorbers are being used by the Wright Com-
pany, the Burgess Company and Curtiss, Dr.
William Greene and the United States Signal
Corps.

The Church Aeroplane Company’s new Cur-
tiss type ’plane will be at the Boston Show,
fitted with the new 6-cylinder Kirkham motor.

INCORPORATIONS |

Hempstead Plains Aviation Co., Garden City,
L. I., $50,000. Incorporators: Alfred J. Moi-
sant, A. E. Wupperman, Gage E. Tarbell, Allen
W. Evarts and Chas. S. Butler Tarbell and
Evarts are officers of a local land company
which owns some of the Hempstead Plains.

Brooks Aeroplane Co., Saginaw, Mich., $5,000.

Rex Smith Aeroplane Co., Washington, D. C.,
$500,000.

Meteoric Aeroplane Co., of New York City,
witha, capital’ fof) $105000. “here Vare snine
directors, among whom is Louis A. Leavelle,
213 West 53d street, New York City.

Kansas City Aviation Training School, Kan-
sas City, Mo., $2,000. Henry J. Rahe, G. 8.
Bennett, C. H. Rahe and M. C. Bennett.

Andrew Smith, of Traverse. City, Mich., is
to form an engine compan? “300,000 stock
to build engines of his is @;

ae = +

Chicago Aeroplane Co. Straat
Barrows and W. L. Wilson.

and W. ~-H.

Swain Shows, of New Orleans, are
group of aviators to be
known as the ‘National Aviators.” Among
those already signed is J. J. Frisbie. R. O.
Rubel, Jr., & Co., of Louisville, Ky., are sup-
plying a “Gray Eagle” Curtiss-type biplane
equipped with an ‘‘Aeromotor,’” made by the
Detroit Aeronautic Construction Co. Perhaps
Forepaugh and the other big circuses will be
the next in line.

The W. I.
gathering together a

113

AERONAUTICS

Henfeofoofofooge ro cfonfeofeofesfoote ofa chee erde ontenteofeofote de ote Hooks

iWe Always
said So, but
some Didn't
Believe It

@ “I would rather have a

page in your large publica-
tion than some space with
you and some in two or
three other publications. I
sincerely believe that you
have the only real publica-
tion in the field. For solid
editorial matter and for
worth-while circulation and

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advertising return, I am
sure you don’t have to take
your hat off to anybody—
and this statement is based

on results we have received.”’

—Advertising Manager of one of the
largest advertisers in the automobile

Pb bb bebe feof ofooheohecfefofoohoofoohocfocfoofoofoofoofesfocfocfoofoofoahocfoafocfoefo che aoofooge

accessory field and, of course, an

advertiser in ‘‘ AERONAUTICS.’’
Feb. 7, 1911.

have had my adver-

Patent for some time

q “
tig
now and find that I get
more replies from ‘Aero-
nautics’ than from any
other two magazines.’

—Another Advertiser, Feb. 11, 1911.

BeBe Be feed ohe Fete cfoege ohooh oho ofe fo cge oho oho oho fe oe ofe ole nfo ofo ego fe

EvoseteotstesfotestnteteofstesfsteofstecfsteclsdocfefeteofecoobecoeBecoafedeofesfeofodoofosoobodoofetooe

Beh bob ob oho fo cfecfocgecfocge ote cforte ote cfacfectecfecsectectectectocteclocloote

March, torr

250 West 54th Street
New York City

CABLE: AERONAUTIC, NEW YORK
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AERONAUTICS PRESS, INc.
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ADVERTISING REPRESENTATIVES:
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MARCH, 1911 Vol. 8, No. 3

COPYRIGHT, 1910, AERONAUTICS PRESS, INC.
Entered as second-class matter gapteuhor 2 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.
AERONAUTICS is issued on the 20th of each month
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ing pages close on the 15th.
@. Make all checks or money erdexe free pee
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. 3 n

Eva

No. 44

WHAT THE AERO CLUB MIGHT DO.

In a recent issue of “The Philadelphia In-
quirer,’” Birdman, the aeronautic expert of
that newspaper, whose editorial comments are
closely scanned by aeroists all over the coun-
try, made some pointed suggestions to the
Aero Club of America. Brief excerpts from
3irdman’s article follows:

“As the Aero Club of America is showing
signs of increasing activity, it may be in order
to suggest that it shall organize competitions
for the purpose of encouraging inventors and
for a study of mechanical possibilities. Take,
for instance, the matter of aeroplane engines.
No official body has ever made a test of aero-
plane engines in competition in this country.

“Why not duplicate here the Alexander prize
contest that was held in England recently?
As the engine is the heart of the aeroplane
problem it would be a valuable project to or-
ganize various competitions in this country, in
order to bring out new ideas and stimulate
the activity of the aeroplane engine producers.

“Competitive prize contests for automatic
stabilizing devices would be another very de-
sirable project for the Aero Club to take hold
of.

“New ideas!
be adopted by

That is the slogan that should
the Aero Club of America. Or-
ganize contests, offer prizes, get ingenious
minds together in competition! Throw open
the doors wide enough to let the delegates
from the foolish ward come in, rather than
keep out a single man who has the merest
germ of a practical idea. Don’t be afraid of

the cranks. Lilienthal, Langley and Chanute
were cranks in their time, and Chanute was
the only one of the three who lasted long

to live down the reputation and hear
tune.

enough
the knockers change their

“All of which (to turn off the steam heat
right here, before we get too warm), is re-
spectfully submitted to that coterie of gentle-
men in little old New York, the Aero Club
leaders, who are giving freely of their time
and money for the advancement of aeronautics,
and who may—mind you, I say ‘may’—know
as much about it all as does Birdman.”

114

t~RONAUTICS March, 1911

renee eed M O t O r C a r
Jel Si-froncis: Company

San Jrancisce
Septembe~' 20, I910 Manufacturers of

Complete Aviation Power Plants

@ Motors, propellers and radiators

built within our own factory, al-

Hall-Scott Motor Car Compeny,

Sdn Francisco, California ; ; : :
= : lowing of correct balancing of com-

tlemen:= ponent parts, and a corresponding

After a thorough inspection and test of one of maximum degree of reliability and

t 8-cylinder V-shape aviation motors at your factory, 1 efhciency. @ An American-built
convinced that you have the best aviation motor built motor, used and endorsed by pro-
Ansrica.

fessional aviators as well as novices.
Kindly express the motor I ordered to Sacramento

goon as possible, CHAS. K. HAMILTON

Aviators of America
Yours very tmly,

hat, is, J. J. FRISBIE

Aviators of America

DIDIER MASSON

Los Angeles Times flight, 80 miles cross country and directly over Los
Angeles.

Capt. THOS. S. BALDWIN
Baldwin Aviation Co. Motor shipped to Hong Kong, China.
FRED. J. WISEMANN

Most successful novice at San Francisco Meet.

New York Representative

JOHN H. DAVIS
25 Broad Street

G 5 Type A-2
atalogues oprmemuest 60 H.P., Motor and Propeller

HALL-SCOTT MOTOR CAR CO., San Francisco, Cal,

AERONAUTICS March, 19

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Our Balloons Made Good

=IN THE

National Race, Indianapolis, Sept. 17th, 1910

RESULT: Two Balloons in the International Race, St. Louis,
October 17th, 1910. The Only American Made Balloons in ‘
this Contest—which proves that we are the Leading Balloon Manu- «+
facturers in America—look at our past records. ;

a

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a

Largest in America—testing with Air
CHICAGO—9 Competitors—Won both Distance and Endurance
trophies by a big margin.
INDIANAPOLIS—6 Competitors, Ist and 3rd_ prizes.
PEORIA—3 Competitors, Ist Prize.
ST. LOUIS—9 Competitors, Ist, 2nd and 4th Money.

CAN YOU BEAT THAT!

How we do it: by using the very best material in the country ; building on safe,
practical lines, with good workmanship.

AIRSHIPS —AEROPLANES—INSTRUMENTS

FRENCH AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

9. on
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In answering advertisements please mention this magazine.

Z

YY

YY

_-- !
Le

PUBLISHED MONTHLY BY

AERONAUTICS PRESS, Inc.
250 West 54th St., New York

Subscriptions in the U.S. A. and possessions, $3.06
Canada, $3.25 : Abroad, $3.50

SINGLE NUMBERS. 25 CENTS

4 CSS (
SS
Wet

x
NSS

S

\ Sample Letter-Why Experiment?

Mineola, LL. I.; February 28th, 1911.
ELBRIDGE ENGINE COMPANY,

Rochester, N. Y. Attention Mr. DeLong.

Gentlemen:—

I have watched your engine which Frank Paine used here and feel
sure if you have a 4—cylinder 1910 "Featherweight" engine you can ship
us immediately at a fair price, I can make good with it.

Mr. T——--—— had a talk with Mr. DeLong last year and he made him
a proposition which Mr. T——--—— did not accept at that time, but if
you have a second-hand engine at this time send us your terms as soon
as possible.

I have been using a —--—--—— motor in the T--—-—— plane but
recently after a half-mile flight this motor went entirely to pieces,
leaving us with a number of bookings we cannot fill without power.

Our machine was taken as a model and her measurements used by
Mr. Gill in his continued article on "How to Build a Curtiss Biplane".

Hoping to hear from you by return mail, I an,

Yours truly,

The motor used by Mr. Paine, we are informed, was one originally
id to a professional aviator and seized for debts when he was hired to
7 with another engine. It has been lying around Mineola for nearly five
onths, without attention, but was ready to fly when called on. “ American
mateur Aviation’”’ free for the asking.

BRIDGE ENGINE COMPANY

10 Culver Road, Rochester, N. Y.

ribson Propellers aa et El Arco Radiators

AERONAUTICS April, 1911

DON’T BE DISAPPOINTED

but get enough power

to fly and not “‘cut grass’”’

Profit by: the experiences of others;
The Engine that stands up to the
work and is the “last word” in engine
building. ee ee ee ee ee

ANTONY JANNUS and REX SMITH at
Washington, D. C., without a single accident.
cA record unequalled by~ the best of flyers.

Be ‘‘Wise’’ and get our Information

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Office: 1737 Broadway

(Buick Building)
J. R. Westerfield Telephone 782 Columbus

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In answering advertisements please mention this magazine.

AERONAUTICS April, 1911

Grahame-White Biplanes

CONVERTIBLE TYPE FOR ONE OR FOR TWO PASSENGERS

RELIABLE—FAST :: Built to the exacting requirements of MR. C. GRAHAME-WHITE
By BURGESS COMPANY AND CURTIS, Marblehead, Mass.

BURGESS BIPLANES

(Licensed under the Wright patents)

Wt Ed
Single- Two-
passenger

passenger
models
B and C model D
WY W

MODEL D IN FLIGHT:
Two Striking Endorsements: @ Mr. JC. Taw -White’s first order was for SEVEN Biplanes designed and

built by us. Wright Company, on account of the excellence of cur construction,
invited. us to become the first manufacturers in America licensed to build aeroplanes under their patents.

Burgess Company and Curtis Marblehead, Mass.

PARAGON PROPELLERS WIN

e

a PaRAaONV "Pe TOM re Li
ry eee
TASS

ies

Reduced facsimile of very large photograph presented to us by Mr. Chas. F. Willard. Taken at the start of his
great Los Angeles-Pasadena flight. He wires us that this 7-ft. 9-in. propeller gives 390 lbs. thrust at 1,100 r. p. m. on
his Gnome engine.

Using a Paragon propeller Mr. Glenn Curtiss won the great speed contest at Los Angeles, defeating Radley
(Bleriot), Ely (Curtiss), Parmelee (Wright) and Latham (Antoinette.)

We guarantee satisfaction and better thrust than any other propeller of equal pitch and diameter.

We will send you price list and a printed form for information about your machine so we can advise you just
what propeller to use.

Here are some of the sees as our customers report them:

Willard, 734 feet diameter, 5.70 feet pitch, 390 lbs. thrust at 1100 r. p.m. Curtiss, regular, 7 feet diameter, 5.65 feet
pitch, 360 lbs. thrust at 1200 r. D. nn Curtiss, racing, 742 feet diameter, 7.00 feet pitch, 420 lbs. thrust at 1000 r. p.m.
Smith, regular, 9 feet diameter, 5.92 feet pitch, 560 Ibs. thrust at 1000 r. p.m. Smith, racing, 8 feet diameter, 8.60 feet
pitch, 360 Ibs. thrust at 700 r. p.m.

AMERICAN PROPELLER COMPANY - WASHINGTON, D. C.
Makers of the Celebrated Paragon Propellers

In answering advertisements please mention this magazine.

AERONAUTICS April, Torr

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WINNING MICHELIN GRAND PRIZE ($20,000) FOR A FLIGHT

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In answering advertisements please mention this magazine,

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AERONAUTICS

April, 1oTT

A TRANSCONTINENTAL AERO WAY

By Morris Wm. Ehrlich.
SECRETARY, AERONAUTIC ALUMNI ASSOCIATION, W. S. Y. M. C. A.

HE rapid development in the art of avia-
tion may no doubt be attributed partially
to the generosity of some of the wealthy
men and newspapers, who in the way of

monetary offers, have lent encouragement to
the bird-man. It is a well-established fact,
however, that the investment in air-craft for
any special occasion or competition and the
expense incurred by maintenance and other-
wise, especially in long distance flights, comes
somewhere near balancing the amount of the
prize offered, and sometimes the expenditure
may exceed the sum won.

To encourage cross country flying in Amer-
ica, William Randolph Hearst, of the ‘New
York American,’ some time ago offered a prize
of $50,000 for a coast-to-coast flight. The
achievement of such flight would no doubt
still further aid in establishing the aeroplane
as a practical vehicle of conveyance.

The rules governing the transcontinental
flight of about 3,000 miles, leaves the choice
of a route to the discretion of the aviator,
though the start must be made either at New
York City or Boston, and the finish at Los
Angeles or San Francisco, or vice versa, from
West to East, with a landing at Chicago. The
entire distance must be covered within 30
consecutive days and the aeroplane may be
repaired as found necessary, but the contestant
must use the Same machine until the goal is
reached.

The amount offered by Mr. Hearst will no
doubt be increased considerably by the con-
tributions of some of the local newspapers

along the line of flight and by independent
parties.
Many noteworthy performances have been

accomplished both here and abroad by cross
country fliers who rely either upon maps or
upon their knowledge of the topography and
surroundings of the country. But the fate
John B. Moisant, known the world over for
his cross-country feats, flew from London to
Paris, territory wholly unknown to him, by
the sole guidance of a compass. In his many
other flights in the United States and abroad
he has demonstrated the feasibility of the reli-
ance upon the direction of a compass in pass-
ing over foreign territory.

For those contemplating the trip across the
United States via aeroplane, a general cross
section of the country is given in the accom-
panying diagram, on which is shown the gen-
eral aero way described below. The nomencla-
ture represents the following:

N. Y.—New York City; A. M.—Appalachian
Mountains; C.—Chicago; R.—Mississippi River;

M. V.—Mississippi Valley; G. P.—Great
Plains; R. M.—Rocky Mountains; G. I. B.—
Great Interior Basin; S. N.—Sierra Nevada;

S. F.—San Francisco. The dotted line repre-
sents the line of flying altitude of the aero
way. To this are added the various altitudes
of the different clouds, shown with their re-
spective names, abbreviated thusly: S.—stra-
tus; N.—nimbus; Cu.—Cumulus; S. C.—Stratus-
cumulo; while A. and P. stand respectively for
the Atlantic and Pacific Oceans. Another point
is A. H.—marking the unofficial altitude
record of the late Arch Hoxsey, amounting to
apvroximately 11,500 feet.

The general physical divisions of the United
States in order from East to West, arrange
themselves in three sections and are:

Section 1—The coastal plains and plateaus
between the Atlantic Ocean and Appa-
lachian Mountains.

Section 2—The extensive plains and plateaus
from the Appalachians to the lofty range
of the Rocky Mountains, and

Section 3—From the Rockies,
plateaus and the groups
chains of the Western coast.

The air-line or course of the aero way out-

lined hereafter, is approximately in a direct
line from New York City to Chicago, thence
directly to San Francisco, or vice versa, from
the West to the East, high above all danger-
ous obstacles. The aero way proper is, how-
ever, fundamentally based on the considera-
tion of both the meteorological variations, as
observed at the various stations of the U. 8S.
Weather Bureau, and the physical divisions
arranged in three general sections aS named
above.

Commencing the flight in the East, one

should attain a general altitude of about 2,500
feet above the sea and pass over Section 1,

covering the
of mountain

8
8

oe
°
°
°

we
°
°
°

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3
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oa
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Section 3

Section 2

20

Distance from East to West

in Hundreds

'
lL le aL sn See

35 Jo Ss 4 3
of Miles

GENERAL CrRoss- SECTION OF THE. UNITED STATES
MORRIS WM. EHRLICH

AERONAUTICS

Temperature

aa ann

SECTION 1

im
les
five | ing uioss]| 10 | 10 [30

in

se |

| Atlantic
Ocean
to the
| Appalachian

Mountains

Miles leaipery hour

SECTION 2

Appalachian
Mountains
to the
Rockies

SECTION 3

Rocky
Mounfains
te the

April, Torr

pera [alo [oe Poe oT

5 [ss [72 [e0 [os [so] «2 [6] s+]

=| ve[es [eofer | «al =7| o| =|
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ei oe ea
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eee eb eee pore ee
lobe fo ace So

22 | 3: |
T7 Tele |

in
Miles per how cs ft aefe [a foe ie ei Loi ann

Pacific
Ocean

Pressure iniks persgfoot| a5 [22 |. 50 |-s0 [5 | -2 |

22 fas [os [es [32 | ze |

eee ocleee aed nel arr ie ea

Mran MontTHiy VARIATIONS

OF THE WEATHER IN THEU.S.

Morris Williom Ehrlich

at that height. This includes the low coastal
plain extending west for about 40 miles and
having a general elevation of 250 feet, and the
plateau region adjoining, which is about 100
miles wide and rises to about 1,000 feet at
its western boundary which meets the pic-
turesque range known as the Appalachian
Mountains. These narrow ridges are separated
one from another by intervening trench-like
lowlands, and extend for about 100 miles,

joining the Mississippi Valley.

The mean temperature of this territory
varies from 20 deg. F. in winter to 80 deg.
in summer, having an annual mean at sea
level of 54 deg., and the mean velocity of the
prevailing wind blowing southwest, is 9 miles
per hour. But at the flying altitude of 2,500
feet, the annual conditions will have varied
thus: the temperature will be about 47 deg.

with a corresponding wind velocity of about 18
miles per hour though the resultant or effec-
tive pressure will be equivalent to approxi-
mately .45 of a pound per square foot, for the
atmospheric pressure will have decreased to
13.45 pounds per square inch.

Having crossed the Appalachian Mountains,
one must gradually rise to a general altitude
of 4,000 feet and cross Section 2 at that height.
The territory to cover thus, is the Mississippi

Valley and the Great Plains, which extends
west for about 1,200 miles and then joins the
Rocky Mountains.

Traveling towards the west over this region
of grass-covered prairie plains, one must not
forget to alight at Chicago, this being one
of the requirements to fulfill the conditions.
This brings one into the more pleasant plains
of the lakes which rise above the water about
300 feet and have a general elevation above
the sea level of 800 feet.

Continuing the flight above the unvaried
patchwork of grass, one may notice the differ-
ence in the humidity of the surrounding at-
mosphere, though still high above the level,
gradual rising land. The view, indeed, be-
comes most pleasing as the former monotony
is broken by winding stream-formed valleys,
and by the flourishing towns and yillages, and

the variety of hues offered by the different
species of vegetation.

These lowlands gradually rise by insensible
gradations and meet the barren highlands or
plateaus of the Great Plains which in turn,
again, rise to meet the Rocky Mountains at
an elevation of about 5,500 feet.

The mean weather for this whole section

varies slightly from that of Section 1, result-

ing in a mean annual temperature of 48 deg.

F. at sea level with a corresponding wind
blowing in a southwesterly direction at a
velocity of 11 miles per hour. At the mean

altitudes of flight of 4,000 feet the tempera-
ture will be about 35 deg. while the wind will
be blowing at the rate of 25 miles per hour
with an effective pressure per square foot of
.61 pounds on account of the decrease in at-
mospheric pressure to 12.7 pounds per square
inch.

The country remaining to be crossed now.
Section 3, extends for about 1,200 miles to
the Pacific Ocean and is the highest and most
rugged portion of the United States.

Now, rising to a flying altifude of about
7,500 feet one must continue at this general
height.

First, one meets the lofty range of the Rocky
Mountains, having a general elev ation of 6,000
feet, while the more prominent peaks rise to
10,000 feet and as high as 14,000 feet. In
traveling by land, to cross these mountains,
detours have to be made to get around them,
while by traveling in the air, one may and
should pass over, high above all obstacles.
Having crossed the Rockies one now reaches
the rugged region of plateaus, known as the
Great Interior Basin, which has a_ general
elevation of 3,500 feet. This desert-like re-
gion, with its dry climate is chiefly known by
its “inland lakes,” streams that do not reach
the ocean. Continuing west, one now again
faces’ the more lofty peaks of the Sierra
Nevada range, which rises to a general eleva-
tion of 7,000 feet and as high as 12,000 feet.
Having crossed these barriers of the coast
one passes into the region known as the Valley
of California, rapidly approaching the goal,
San Francisco, erick is seen in the distance.

116

AERONAUTICS April, 1911

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Dampness and cold above the earth causes shrinking of the
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Its invention is the result of an exhaustive investigation by experts in
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Goodyear Aeroplane Fabric is the
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In answering adadvertiseme S please mention this magazine.

AERONAUTICS

LAER AAIA AI RIN A a RR eos NC RCo a

SOK HI IH III III III II IIIA II IIIA AAI AAAI AAAI KA AAA A AAAAAAA AA AIK

FHI II III I IIH KIKI IKI IIH III KK KIKI AKI KK

400 POUNDS THRUST with a
Roberts 40-50 H. P. Aviation Motor

READ THE BROOKS LETTER BELOW

1-100 sec. exposure at 900 r.p.m. absence of blur shows freedom from vibration.

EXACT WEIGHT 170 lbs. complete (not stripped) EASY TO START, as spark is same, irrespective
of advance, as the drive and not the circuit breaker is advanced.

Will run indefinitely without distress or overheating. Just the motor for sustained flight. The best
evidence of Roberts Quality is the fact that Mr. Armstrong of the Brooks Aeroplane Company had the
choice of the best foreign and American makes and selected the Roberts after trying several other well-
known makes. The results of the test made under his personal supervision is given in the following
letter:

BROOKS AEROPLANE COMPANY

TO WHOM IT MAY CONCERN :— Saginaw, Michigan, March sth, 1911.

Representing the Brooks Aeroplane Co. of Saginaw, Mich., manufacturers of aeroplanes and desiring
to purchase for them a high grade, efficient and trustworthy aeroplane motor, the undersigned arranged
with the Roberts Motor Company, of Sandusky, Ohio, for a test under personal supervision and service
conditions of one of their model 4-x aeroplane motors, and would certify to the following facts:

Mounted on testing stand, swinging a Paragon propeller 8' diameter and 5! pitch, the motor developed
and maintained a thrust of 400# at 900 revolutions per minute, ran smoothly and without »ny trouble or
difficulty of any kind for a period of five hours and showed no cause or reason why it could not have still
continued this endurance test for another period of as many or more hours.

During this test the motor was continuously under my personal supervision and there were no ad-
jJustments nor attention required of any kind. All the conditions of the test were the same as if the
motor had been mounted in an aeroplane, (except of course, that the motor was mounted on a testing
stand), the cooling water being circulated through a honey-comb radiator by the pump of the motor
itself. The motor ran perfectly cool, showed no signs of overheating, never back-fired, and at the end of
the test was in as good condition as when the test began. The speed control was all that could be de-
sired, the absolute freedom from back-firing and the special magneto spark advance allowing all changes
of speed to be made without affecting the smooth running of the motor in the least. The motor started
easily, is economical of fuel, lubricates perfectly and ran until the spark was cut off.

Upon the showing made, the motor was accepted, the motor being in fact more than satisfactory and
more than fulfilling the claims made by the Roberts Motor Company.

The writer knows of no motor on the market today that combines the simplicity, power for weight,

high grade of workmanship, ample strength of all working parts, and dependability, as does the Roberts

Aeroplane Motor.
Yours very truly, BROOKS AEROPLANE COMPANY,

(Signed) E. R. Armsrrone, Aviation Engineer.

Write today for catalogue and prices

The Roberts Motor Company, 142° Columbus Avenue

TAA OOOO UU UU CE IO)

In answering advertisements please mention this magazine.

April, Torr

z
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BEM ONAUTICS

The hot and arid climate of this Western
coastal region affects the mean annual con-
ditions of the whole section thusly: from a
temperature in the winter of 30 deg. to a sum-
mer condition of 75 deg. with an annual re-
sultant of 52 deg. F. The corresponding veloc-
ity of the wind blowing in a northwesterly
direction, amounts to about 8 miles per hour.

At the altitude of flight the temperature will
decrease to about 31 deg. with a correspond-
ing increase in wind velocity to 20 miles and
a resultant effective pressure of about .32
pounds per square foot, because of the de-
crease in atmospheric pressure to 10.45 pounds
per square inch.

Having briefly described the physical con-
ditions in relation to the aero way and slightly
touched upon the conditions of the weather,
we will now examine the monthly meteoro-
logical variations given in the accompany-
ing tabulation:

This table gives the mean temperature, wind
velocity and its prevailing direction at sea
level for each month of the year, together
with the computed variations for the three

foot Rien eR «©

April, Torr

consecutive sections, representing different ele-
vations, with an added column of effective or
resultant wind pressure.

This “effective” pressure is
assumed homogeneous atmospheric layer, be-
cause as the wind velocity increases with
height, the atmospheric pressure decreases cor-
respondingly.

With this data at hand, one may readily
decide the month for commencing the flight,
The trip should not take the form of a mon-

”

based on an

strous task, for by traveling at a mean
rate of 50 miles per hour, and 2 hours. per
day, or an equivalent mean daily travel of
100 miles, the distance of 3,000 miles may

be readily traversed in tne period allowed, 30
days.

The aero-champion who will accomplish this
trans-continental feat will gain immortal glory
for himself and his machine and aid in finally
silencing the critics who now consider the
aeroplane a mere toy, by proving the prac-
ticability of the new and ideal vehicle which
has now arrived and come to stay.

Bor Er i Oo ie As Ne

By W. R. Turnbull, M. E.

there is a description of a hydro-aerovlane
that is most interesting.

In this connection, it may be of interest
to describe two air-propelled hydroplanes, de-
signed and built by the writer in the years
1906 and 1907.

At that time I built these machines as
preliminary experiments for subsequent con-
version into hydro-aeroplanes, but the only

[' the “Scientific American’? for Dec. 17, 1910,

light weight engine I could obtain at that
early date was a 16h. p

“aeronautic motor” of

two cylinders, built by Duryea at Reading,
Pa., and this motor gave so much trouble and
proved so unsatisfactory that the tests with
the hydro-aeroplanes were never completed
and for this reason the machines were not
heretofore described.

Since the subject is again presented in Mr.
Fabre’s excellent design, it may be as well to
publish my incomplete results in the hope that
they may be suggestive to persons working
along similar lines. Other things being equal,
experimenting on and above water, has always

AERONAUTICS

appealed to me as being the safest and most
rational method for dynamic flying machines,
until aerial navigation is a solved problem.

The machine built in 1906 is shown in
Figures 1 and 2, and consisted of a scow-like
boat-body with five double-curvature hydro-
planes beneath, formed of sheet metal sup-
ported by wooden ribs, with transverse arms
above the ribs attached to the bottom of the
boat.

A light superstructure carried twin air-
screws belted to the engine in the body of the
boat. The hydroplanes were fully immersed
but as the speed was increased it was sup-
posed the body of the boat would lift above
the water and the hydroplanes skim the sur-
face. The cross-arms prevented this, and, be-
sides, the air-screws were badly designed and
the engine gave constant trouble, so nothing
was obtained but a little experience.

The 1907 design was much simpler and bet-
ter (See Figures 3 and 4). The boat body was
entirely eliminated and the hydroplanes_ be-
came also the floats; the forming ribs being
completely enclosed in a water-tight sheet
metal covering.

Depending on the amount of immersion the
forward float could support weight up to 250
pounds and the rear, large, float up to 620
pounds when fully immersed. The weight of
the whole machine with engine and operator
was about 550 pounds.

The superstruature was of steel tubing
and the forward float was pivoted on this and
acted as a rudder (not very satisfactorily)
through the steering wheel shown.

One 6-foot propeller was directly connected
to the same Duryea engine, before used, and
a 54 pound flywheel was also used but the
torque of the engine was most uneven, caus-
ing constant trouble from sheared-off keys,
broken propeller arms and the like. All the

Pe 2 RY RZ Wy ONe

HE $10,000 prize offered for the fastest

flight from Belmont Park around the

Statue of Liberty and return was orig-

inally awarded the late John Moisant,
who had the nerve to take a straight course
over the houses of Brooklyn and who made
the best time.

White officially, through the Royal Aero
Club, protested the award to Moisant on the
ground that the latter had not flown an hour
during the meet as originally required by the
rules. A special meeting of the International
Aeronautic Federation was held January 10 in
Paris and the matter was referred back to the
mee Club of America, sustaining White’s pro-
est.

The Aero Club of America held a meeting on
March 14, and in view of the decision of the
I. A. I'., and in view of the fact that White
had made a “foul” by not flying outside all
the pylons in making the preliminary circuit
of the course in starting for the Statue, an-
nounced its decision in favor of De Lesseps,
the slowest man of the three who tried. The
club could not stand back of its original ruling
for fear of being ejected from the J. A. F.

Now White protests the award to De Les-
seps.

PEE SPOUT AT TSSuiH. ORIGINAL tae
During the meet the contest committee
changed the rules to the effect that it was not
necessary thereafter to make an hour's flight
to qualify for competition for the Liberty
prize. White, having been an ‘early bird,”
had already made his hour flight the first days
of the meet so as to have that part “cinched.”
He immediately objected to the change, but

April, ToTT

propellers .used were made with steel tubing
arms and hard-fibre blades and were in every
way inferior to the wooden propellers of to-
day.

The cross-section of the floats is shown in
igure 5, the dotted line being a dashboard,
for waves, that was found necessary.

The constant trouble with engine and pro-
pellers, and also the low power of the engine,
prevented any satisfactory results being ob-
tained and the experiments were consequently
abandoned.

With the long list before us of fatalities
with aeroplanes that have occurred in 1910,
it would seem well worth while to give
great consideration to any combinations of

WR Ternbyl/

aeroplanes and hydroplanes that are sound
from an engineering standpoint. The great
problem of aerial navigation 1s by no means
solved yet; our aviators are a race of “flying-
men,’ who are constantly “breaking their
wings,’ and who depend upon their own skill
and mental ability to maintain equilibrium.

At present the man is a 70 per cent. factor

and the machine is a 30 per cent. factor. Not
until all this is reversed, and we have a
dynamic flyer with automatic stability and

in which the machine is the 70 per cent. factor
will we be measureably in reach of the goal.

LOSE -.WGNe

the contest committee overruled him and he
entered the contest, however, with full knowl-
edge of the change in the rule, and he did not
fly in the race ‘under protest.” He apparently
accepted the conditions in force at the time
of the flight. He did not take the straightest
course to the Statue with his 100-h.p. Bleriot
and Moisant beat him with a 50-h.p. machine.

The judges also found the same evening,
upon receiving the report of the pylon ob-
servers, that White flew inside one of the
pylons in making his start, sufficient to dis-
qualify him on that score.

Other changes in rules were made from time
to time during the meet, all of which changes
were accepted. If the contest committee had
the right to make one change, it had the right
to make another, one might say. But there
must always be something upon which to hinge
a loser’s protest.

De Lesseps himself made no hour flight ac-
cording to official records, though one of his
flights did last an hour.

By his barograph record,
information, he undoubtedly

and from other
was in the air

more than an hour on one occasion. On the
records, however, he got credit for but 47
minutes. Under the system used, certain

hours were set apart for, for instance, duration
flights. Any time employed in flying before
or after this hour went for nothing so far as

counting toward the total accumulated dura-
tion figures in the division of prize money.

But in granting the Statue race to De Lesseps
the Aero Club took into consideration the true
time flown by De Lesseps, irrespective of the
system used during the Belmont for counting
time. And still they say “consistency is a
virtue.”

118

ERONAUTICS

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AERONAUTICS
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AERONAUTICS April, ort

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Prices and samples on application

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Box 78, Madison Square
NEW YORK

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AERONAUTICS

April, 1ort

WHAT OUR AEROPLANE BUILDERS NEED

all over the world, and the idea of flight

getting a strong hold on the popular

imagination. Much has been written
about how to fly, about the dangers of flight,
and about the profits of individual aviators.
There remains much which bears upon the
rearing of a substantial industry concerning
which few of us have given heed. The spec-
tator at a flying exhibition usually has one of
two sensations, either the hair-raising thrill
at the daring tricks of a too reckless operator,
or the feeling of how easy and simple it all
is. These two attitudes are revealed in the
expressions one hears at the flying exhibitions.

Those who do not want to go up with the
first aviator they see are loud in their con-
demnation of the art as too dangerous. Of
course, there is a middle ground, but the
easual observer does not often consider it.
In the same way aviators seem to be divided
into two types. Those who have never been
frightened consider flying safe and the present
machines creditable pieces of engineering. The
late John B. Moisant was one of these who
was not frightened until it was too late. His
article, ‘The Gentle Art of Flying,’ published
in a popular magazine, is a gruesome verifica-
tion of the existence of this idea. The more
thoughtful, and none the less brave, aviators
look at the hundreds of machines flying about
the country, and shudder at the thought of
flying in more than one or two in every hun-
dred. -ortunately, those flying in the death
traps suffer very few accidents. This craze
for flight has started many incompetent people
building aeroplanes. The patent office is full
of the inventions of those who have never
flown and who know less than nothing about
the problems which their devices purport to
solve. An enormous demand for aero motors
has been created and many very poor products
have been advertised and sold to an inno-
cent public. Forty-nine out of every fifty of
these motors never fly, either on account of
the aeroplane, the inexperienced owner, or
because the motor fails to deliver its rated
horsepower.

Professor Langley, of the Smithsonian Insti-
tution, is usually conceded to have been one
of the greatest minds ever engaged in the solu-
tion of problems of mechanical flight. He
seems to have been the most thorough in his
experiments and certainly was eminently qual-
ified to probe the unknown. He and those
subsequently engaged in proving flight pos-
sible realized that the motive power was the
most important factor in the make-up of a
motor-bird. Professor Montgomery, of Santa
Clara, Cal., another scientist with Langley’s
thoroughness and insight, believes sustained
flight possible without much power. His at-
tempts to simulate the soaring buzzard have
met with wonderful success, but still leave
the records for sustained flight in favor of
the motor-bird. The Wright brotuers, after
proving the air capable of sustaining the
weight of a motor, found the motor problem
their worst one. Octave Chanute was handi-
capped in many of his desires by wie inability
to secure suitable motive power. Bleriot had
only moderate success until he found the
Gnome motor. The designer of the Antoinette
monoplane found it necessary to develop a
motor and his success has attended the experi-
ment. Glenn H. Curtiss’ success is to be
attributed primarily to his skill as a gas
engine designer and operator.

In the early days of the automobile, the
noisy, unreliable engine of only four horse-
power was sufficient, and people enjoyed auto-
mobiling then, many thinking the desired had
been accomplished and that the clumsy little
rattle-traps were a great invention. The de-
sign of those early automobiles was very blind
to good engineering. Most of them were poor
jobs of carriage building, with a very crude
motor attached. -The condition of the carriage
building trade at that time was very little

ae present day finds aeroplanes in flight

behind what it is to-day and there was no ex-
cuse for such atrocious body designs as were
perpetrated in the name of the automobile.
How different the present thirty to sixty
horsepower car with its refinements and con-
veniences and excess power enough to nego-
tiate any hill or road with ease? This refine-
ment has not come from learning how to build
better carriages or do better upholstery, but
from the increased life and service of the
motor—the improvement that has changed the
auto from an occasional plaything to a daily
necessity.

Aeroplane building is following in the wake
of the automobile, and already is more at-
tractive as a sport. Unless the public is more
discerning in its demands, the progress in the
development of the aeroplane will be as slow
as with the automobile. To be sure, the auto-
mobile grew at a tremendous rate, but the
aeroplane should profit by the lessons taught.
There is no good reason for building aero-
planes with wood work on them that would
make any conscientious carpenter blush with
shame, with metal work that any good orna-

mental iron worker could improve by 50 per
ecent., and with covering of which no uphol-
sterer or sail maker would be guilty. The

haste to get to flying and win the large prizes
offered for various flights has been provocative
of these things, and as a result, most of the
prizes have been premiums on daring, rather
than substantial recognitions of scientific or
engineering ability applied to aeroplanes.
The money prize as a premium on daring is
a detriment to the growth of a substantial
industry. The public wants aeroplanes built
with the same engineering intelligence that
is applied to roads, ships, bridges and present-
day automobiles. The sooner the crude little
aeroplanes, built by adventurers, are replaced
by the production of skilful and thorough de-

signers, the better chance this country will
have to lead the world in- aeronautics. It
should be possible for us to profit by the

experience of the past and avoid great waste
of money and effort on worthless productions.

The aeroplane was made possible by the
gasoline engine, and the increasing radius of
aeroplane possibilities seems to depend on the
improvement of the engine. All the experi-
ments of the scientists led to one conclusion.
As soon as men were able to fly. no experi-
ments proved so valuable as those in flight,
and the knowledge gained was accurate and
startling. The necessary requirements’ in
weight, surface and power for certain condi-
tions in flight are fast becomins absolute quan-
tities. Greater horsepower, less weight, greater
strength, less fuel consumption, and, above all,
reliability, are the demands on future aero
engines. Except in the few instances where
aeroplane builders have been their own engine
builders, there has been no money prize offered
the engine manufacturer. Owing to the great
cost of developing a new motor, the manufac-
turer has been content to offer what the
“innocent public” would buy, and as those first
in the field found themselves without compe-
tition, scores of these soon-to-be-obsolete and
always-unreliable motors were sold. The
public has no protection in this engine ques-
tion. There is no tribunal or engineering
board with the authority to rate aero engines
so that purchasers can know what they are
getting. Manufacturers of gas engines would
soon feel the effect of such a board and some
uniformity of rating would result. Many en-
gine builders would suffer materially, whereas
others would receive just recognition of their
wares.

There are those building engines and those
building aeroplanes who are keenly aware of
the conditions as they exist and are producing
their best, and these builders will eventually
get the recognition that comes to him who

(Continued on page 154)

119

AERONAUTICS
5 4@ Pa

HOMAS A. EDISON once said that the
storage battery was the greatest invention

ever brought out to develop man’s latent

capacity for lying. It strikes us that
the storage battery has “nothing on” the aero-
plane.

The future aerial battleships and transports,
monster freight carriers and speed demons,
conceived in a frenzy of imagination and pro-
tected in the Patent Office at Washington, are
as numberless as the sands of the sea. The
satisfaction of having produced the world's
greatest aerial invention is boundless—until
it is to be exploited. Of these we have no
eriticism. Everyone is entitled to his own
ideas. If one wants to patent a broom for
sweeping water, that is his privilege. ;

But when stock in these freaks of fancy is
put on the market to be sold to gullible en-
thusiasts whose knowledge of the art is nil,
or to easy-marks attracted by the wonderful
prospects of the on-paper flying machines, it
is time that clubs and other organized bodies
make some effort to call a halt. Usually the
inventor actually believes in his achievement.
This is an example of what might be called a
“virtuous fraud.”

Then there is the “intentional fraud,’ the
fake pure and simple. The inventor, who is
often his own promoter, is not necessarily a
believer in his claims. He must have a patent
as stock in trade.

An elaborate office is opened in some big
office building, half-page stories with vivid

word and pen pictures of an aerial monstrosity
appear in sensational newspapers; perhaps
great advertisements call blatant attention to
the latest marvel. “Sucker lists’ are circular-
ized, and for a year or so the promoter is in
clover.

Perhaps there is even a large sized model

which is shown to the more discerning and
wide-awake prospects. A motor is started,
there is a flapping of wings and the heavy

model slowly rises to the ceiling—while a
balance weight does the trick, more or less
concealed from view. This demonstration
usually lands the most obstinate. This is the
true aero faker, belief in
his invention.

unembarrassed by

Willard’s Flight Around the Dome of the Capitol Building at Sacramento,

LO OR

April, tort
LAS TE Nee!

There is still another class, the commercial
parasite which lives on the legitimate enter-
prises by advertising similar wares at ridicu-
lous prices, or by exaggeration and misrepre-
sentation. This animal proposes to sell Cur-
tiss or Bleriot aeroplanes, say, without motor
and all ready to put together, at one-tenth the

price of a bona fide machine. He does not
always remember to say that his parts are
copied, nor that there may be considerable

expense in the important matter of fitting the
parts. When the prospect gets really inter-
ested the seller plainly states, though not in
writing, that his stock was actually made in
the Curtiss factcry. He actually knows noth-
ing about the business and will agree to sell
motors at a price known to all ‘in the game”
to be impossible. He can’t fulfill his word;
yet he goes merrily on, asking why one should
pay $5,000 for a real machine when one can
buy the parts for a song. Why buy a Bleriot
from Bleriot when this trimmer will sell you
one at half the price or less?

His advertisements mention great sums
offered in prizes, which no one but he has
heard of. They put earnings of aviators up
to twenty thousand dollars a week. This is
misleading, to say the least. Fifty thousand
has been won in a few hours. No aviator can
regularly make such a sum. That’s even more
than an aeronautic editor gets.

This class is perhaps only half bunco. One
might really get the set of parts for a copy
of a machine.

For the sake of the original maker of the
machine copied, in behalf of the later con-
cerns who openly and clearly advertise they
sell parts for the copied aeroplane, for the
protection of the public whose interest is so
easily attracted toward this new industry,
warning must be given of these ‘“fly-by nights.”

To the maker of parts who truthfully puts
his claims we do not object. That is a matter
between the original maker and the parts man.

Beware of the visionary and the perpetual
motion flyer, the plain bunco man, and the
misleading advertiser whose money is not ac-
cepted by the best aeronautical journals.

atta

Res."

Calif., on Feb.

4, in Course of Exhibition Flying with Eugene Ely.

120

AERONAUTICS : April, ror

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At the recent Harvard-Boston Meet. at. Atlantic, the Wright Flyer,
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(WON THRICE AND FINALLY BY GLENN H. CURTISS)

WAS THE FIRST AVIATION TROPHY

offered in America. Likewise, the Scientific American
was the first weekly in the United States to treat
of Aeronautics. All important advances in this engros-
sing science have been chronicled in the pages of the
Scientific American during the past 66 years, and
the huge strides now being made so rapidly are
reported from week to week. Only by reading the

SCIENTIFIC AMERICAN

regularly can you keep up-to-date in Aeronautic matters.

@ Send us $3.00 and we will place your name on our
mailing list for one year beginning April 1st, and send you
besides our 11th Annual Automobile Number, as well as
the Special Mid-month Number for February and March.
The Scientific American for 1911 has been enlarged and
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issued every month. ‘Two of these will be devoted to
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April, I91T

Parmelee and Foulois at San Antonio.

LYING the new and finely finished Model B
Wright Flyer, loaned the Signal Corps re-
cently by Robert J. Collier, 106 miles over
new and uninhabited territory from La-

redo, Tex., to Eagle Pass, Tex., one of the three
railroad points of entry into Mexico, on March
3, P. O. Parmelee and Lt. B. D. Foulois estab-
lished two new American records at one and
the same time.

This distance is greater than has ever been
flown before across country in America. The
weight lifted, 1,400 lbs. in all, is greater than
has been carried any distance in the States
previously. The weight additional to that of
the machine totals more than 70 per cent. of
the weight of the machine itself.

This distance was traveled in 2 hours 10
minutes, to be accurate—and accuracy is one
feature in AERONAUTICS—a mean speed of
48.9 m. p. h. An average altitude of 1,200 feet
Was maintained.

NO PLACE TO LAND FOR CENTURY OF
MILES.

For the first four miles landings might have
been made, but there was no landing place for
the remaining 102 miles, save in the Rio Grande
River. The machine carried 20 gallons of gas,
an extra gallon of oil, tools, maps, compass,
barometer and field glasses.

WIRELESS ON RETURN TRIP.

On the return trip on March 7, the machine
earried 1,450 lbs., including a wireless set.
Owing to trouble with the engine it was neces-
sary to descend about half an hour after the
start, but the only damage done was in re-
moving the machine from the water of the Rio
Grande River, where a “landing was made.”
The wireless set worked satisfactorily and
messages from the aeroplane were picked up
by wireless stations between Eagle Pass and
Laredo. En route to Eagle Pass the course
was laid out and plotted with map and com-
pass, the country on both sides of the Rio
Grande was studied, and messages were
dropped to the detachments of United States
troops in the vicinity over which they passed.

121

Beginning the end of February many flights
were made by Parmelee and Foulois at Fort
Sam Houston, near San Antonio, where the
United States Army has recently been mobil-
ized, and a number of Signal Corps men took
their first rides. Here the Collier machine was
etyen its introduction to the air and pronounced

MACHINES BOUGHT BY GOVERNMENT.

One Wright and one Curtiss have been or-
dered to report at San Antonio. It is likely
the old Wright. first bought by the Signal
Corps, will be devoted to teaching and the new
machines for active service.

Parmelee was obtained from the Wright
Company for the purpose of making these
flights in Texas and will return to the service
of the company.

New Model Wright.

It is rumored on good authority that the
Wright Company will soon have on the mar-
ket another model, a sort of ““gentleman’s race-
about.” This will be smaller than the Model B,
the regular two-man machine, and larger than
the “Baby Wright,” which is really for racing
and altitude work. This new machine will be
for the operator alone. The power plant will
be “more efficient’ and it will have greater
climbing speed and speed on the level than the
standard model.

Details are not available at the time of going
to press on either this subject or that of the
proposed flight from Chicago to New York,
which, if accomplished, will constitute the
world’s greatest event to date in aeronautics.

SAN ANTONIO, Tex., March 16.—Lieut. Fou-
lois and P. O. Parmelee again demonstrated
the value of the aeroplane as a means of com-
munication for military purposes by taking a
message to Maj. George O. Squier, U. S. Signal
Corps, from Gen. Carter. The flight was made
from San Antonio to Leon Springs, a distance
of about 26 miles, each way, and return. The
total time consumed was 1 hour 45 minutes.

AERONAUTICS

Curtiss IV.

(Military)

April, irr

McCURDY FLIES MILITARY CURTISS.

On March 17, before a distinguished group
of army officials and members of the Diple.
matic Corps im Washington, DC. iyi.. Aca
McCurdy gave two exhibition flights over th
Potomac in the Curtiss war machine, whic,
will be sent tothe Texas-Mexican border lin.
for use by the United States Army encamped
there.

This is the-first of the “Type IV” or ‘“mili-
tary” machines produced by G. H. Curtiss, any
is the first Curliss machine to be bought by
the Army. It is the same in all respects save
size as the Type III brought out in California
(see March issue). One feature of this type
is its ability to “knock down” in small sec-
tions for transportation. Each section of the
planes is interchangeable. The engine is the
usual one, 51.2 h.p., 8 cylinders. Equipment
includes Bosch ignition and El Arco radiator.

McCurdy started from an open tract of
ground several hundred yards east of the band-
stand on the Speedway. The machine had been
sent to the starting point early in the morn-
ing, and McCurdy rose into the air for his
first flight at 9.25 o’clock. He was in the air
10 minutes. He circled the Speedway and the
open country for a mile on the Virginia side
of the Potomac ten or twelve times. In mak-
ing one round of the imaginary track he fol-
lowed the river down stream for 3 miles ,and
came back the same way, alighting gracefully
and without mishap within a few yards of
where the machine had arisen.

CURTISS MILITARY IV.

The new machine sent to San Antonio, after
the flights at Washington, is just a little
larger than the standard Curtiss, which is 26
ft. 3 ini by 4% ft. for main planes. <A small
section, interchangeable, is inserted between
the two larger sections on each side. The pas-
senger sits directly behind the pilot. Support-
ing surface, 280 sq. ft.; weight, 700 Ibs.; motor,
Curtiss, S8-cylinder water-cooled, 4 by 4, 51.2
h.p.; Bosch magneto, Schebler carburettor, El
Arco radiator, Pennsylvania 20 by 4 wheels.

NATIONAL GUARD OF CALIFORNIA HAS
AERONAUTICAL SQUAD.

An Aeronautical Squad, in the Coast Artil-
lery Corps, National Guard of California, was
organized February 20, 1911, by Lieut. J. Mc-
Henry, Jr., under Col. Geo. A. Schastey, Chief
of Artillery, N. G. C.

A detachment of thirty-two men and two
officers are to be enlisted, all being expert men
in their various branches, such as mechanics,
wireless operators, engineers, photographers,
topographers, etc. They are receiving the per-
sonal support of Glenn H. Curtiss, Lieut.
Walker, Robinson and Willard of the Curtiss
camp and other well-known aeronautical and
army men. JFugene B. Ely was first man to
enlist. They have already purchased one Cur-
tiss machine and expect to have a second with-
in a month. Mr. Curtiss has undertaken to
train two of the men detailed for actual flying.

It is intended to carry on experiments in
wireless telegraphy, bomb dropping, aerial pho-
tography, and in fact all branches of aero
scouting.

Col. George A. Schastey is lending every as-
sistance to the organization and it has been
heartily indorsed by the Governor and Adju-
tant-General.

Flying practice will not be attempted at
first, the squad will take up the theory of aero-
planes, gas engines, etc., and their managemen’
at the San Francisco Armory, where the first
machine will be assembled, before out of door
practice and demonstration. Drills and flying
practice will take place in the vicinity of San
Francisco, and it is certain that by the time
of the summer maneuvers the squad will be
drilled, equipped and in every way a most im-
portant branch of the National Guard.

CLEVE T. SHAFFER.

»)

rt

AERONAUTICS April, IQII

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{ERONAUTICS April, 1o1r

THE AVIATION DIRECTORY

Aviators and Aeroplane Builders! !

The Directory contains the Information you want

Conveniently classified Addresses of Manufacturers and Dealers in Aeroplanes, Motors, Propellers, Magnetos,
Radiators, Carburetors, Fabric Wheels, Tires, Blueprints, Models, Castings, Woodwork, Tubing,
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and Oruer INrorMaTion.

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AERONAUTICS

April, Torr

PEiGil PROGRESS ABOUT THE COUNTRY

IN LOS ANGELES’ VICINITY.
By Prof. H. La V. Twining.

LENN CURTISS has improved upon his

pupil Ely’s flight to and from a prepared

platform on a government war vessel,
looking at the feat from a naval stand-
by rising from the water, landing along-
being hoisted aboard without
damage and then, after being lowered to the
sea again, flying back to his starting point,
North Island, in San Diego (Cal.) Bay. This
was accomplished on FF ebruary 17th, while the

last issue was on the press. ——=—

The test was made to demonstrate that his
“hydro-aeroplane” does not make necessary any
structure upon a ship’s deck.

In this flight the front elevator was dis-
carded, the engine reversed so as to put the
propeller in front of the biplane, and Curtiss
sat back of the planes. The blast of air from
the propeller interfered with vision and in later
flights a return was made with the usual ar-
rangement.

Since the first details were published in the
last issue of AEFRONAUTICS, Curtiss has made
many flights and experiments with the water
and air craft. In one, he flew the machine with
a third surface added.

point,
side the vessel,

ALIGHTS ON LAND AND SEA.

A flight of several miles was made the end
of February, starting from the water, alighting
on land, starting on land and alighting again
in water. Wheels have been added to the ap-
paratus so that Curtiss can start from either
land or water, if the latter is smooth.

These wheels can be drawn up out of the water when
starting from the water. It is apparent that the ability
to do this would be desirable. Curtiss has worked out
some devices which may be patentable and he is desir-
ous that no details be given out.

The figures in the March number on Curtiss’
pontoons are correct. The latest one shown
in the picture is his latest. It is the same
shape, but is narrower. His last one <is 2 ft.
wide, about 12 ft. long and 13 in. deep at its
thickest point.

I was at San Diego and saw Curtiss fly off
the water. The machine rests gracefully on
the water on an even keel. When the propeller
is started it skims rapidly along the surface of
the water, throwing a slight spray as the pon-
toon cuts through the water. When sufficient
speed is attained, it rises as easily from the
water as it does from the land.

HUNTING VIA AHROPLANE.

Harkness, on February 17, pounced down on
a jackrabbit.with his Antoinette and cut him
in two with the propeller. This is a new kind
of a hawk. Harkness intended to fly that after-
noon, but the encounter with the _ rabbit
smashed his propeller and put him out of com-

mission. This is the second time an aeroplane
has been used here for running down game,
although in this case it was accidental.

Latham, before the meet last December, went
duck hunting at the Bolsa Chica Gun Club
grounds. He left Lominguez and flew to the
grounds. Here he chased the ducks and shot
one from his aeroplane.

WALSH TAKES UP FAMILY.

Cc. F. Walsh, who has won several trophies
as a novice flyer, has recently changed engines
in his Curtiss-type, installing the new Macom-
ber 7-cylinder rotary engine, and on February
19 took up his wife and his two children at
one and the same time for a mile straightaway
flight at the Dominguez field. Harry Harkness
is reported to have purchased a machine from
Walsh.

With the Paragon propeller the Macomber

power plant gives 340 lbs. standing thrust. The
total weight of Walsh and family is 419 lbs.

Curtiss Being Hoisted on Cruiser Deck.

125

AERONAUTICS

April, TOIT

The third (upper) surface is an attachment to the regular Curtiss aeroplane, and enables
the carrying of 200 lbs. additional weight with the same motor.

Walsh is carrying short
flights.

Earle Remington and William Stevens have
pooled their interest and they purchased the Radley-
Bleriot machine used at the Dominguez meet,
together with the Gnome engine with which
it was equipped. They took it to Dominguez
field and Remington mounted the machine and
shot it off the ground. He managed to keep in
the air down a quarter leg of the course, where
at an altitude of 50 feet he shut off his engine.
The machine pitched nose first for the ground
and was smashed, Mr. Remington escaping un-
hurt. The engine was not damaged and they
are repairing the machine. Mr. Stevens in-
tends to put the engine in his monoplane to try
it out later.

The Cannon brothers have been making mile
flights in a Curtiss-type biplane of their own
construction, equipped with a Ford automobile
engine weighing 150 lbs. They have tuned the
engine up to a notch where they are getting
SO) ep. Out tof at,

American Altitude Record.

The Aero Club of California has just com-
pleted its official work on the results of the
Los Angeles meet. The altitude of 10,575 feet,
as given out at the time, made by the late
Hoxsey on December 30, has been reduced to
10,428 feet. AS we have printed before, the
11,474 altitude was not official, as the baro-
graph had not been calibrated. This falls just
short of beating the previous world’s altitude
record.

WISEMAN MAKES FAST SPEED.

Irred. J. Wiseman, of San Francisco, made a
cross-country flight from Petaluma, Cal., to
Santa Rosa, a distance of about 12 miles, in

how passengers on

fast time, using his big Farman-type with
Hall-Scott engine.
The flight included the delivery of a news-

paper, which he threw off at farm houses. He
also carried orders from Petaluma firms to
Santa Rosa business houses and letters from
Postmaster Olmstead, of Petaluma, to Post-
master Tripp, of Santa Rosa.

Wiseman is an amateur who built his own
‘plane and who has made some very good
flights. The details and pictures of his ma-
chine were published in AHNRONAUTICS when
he made his first flights.

CLEVE:T. SHAFFER.

HARROUN MAKING AEROPLANES.

Ray Harroun has quit the auto racing game
since he drove the Marmon in the Vanderbilt
and has started the Ray Harroun Co., of In-
dianapolis, Ind., which has completed one mon-
oplane and has five others under construction.

The photograph shows No. 1, equipped with
a 2-cylinder opposed air-cooled motor of 18-h. p.
rating, cylinders 4x6 in. It is said to develop
22 h.p. at 1800 r.p.m. The engine weight is 95
Ibs. The framework is entirely of steel tubing.
The body is covered with aluminum sheeting.
Hach wing measures 6 ft. by 14% ft. "The con-
trol is similar to the Antoinette. The whole
machine weighs 400 Ibs.

NOVICE FLIES AT MINEOLA.

August Inmel, Jr., of Detroit, recently bought
a Curtiss-type machine from Henry C. Cook,
who has made a number of these machines for
various purchasers, on March 11 made his first
flight at the Mineola field. Instead of being
content to run along the ground as directed,
Inmel got immediately tired of this and shot
into the air, with the Elbridge “Featherweight”
wide open. The front wheel threw mud in the
novice’s face after landing once and getting off
again, and he had to get down with both eyes
closed, feeling for the throttle lever. He es-
caped accident.

REX SMITH FLYING AGAIN.

After attendance at the shows, which took
valuable time from legitimate work, Antony
H. Jannus took out the Rex Smith headless
biplane, with Emerson engine, again at College
Park on March 5. Going up to 700 ft., he
started for Washington, but bad winds made
it dangerous, and after going 1% miles, land-
ing was made in a little clearing.

ACTIVITY IN THE SOUTHERN STATES.

New Orleans has a large number of “Aero-
nuts,” and six or seven machines under con-
struction. P. A. Rahn, 220 Decatur St.. has a
Bleriot XI, equipped with a 40-60-h.p. Elbridge
motor. A man by the name of Troxey has a
novel biplane, equipped with a Detroit aero-
plane motor, and claims to have made several
jumps. A Mr. Summergill is working out a
self-balancing monoplane to be, equipped with
two revolving motors running in opposite di-
rections. The National Aviation Co., composed

124

MERONAU FICS Apri, IOI

Successful Flight : a
At first attempt has been ote erate al ail

Invariably Achieved
by all users of

«sé : ;
R | N K THE Witcox Ware GHosr OnE
E OF THE MANY SUCCESSFUL PLANES

UusING RINEH ENG/NES

ENGINES

It’s the THRUST per H. P. that COUNTS!

THRUST stands for a definite factor, in other words it’s the actual force which
drives your plane in the air. When you buy H. P. you are investing in an
unknown quantity,—it has yet to be applied—utilized. | When you buy
THRUST you are getting a definite amount of PROPULSIVE FORCE.

RINE engines produce a greater actual THRUST per H.P. than any

other engines, Foreign or American, on the market to-day, and are
unsurpassed for reliability and durability.
Catalogue and prices on application

RINEK AERO MFG. CO. Easton, Pa.

c.&A. WITTEMANN Zéteineers

LEADING AEROPLANE MANUFACTURERS OF THE
UNITED STATES

Aeroplanes
Gliders—Supplies

@. The Wittemann Biplane built for safety and
reliability, equipped with double controls,
strongest spring landing chassis. Construction
embodies the best design, and a desirable factor
of safety allowed for all material used in our
machine.

@. We carry a large Stock of steel fittings, lam-
inated ribs and struts of all sizes and designs,
also all other materials which are used in stand-
ard makes of machines. Complete sets of Biplane
parts knocked down and aecatately fitted. Send
for list. : 2

CATALOGUE ON REQUEST

Works: OCEAN TERRACE and LITTLE CLOVE RD., Staten Island, N. Y. City

SKS Hh Ea I HO EE HK MH
Telephone: 112 W. West Brighton, Post Office, Stapleton are,

LEKEKMGMK MMMM HHH HM HMMM HMM SRR MAHWAH MMMM MMMM ML.

In answering advertisements please mention this magazine.

AERONAUTICS April, tort

BLERIOT

MONOPLANE CROSS-CHANNEL TYPE
eee eee (for 50-109 H.P. Motor) Less Power Plant, $1,000.00
Assembled Machine (for 25-50 H. P. Motor) Less Power Plant, 850.00

Machines not Assembled, but all Parts Shaped and Cut to Size with
Complete Set of Working Drawings for Assembling, Less Power Plant 600.00

PRICES OF PARTS
Main Planes, assembled, uncovered $125.00, covered $200.00

Vertical Rudder 20.00, 28.00
Stabilizer and Elevating Planes a 50. 00, e 72.00
Fuselage and Chassis assembled - - - - - - 200.00
Control $125.00 pancy anve al eee eee * yoke and device operating warping of main planes, elevating
Alighting Gear $200.0 3 wheels, tires, castings, etc., all brazed and assembled.

Working Drawings of Complete Machine, 3 sheets, Price $10.00
All assembled machines guaranteed to fly. Let us know your wants.

FOR PARTICULARS ADDRESS

American Acvroplaur Sig ly Ponse
Garden City, L. I., N. Y. P. O. Box 160

Telephone 213 Garden City

To Meet Tecuend aa Demand

for information as to where to obtain Flying Machines, the parts
and materials of which they are made, and all kinds of accesso-
ries and supplies for Aviation, we will issue on March Ist, next,

THE CHILTON
AERO DIRECTORY

Price, $1.00 Per Copy

ADVERTISING RATES ON APPLICATION

It will contain the most valuable and authentic list of makers of
Aeronautical Supplies, properly classified, and other valuable
information.

If you are supplying anything for the manufacture of Flying
Machines or the use of Aviators, write us full particulars at
once, so that you will be correctly listed.

CHILTON COMPANY

MARKED ce 49.7TH Sis:; ene PHILADELPHIA

en

In answering advertisements please mention this magazine.
|

AERONAUTICS

April, IQTI

Harroun’s Steel Monoplane.

of six or eight mechanics, have co-operated and
are building a Bleriot XI, and seem to have
the right dope in construction. Other machines
are under construction.

Birmingham will be heard from when J. L.
Morris finishes a Bleriot XI. His machine is

the nearest duplicate to a genuine Bleriot I
have seen. Mr. Morris is in the auto business
and had the machine constructed near his

' garage and will attempt to fly it with a 110-lb.
Buick auto motor, but intends purchasing a
standard aeronautical motor. James Odom
built a biplane several years ago and has suc-
eeeded in making short jumps, but lacks the

nerve to fly a machine.
RO} RUBE, IR:
FLIGHTS BY NOVICES IN DENVER.

The Mathewson biplane has made thus far

exhibition flights at Pueblo and Trinidad, Colo.,
and Albuquerque, N. M. At Pueblo the machine
had a smash-up with the fence, on account of
the poor landing place and the wind. The wind
was bad, but flights were made only to fulfill
the contracts. The machine was then taken to
Trinidad, and there, preliminary to the flights,
the tent was blown over. The damage -was
soon repaired and flights were made as sched-
uled. While flying, Aviator Thompson got into
an air hole and the machine fell about 100 feet.
Albuquerque was the next and last place, and
there things went off smoothly. .Aviator
Thompson and his helper, Georgie Van Ars-
dale, have returned to Denver to attend to the
arrangements for the Mathewson Aero School,
which is to be started within thirty days. They
are also busy starting four-men machines. Ar-
ticles of incorporation have been drawn up for
the Mathewson Aeroplane Co. FE. Linn Math-

NEW BOOKS.

MOEDEBECK’S HANDBOOK, cloth, small
8 vo., 920 pp., illustrated, with many tables,
edited and enlarged by Prof. Dr. R. Suring,

published at 10 marks by M. Krayn, Kurfur-
stenstrasse 11, Berlin W. 57, Germany.

This is the largest edition (third) yet pub-
lished of Major Moedebeck’s work, which ranks
in aeronautics with Kent in engineering. It is
printed wholly in German. The book is a com-
plete compendium of aeronautical knowledge.
The results of all experimentors are tabulated
and all known data are given in concise form.

The principal subjects are: Physikalischen
Higenschaften und Technologie der Gase—
Physics of the Atmosphere—Aerology—Drach-
en und Fallschirme—Photographie—Militar-
Luftschiffahrt—Die Ballontechnik—Das Ballon-
fahren—Entwicklungsgeschicht Entwicklungs-
geschichte d. Luftschiffs—Luftschiffbau—N avi-
gation von Luftfahrzqugen—Der Tierflug—Der
Gleitflug — Flugtechnik — Verbrennungskraft-
maschinen fur Luftschiffe und Flugzeuge—
Luftpropeller—V ereinsnachrichten—Tabellen.

DER MASCHINEN-UND VOGELFLUG, Hine
historisch-kritische flugtechnische Untersuch-
ung, von Josef Popper-Lynkeus, 8 vo., paper,

12

ewson and George Thompson are the main prin-
cipals, but Georgie Van Arsdale also comes in
for a little. Mr. Mathewson says he has
enough pupils booked for his aviation school
to fill two terms.

The first photographs of the Mathewson ma-
chine were published in AERONAUTICS.
Thompson was a novice when he made his first
exhibition flight. Elbridge engine and Gibson
propellers are used.

GENTZLER MAKES ATTEMPT TO FLY.

Louis Db. Gentzler in his own machine,. mo-
tored by a home-made engine built by Guy C.
Walters, a Denver mechanic, recently made an
attempt to fly it in this city at Berkeley Park.

Mr. Gentzler has a peculiar wheel arrange-
ment on his machine, having one large wheel
under the front plane, a tail wheel and two
outrider wheels on the wings, which do not
touch the ground. Mr. Gentzler hopes to be
able to run along on this one wheel and keep
his stability by means of his own automatic
device. In the trial, Mr. Gentzler was not ex-
pert enough in handling the machine, and it
tipped over on one wing, caving the wheel in.
This deiayed further trials until Mr. Gentzler
made repairs.

A. BROTT GETTING NEW ENGINE OUT.

Andrew Brott, a local engine builder, is get-
ting three new water-cooled aero engines out,
which he expects to place on the market. Mr.
Brott has formerly built an S8-cylinder air-
cooled engine, one of which he used on his
biplane, which did not prove up, though the
engine showed fine work. Mr. Brott says he
will have details out later on.

ROBERT A. DONALDSON.

103 pp., published at 3 marks by M. Krayn,
Berlin W. 57, Germany.

Contents include: Ueber
praktische Leistungen um Gebiete der Flug-
technik—Ueber die Frage: Kann der Mensch
ohne Hilfsmotor fliegen?—Ueber den Segel-
flug und das Kreisen der Vogel—Das erste
freifllegende Modell eines Drachenfliegers von
Penaud—Ueber die Formeln fur den Luft-
widerstand Das Gleitproblem — Ueber die
Grosse der Flugarbeit der Vogel—Verschiedene
Vorschlage Penauds—Kraft der fliegende Tiere
—Detaillierte Beschreibung eines Flugmasch-
inenprojekts von Penaud und Gauchot—Die
Personlichkeit Penauds.

THE AEROPLANE, an Elementary Text Book
on the Principles of Dynamic Flight, by T.
O. B. Hubbard, secretary Aeronautical Society
of Great Britain, joint editor ‘Aeronautical
Journal’; J. H. Ledeboer, B. A., scholar, Caius
College, Cambridge, editor AERONAUTICS,
joint editor “Aeronautical Journal,” and C. C.
Turner, author of ‘“‘Aerial Navigation of To-
Day,’ Cantor, lecturer on Aeronautics, 1909.
Small 8 vo., cloth, 127 pages with many dia-
grams and plates. Published by Longmans

(Continued on Page 131)

theoretische und

AERONAUTICS

April, TOTTI

FOUR ROTARY ENGINES ON AMERICAN MARKET

ITHIN a period of thirty days no less
than four rotary, air-cooled, Ameri-
can-made motors have been placed on
the market. One of these is a two-

cycle. The Macomber has already been in the
air in the Walsh biplane, and the Avis is to
be tried out on the Longfellow monoplane so
soon as the ground is dry enough to permit
flights.

Rotary Indian.

To the casual observer the beautifully fin-
ished rotary Indian engine, made by the Hen-
dee Mfg. Co., of Springfield, Mass., which was
first seen by the public at the Boston Show,
closely follows the Gnome.

To the apparent objection
would naturally be thrown by
the spark plugs and quickly
makers answered as follows:

“As to the question of oil forced to. the
heads of the cylinders and fouling the plugs,
it can be said that this only occurred in the
earlier types of the Gnome motor, in which
machine the plugs were in the head of the
eylinder, and the induction valves were of the
automatic type, placed in the piston itself.
This permitted large quantities of oil to pass
from the crank case to the head of the cyl-
inder, and directly to the plugs. With the
improved construction the induction valve is
placed in the head of the cylinder, and is me-
chanically operated. This does away with the
greater portion of the difficulty; and such oil
as gains access above the piston is thrown out
of the exhaust valve, thus keeping the head
clear; and as the plug is now placed in the
side of the head it is in a position where no
difficulty is experienced from fouling or soot-
ere

raised that oil
rotation onto
foul them the

aie)

ea
ee
Se een
Se
a
ee
ae
cian aaa
cence
ae
4

Its claims for superiority over other motors
of its type are first, its simplicity. By the con-
struction of the Indian motor it is possible to
remove a cylinder head for cleaning, or a
cylinder for examination of a piston, or re-
placement of a ring, without disturbing any
of the mechanism except the induction pipe on
that particular cylinder. This cannot be done
in any other motor without removing portions
of the crank case and valve gear.

The valve gear of the new Indian motor is
of an original design, which is believed to be
simpler and more efficient than any that have
heretofore been produced.

This motor, four cycle in principle, has seven
cylinders, 4% in. bore by 4% in. stroke, which
represents 5314 horse-power by the A. L. A.M.

rating: The motor complete does not exceed
an extreme diameter of 36 inches, and the
frame is about 26 in. wide.

The crank case and cylinders are machined
out of nickel steel forgings, each part in a
single piece, producing not only a very com-

pact, but an extremely strong, construction.
_ Both valves are mechanically operated by
improved mechanism. This is a departure

from the usual practice of employing an auto-
matic inlet valve; and while the mechanical
type of valve produces better results, the
method of construction employed in this motor
is actually simpler than the automatic valves
in many motors of its class. Annular ball
bearings throughout.

Simplicity of construction has been carefully
preserved throughout the design, and is well
zilustrated by the method employed to secure
the cylinders to the crank case. Each cylinder
is secured by a single castellated screw ring,
and a cylinder may be removed in a very few

eae

Pi WiUNy uf

Indian Rotary Aero Motor

126

AERONAUTICS

minutes by simply removing this single ring
without disturbing any of the portions of the
crank case or its fittings. The cylinder head
is secured in a Similar manner, and affords
equal facility for cleaning the head or inspect-
ing the valves.
The lubrication is by

feeding to a sight feed

a positive oil pump
gravity lubricator,

which is always within view of the operator.
The ignition is by the well-known high

tension Bosch Magneto and special distributer.
It is priced at $2,000. 4

GYRO MOTOR.

The Gyro four cycle motor has had its first
run and photos were taken which are repro-
duced in this issue. Propeller and power tests
have not been made as yet. There is to be
noticed an absence of vibration with the en-
gine running.

Another noticeable fact was the absence of
great noise, even when running at very high
speed. No mufflers are used yet it is possi-
ble to have conversation in the shop while the
motor is running. About one-half pint of
mineral oil is used per gallon of gasoline. The
pistons never stick or run the least dry. The
oil hoods on the eylinders are a striking suc-
cess. “‘When we took the motor apart there
was a heavy film of oil on each of these hoods,
showing how it had ben caught by the hood
and was sliding down to the cylinder walls
and piston rings.”

Several new motors are under way and de-
liveries can be made in about sixty days. The
price will be $2,500, and the company is ac-
cepting a 30 per cent. deposit under the fol-
lowing test guarantee, the test to be carried
out in the presence of the purchaser or his
representative:

1. The engine shall run continuously and
without stop under full load for five hours.

2. The engine shall develop a standing thrust
9f 400 pounds with an §-ft. Paragon Propeller

3. In case of failure to meet the above test
requirements the purchaser may cancel the

eontract and the money will be refunded.

The New “Gyro” Motor.

In addition to the points brought out in the
article published in the March issue, the motor
can be run at low power, half power and full
power, all under control of the aviator during
flight, by changing the amount of compression
in the cylinders, as is the system employed in
the Adams-Farwell. It is therefore never

April, 1911

necessary to stop the motor entirely for gliding,
and it can be changed from one power stage to
another at will. In starting, the aviator can
readily crank his own engine on low compres-
sion and while the engine is running slowly,
mount his machine and turn on full power.

Start From Seat.

Mite at is preferred to do the cranking from the
seat a simple lever connection can be made to

Motor

Running, Shows Absence of Vibration.

a ratchet device which is furnished when re-
quested and with this arrangement the aviator
can always start his engine alone and without
assistance when rising from either land or
water.

The motor is made by the Gyro Motor Co.,
774 Girard St., Washington, D. C., and listed at
2,500.

AVIS ENGINE

The makers of the Avis engines, selling at
$750, have apparently reached a low limit (79
lost) ity idee BU Je ie TGR IGE IR ANS Ib, ANG aL)
engine, which was first shown at the Boston
Show. Although this seems too light for the
power developed, still the makers claim it will
stand the wear and tear of actual service.

The engine is of the two cycle revolving
type, and contains many novel features, chief
of which is the cooling device consisting of
two deflecting plates to each cylinder that
eatch the air and convey it around the cylin-
der. It is claimed the engine will run cool
under all conditions; and that it is not neces-
sary to have it in an aeroplane going at a
high rate of speed to accomplish this fact.
Another feature is the winding of the cylin-
ders with steel piano wire, allowing the use
of grey iron in the construction and still get-
ting the strength of steel. It is also a great
factor in the radiation of the heat from the
eylinders.

The crank double-throw shaft, weighing but
7 lbs., is made of the best chrome nickel
steel, bored hollow for lightness, and to admit
the gas and oil.. It runs in the R. I. V. im-
ported annular ball-bearings. The connecting
rods are made of oval steel tubing, with the
ends, which are made of high carbon steel,
electrically welded, to the tube, and are also
ball-bearing on the crank shaft.

The top end of the connecting rod is fas-
tened to a phosphor bronze bracket, with a
light hollow pin, that simply holds it in place.
All the thrusts come directly on the head of

127

AERONAUTICS

the connecting rod itself, and not on the pin
as in the ordinary system. The bronze
bracket is made with two studs turned on
itself, threaded and fastened to the head of
the piston with nuts on the top, which
same studs and nuts hold the baffle plate.

The crank case is of aluminum and is closed

one end with a flange cast on to which to
the propeller. The other end where the
protrudes is fitted with a stuffing box
the compression in the crank case.

on

bolt
shaft
to keep

The cylinders, 5 x 5%, are made from a
hard, close-grained grey iron that is equal
to the best French cylinder castings for ten-

sile strength, and will run with the minimum
amount of lubrication. They are finished all
over so that the expansion and contraction is
equal on all parts.

The gas is carried from the crank
around the lower half of the cylinder
aluminum jacket, to the intake ports,
are at an angle of 45 deg.

The exhaust ports are on the back side of
the cylinder so that as it revolves the vacuum
formed helps to clean out the burnt charge.
The piston opens and closes the ports, and
the only valve to be looked after is the check
valve between the engine and the carbureter.
The pistons are cast of the same material as
the cylinder, and owing to the fact of not
using a wrist pin, and therefore having nro
bosses cast on the inside, it is machined all
over, outside and in.

They are fitted with four rings, also semi-
steel. Every part of this engine is ground to
a perfect fit for the work it has to do, and
all parts are made _ interchangeable. The
cylinder heads are of aluminum, and the
whole is fastened together with four tension
bars or bolts, being amply large to take care
of all strains due to centrifugal and other
forces. The lubrication is taken care of by
mixing the cylinder oil direct with the gaso-
line.

AN HoVAISIG, ONE | 83215)
peller is claimed.
The makers, Avis
Allston, Mass.

case up
yy an
which

lbs. with a Paragon pro-

Mngine Co., are located

at

THE MACOMBER ROTARY ENGINE.

An entirely new type of gasoline engine is
being built by the Macomber Rotary Engine

Company, of Los Angeles, California, for aero-
plane use. This motor is radically different
from all others in theory, design and opera-
tion, there being no crank shaft, and yet hav-
ing a similar cylinder and piston construction
to the ordinary vertical engine, but a mech-
anically variable piston stroke.

The attached photograph shows
PAS U-60.0) Ee Pes omotor slit snas
ders, 7 x 4%, placed around and
a central straight shaft. The standard valve
in the head four cycle action is used, all
valves being operated from one _ four-point
cam placed on the central shaft and running in
the same direction. In operation the entire
motor revolves with the exception of the small
case at either end. Irom these cases the sup-
ports run, the one at the head also forming
the holder for the magneto and carburetor.

the Model
seven cylin-
parallel to

Inside of the large case at the propeller
end is placed a “stroke-plate’ which is at-
tached to the shaft in such a manner that

1

April, IOTI

it direction of the
free to be tipped at
any desired angle. To this is attached the
eonnecting rods and by tipping the _ stroke-
plate at various angles the traveling distance
of the piston can be varied. This allows the
use of a very high compression for operat-
ing, Which can be reduced to any desired point
for cranking purposes.

Several different forms of levers are sup-
plied to operate the change of stroke, any of
Which can be operated both when the engine
is at rest or running.

The motor is air-cooled, does all its own oi!-
ing by centrifugal force, and runs without
vibration on light wood supports one inch
wide by three inches deep. All bearings are
large diameter Hess-Bright and New Depart-
ure ball bearings with the exception of the
connecting rods, which have full ball and
socket bearings.

A wonderful compactness has been
—the greatest diameter being only
inches and the length twenty-eight
The weight complete is two hundred
thirty pounds.

Ignition is extremely simple, a Bosch mag-
neto is operated by the cam gears directly
connected, the current taken by six inches of
wire to a stationary electrode on the top of
the front bearing case. Spark plugs in the
cylinder heads pass within a sixteenth of an

rotate in the

perfectly

while must
engine, it is

secured
nineteen
inches.
and

Walve End of Macomber Rotary Motor.

inch to this electrode to which the spark
jumps.
Any standard carburetor can be used. A

injection system is also installed
when desired. The range of speed is from 150
to 1,500 revolutions per minute, although the
average operating speed is about one thousand
revolutions, at which it is claimed to develop
a full fifty horse power. The weight given
as 190 lbs.

The motor is being placed on the market by
Godsmark, Curtis & Co., of Los Angeles, Cal.,
at $2,000.

straight fuel

is

The McCurdy flight from Key West has been
figured out by Lt.-Commander Yates Stirling,
Jr., as 89.78 statute miles. The flying time was
1 hour, 59 minutes, and 12 minutes were con-
sumed in circling around before starting, mak-
ing the total duration hours, 11 minutes. A
mean speed of about m. p. h. was main-
tained.

45

The 1911 Gordon Bennett will be flown over
the British Aero Club’s grounds at Hastchurch.
It is quite a good open ground and not too
much broken up by ditches. It is, however, on
a small slope and takes 1% hours from Lon-

don.

8

AERONAUTICS

April, IOTI

NAALO NAL -COUNCTE.-WANTS MEETS

HE National Council has sent out a bul-

letin urging the organization of meets

throughout the country. Quoting from

the bulletin: “It is necessary for the
aero clubs throughout the United States to
immediately arrange a_ series of aviation
meets. The experience of the aero clubs of
Europe has shown that there is no more ef-
fective way of popularizing the art of aviation
and stirring up public interest than by holding
a series of “well arranged and closely contested
competitions at different points. * * * #*
In this country, where the interest in aviation
is far less than it is on the other side of the
Atlantic, it~is the more necessary that an
extended series of aviation meets should be
held. Every aero club in the National Council
should hold at least one meet during this sea-
son, and no time should be lost in making. the
necessary arrangements.”

It is urged that grounds be selected and the
business men be organized to finance the af-
fairs. It is even suggested that participants
in these fly from one meeting place to the
next on the list.

The question of meets is one which requires
rather more thought than has been given in
the past. A real ‘meet,’ where all contestants
pay entrance fees, compete solely for prizes,
with no guarantees to cover ‘‘expenses,”’ con-
ducted on the general lines of other purely
sporting events, mentioning automobile races
and horse races as examples, seems to be still
in the future. A meet strictly on these lines
would be a novelty in the States. A purely
sporting event a meet eventually must be, but
to date it has been an impossibility—and it
looks as though it would so remain for at
least another year.

One can venture the assertion that by sum-
mer there will not be three standard machines
whieh would be entered by owners on a sport-
ing basis. There will not be more than a
half-dozen owners in a position to enter into
contests that would be willing so to do. The
majority of machines now in existence will
devote all energies to giving exhibitions for
pay.

~done this year

The exhibitions that have been given during
the past year have proven of wonderful benefit
in arousing interest. Greater work will be
in the same way. But it seems
out of the question to attempt to arrange a
purely sporting event.

The attempts to combine
paid performances, or with allowance of con-
siderable sums for “expenses,” to state ex-
amples, the last Los Angeles meeting and the
Belmont meeting, have proven detrimental to
the pocketbooks of the backers. It is re-
ported that the meets that have been held all
over Europe, and in other parts of the world,

competition with

on the same basis, have resulted in losses
On the other hand, the exhibitions, pure and
simple, have, so far as known, generally

proved successful from a financial standpoint:

In time it will be the purely sporting com-
petitions which will prove of the greatest in-
terest. There is no element of contest in the
150 exhibitions that have been given during
1910 all over the United States, yet the ma-
jority of all these paid profits to the promoters
in one way or another. The larger portion of
the people attending had never before seen an
aeroplane in flight, and interest and curiosity
brought results.

While the latter is true also of the affairs in
Which there have been contests, mentioning
Los Angeles: and Belmont again, the abnormal
expense of administration attendant upon the
arranging of actual contests and the securing
of certain entries-has brought losses to the
promoters The Wright Company and the
Curtiss Hxhibition Company have worked on
an economical-basis. ‘They have no “pylons”
to erect, or sheds to construet, and their ad-
ministration cost is low.

The promoters of flights seem to have but
two courses open: to run a purely sporting
event at a loss, or conduct a purely exhibition
affair and meet expenses or make a profit.

It is a case where adherence to the principle
of sport means financial loss and, with a de-
creasing number of affairs, the falling short
of all opportunities to advance general inter-
est; and where the money question is para-
mount and the stirring up of sentiment to a
greater extent.

Which is to be—principle or policy?

cAERONAUTICAL SOCIETY RUNS BIG BANQUET

never been more signally recognized than

it was on Thursday, March 23, when the

President of the United States, at the White
House in Washington, received by appointment
the committee from the Aeronautical Society
Which invited the Chief Executive to be its
guest at a banquet to be given at the Hotel
Astor, New York City, on Thursday, April 27.

The committee consisted of Hudson Maxim,
president of the Aeronautical Society; Lee S.
Burridge, vice-president; William J. Hammer,
Louis R. Adams and Thomas A. Hill, directors;
and Arnold Kruckman.. The distinction ac-
corded the Aeronautical Society by President
Taft is indicative of the large importance of
the dinner.

Among other distinguished guests there are
expected to be present Gov. Woodrow Wilson
of New Jersey, Gov. F. L. Baldwin of Connecti-
cut, Gov. Judson Harmon of Ohio, Thomas A.
Edison, President Butler of Columbia Univer-
sity, President McCracken of New York Uni-
versity, Wilbur and Orville Wright. Glenn H.
Curtiss, Eugene Ely, Walter Brookins, Gen.
James Allen, head of the U. S. Signal Corps;
Augustus Thomas, the playwright; Arthur
Brisbane, the noted editor; John Temple
Graves, formerly the famous editor of the
Atlanta Constitution; Emil Boas, resident head
of the Hamburg-American Steamship Com-
pany; Prof. Herschel Parker, the noted ex-

I: America the science of aeronautics has

representativ es of the various foreign
as well as delegates
Sera clubs in America.
statesmanship, commerce

plorer;
aeronautic
from the many
Science, journalism,

finance, diplomacy, exploration, land and ma-
rine military will all be represented at the

dinner. So far as this publication is aware, it

is the first time that the subject of flight will

be discussed from so many opposed angles.
In addition to the feast of reason and wit

which the society has prepared, surprisingly
unique features. will be introduced for pure
entertainment which will make this banquet
notable among all banquets for many months
to come.

The banquet committee has its headquarters
at the Hotel Astor, New York City, where

communications should be addressed. The
price per cover will be $5.00.

Your journal opens a new ‘field for the amateur,
as it provides every opportunity for developing
ideas by placing a person in touch with manufac-
turers of supplies and material of every conceiv-
able kind. This feature alone is well worth the
subscription price. To this is added the news from
home and abroad, the valuable aids of construction
and many other good things. T have read your
journal with profoundest interest and would un-
hesitatingly recommend it to any person interested
in aeronautics.—W. R. MCGILL.

129

AERONAUTICS

April, Tort

NS, Genel

CURTISS PINEHURST SCHOOL.

On March 18 Beachey opened the Pinehurst
(N..C.) school of the Curtiss Aeroplane Co.,
with Roland B. Middleton, a New York man,
as student. On the 25th McCurdy will make a
series of exhibition flights. This school, which
is intended to be an annual feature at this re-
sort, will close May 1.

Permanent grounds are being arranged for at
Palm Beach, Fla., and an annual winter school
is intended to be conducted at this resort.

Pupils will be taken at a tuition fee of $500,
which will be allowed on purchase of a ma-
chine, if the student decides he likes flying.
A deposit of $500 is required to cover damages
in learning, any surplus remaining to be re-
turned. At San Diego, Cal., three army officers
and a naval officer are already learning, as are
several civilians.

C. Grahame-White & Co. charges $500 for
tuition on either Bleriot or Farman machines,
or $750 on both. <A deposit of $250 had to be
made to cover damages and the pupil had to
take out insurance to cover third party risk.

One may learn to fly the Breguet machine,
which has been breaking passenger records of
late at Brayelle, for $400, the student standing
breakages, depositing $300 with Breguet as se-
curity. If the student is reckless or is deemed
a dangerous pupil, Breguet reserves the right
to restore to him his tuition fee, less $100. In
beginning the lessons the apprentice agrees to
assume all risks. This is true of the other
schools.

Henry Farman will make one a pilot for the
sum of $500, payable in advance. The student
assumes risks of breakage and deposits another
$500 to cover damages. Three weeks at the
outside are deemed sufficient to make one a
pilot. Sheds for aeroplanes, which can be
rented at Mineola or Belmont for $10 a month,
cost $100 monthly at the Farman school, or
$800 by the year.

LATEST BURGESS-WRIGHT AEROPLANE.

By the first of April W. Starling Burgess, of
the Burgess Co. & Curtis, Marblehead, Mass.,
will be at the Mineola (N. Y.) grounds train-
ing several pupils in the use of the Burgess
company’s ‘‘Model F.”’ This will be a new ma-
chine to the American public and is called the
“Burgess-Wright.” This will be the same size
(39 ft. spread) as the Wright machine, with
Wright engine and propellers, but embodying
Burgess constructional features.

Mr. Burgess was the first civilian pupil of
the Wright company, other than their own
aviators, and, as announced in AKRONAUTICS
last month, completed his training under Frank
Coffyn at the Augusta (Ga.) Wright camp,
where he made 26 flights in all, 14 of which
counted as lessons.

The Burgess-Curtis Company is the first
concern to recognize the Wright patent by ob-
taining a manufacturing license.

FRED SHNEIDER STARTS SCHOOL

By the middle of March Fred. Shneider, 1020
EK. 178th St., New York, will have started his

school at the Belmont race track, where he
now has his. shed. Joseph Richter will be
taught to fly and he will act-as instructor.

Two or three pupils will start in under direc-

tion of Mr. Shneider as soon as the school
opens.
WRIGHT COMPANY WILL CONTINUE
EXHIBITIONS

gone out of
1911 will see

The Wright Company has not
the exhibition business—in fact,
more of this than the year past.

What is more hopeful for advancement of

aviation is the fact that aeroplanes are being
purchased now for sporting purposes only.
W. C. Beers and several friends of New Haven,
Conn., belonging to the new Aero Club of Con-
necticut, have Wright machines ordered for de-
livery on May 1. Robert J. Collier has one
already; Russell A. Alger will have one, and
T. B. Funk, of Dallas, Tex., is another pur-
chaser. Several Curtiss machines are in the
hands of ‘‘outsiders,’’ and the Burgess Co. &
Curtis have several on order.

During the last month Coffyn made some 60
flights at Augusta, staying in the air over 18
hours, despite almost continually unpleasant
weather. These were nearly all two-man
flights. No one has broken a stick or had any
difficulties. The actual cost of maintaining
and operating aeroplanes does not seem to run
into such excessive figures as has been given
in a recent article, and the degree of success
attained by the pupils at Augusta shows it is
quite a simple matter to learn to fly.

On some of the new Wright machines is
being used a special fabric prepared by the
Goodyear Tire & Rubber Co., of Akron, Ohio,
which they call their ‘‘Wing Aeroplane Fabric.”
The Wright Company was largely responsible
for its construction.

THE FIRST AERO CHAUFFEUR

Russell Alger, of Detroit, has a man at Au-
gusta learning to fly. Another pupil is George
Manor, a friend of Mr. Burgess, who has bought
a Model F.

COMBINATION AIRSHIP AND AEROPLANE.

Lieut. H. E. Honeywell, of 4460 Chouteau
Ave., St. Louis, Mo., not long ago completed a
series of tests with what he calls a diroplane.
The appearance is that of a rather short Per-
fecto cigar cut through the middle longitudi-
nally. The bottom, therefore, is a plane sur-
face. The gas bag is built round a framework.
The volume of gas is barely great enough to
lift the airship with two passengers. The en-
gine can be started or stopped in the air with-
out the operator leaving his seat. The engine
and seats for the two men are located about
the center of the apparatus from end to end
and suspended below the envelope by a frame
triangular and cross section.

Mr. Honeywell declines to give out much in-
formation about the new apparatus, but it is
said to have increased speed over the other
type of airship.

CONGRESSIONAL LIBRARY WANTS BACK
NUMBERS.

The Librarian of Congress is anxious to se-
cure the following issues of AHRONAUTICS
which cannot be supplied by the publishers:
All numbers July to December, 1907; all num-
bers January to June, 1908; July to October,
1908. The National Library will appreciate
receiving these copies. Address Librarian of
Congress, Periodical Division, Washington,

$1,000 MOTOR PRIZE.

The closing of entries for the Automobile
Club of America’s $1,000 motor prize competi-
tion has been set forward to July 1. The con-
ditions are still being prepared and it is ex-
pected that by the middle of March they will
be in shape for publication.

NOTE ON SELLERS AEROPLANE.

The Aero Club of America, in a recent bulle-
tin, stated that the Breguet machine, which re-
cently broke passenger speed records, was the
first to carry a weight greater than its own.
The club has overlooked the fact that one of

130

AERONAUTICS

its own members is flying almost daily in a ma-
chine which, in every flight, carries 2% times
its own weight—but then these flights of Mr.
M. B. Sellers, the member referred to, have not
been “officially observed” and therefore ‘‘do not
count.” The fact remains, nevertheless. Com-
ing down to figures, Mr. Sellers’ machine (of
which full details and description have been
printed in AERONAUTICS on several occa-
sions), which flies with an engine rated at but
10 h.p., weighs 110 lbs. ready for flight. Mr.
Sellers himself weighs 140 lbs., a total of 250
Ibs. for a 110-lb. machine, with 6 actual h.p.;
over 41 Ibs. being carried for each horsepower.

INCORPORATIONS.
Baltimore Monoplane Co.,, Baltimore, Md.,
$300,000. D. J. Carter, 2009 Boone St.; J. B.

Sebastian, 204 N. Liberty St. Manufacture and
conduct school.

Marquette Aeroplane Co., Indianapolis, Ind.,
aeroplanes.

The Standard Airship Co. has been incorpo-
rated at Columbus, Ohio, to build and sell aero-
planes. The capital stock is $50,000. The in-
corporators of the company are: T. P. Horrell,
Cc. A. Ricks, A. Y. Gowen, W. C. Saeger and
G. B. Collins, of Cleveland, Ohio. The aero-
planes will be manufactured under patents
held by H. J. Sharp.

Penn Aero Construction Co., Philadelphia,
Pa. Capital, $125,000. Incorporators: Kenneth
Robertson, E. N. Johnson and Frank A. Kuntz.

Ellithorpe Aerial Co., Marblehead, Ohio.
George H. Ellithorpe and others; $12,000.
Lamson Aeroplane Co., Los Angeles, Cal.,

$100,000. Incorporators are: Charles H. Lam-
son, H. A. Linthwaite, O. C. Linthwaite, R. I.
Blakeslee and Buel H. Green. H. A. Linthwaite
is said to be the financial backer. He is an
architect of Columbus, Ohio, and has accumu-
lated a considerable fortune. The concern will
build aeroplanes, employing wing warping un-
der the patent of C. H. Lamson. About a year
ago suit was filed by Lamson against the
Wrights, in which Lamson alleged that he had
invented and patented the warping device sev-
eral years before the Wrights experimented
with it.

Johnson Aeroplane Co., Brooklyn, N. Y., $50,-
000. Directors: Ernest A. Johnson, Brooklyn,
and Edward A. Johnson and Simon A. Irace,
of Middletown, Conn.

Alleas Aviation Co., Boston, Mass., $50,000.
ee M. Alleas, Joseph Brettler, Emile F. Con-
on.

Siedlinger Aeroplane Co., Del.,
$100,000.

United States Aero Publicity Co., Columbia,
S. C. (in process of formation), $500,000. Vic-
tor Jossenberger, E. S. Ward, W. G. Howard.

Aeroplane Amusement Co., 75 Westminster
St., Providence. R. I. Capital, $100,000. Gard-
ner C. Luther, J. Elmer Payne, John S. White-
house, David G. Edwards. Aeroplane amuse-
ment device for parks.

The International Airship Co., 15 Ramapo
Ave., Paterson, N. J., $250,000. Incorporatofs:
Victor L. Ochoa, Ed. Van Winkle and Wm. 8.
Martin. Promoting ‘“‘Ochoaplane.”

BRITISH GOVERNMENT AERO COMMITTEE

The British War Office are forming a Techni-
eal Advisory Committee on Aeronautics, and
have invited representatives from the Aeronau-
tical Society, the Royal Aero Club and the Ad-
vistory Committee on Aeronautics, commonly
known as Lord Rayleigh’s Committee, to serve
thereon. This is the first move in the forma-
tion of a Technical Aeronautical Reserve which
is about to be formed as an adjunct to the
army. What it will be, what it will consist of,
and what it will do, the War Office themselves
do not yet know.

WRIGHT-CURTISS SUIT.

The Wright Company finished taking testi-
mony in a suit which began last summer
against the MHerring-Curtiss Company and
Glenn H. Curtiss a few weeks ago and every
effort is being made by them to bring the case
into court before the summer recess. The
Wright Company’s suit against Grahame White
for infringement in Farman and Bleriot ma-

Wilmington,

April, 1911

chines 1S progressing rapidly. The Wright
Company’s testimony is entirely in and it is
expected that the case will be disposed of some
time during the spring.

In the former case, Curtiss has four months
to reply, in the latter, the law limits the case
to three months.

WHAT HAS BECOME OF—

The Wright aeroplane to have been purchased
by the Aero Club of America last spring for
the use use of members?

_Charles J. Glidden’s New York-Boston aerial
line?

Albert C. Triaca’s fine aeroplane?

The American Aeronaut?

The Prof. Todd-Stevens altitude balloon ex-
cursion?

Joseph Brucker’s transatlantic balloon voy-
age?

The Baldwin dirigible that went to Germany?

Amherst’s aerial signs for balloonists?

The aeroplanes all over the country that
were all going to fly in the ‘next few days,” or
weeks?

The great aero park at Springfield?

Many of the aero clubs which have been
formed the past year, of which nothing more
has been heard?

Tillinghast?

—Reprinted from the April (1910) AERONAU-
TICS:

INTERNATIONAL BALLOON RACE NOT AT
ST. LOUIS.

It is probable that the International balloon
race of 1911 will be held at some other place
than St. Louis. Cincinnati, Omaha, Indianapo-
lis, San Francisco and Kansas City have all
made applications to the National Council. A.
B. Lambert has stated that St. Louis is not a
candidate. The selection of the place has been
referred to a committee of three, of which
Clifford B. Harmon is chairman. This com-
mittee will report to the Executive Committee
of the National Council at a meeting to be held
prior to the April 4th general meeting.

The Pacific Aero Club, in San Francisco,
points with pride to its October climate and
the prevailing winds at that season. All these
cities are making strong efforts to obtain the
race.

At the last meeting of the Executive Com-
mittee, held March 7, the Milwaukee Aeronau-
tic Club, the president of which is Sherman
Brown, manager of the Davidson Theatre, Mil-
waukee, was admitted to membership.

The report of the Conference Committee was
made, adopted and the secretary instructed to
send a copy of the form of working agree-
ment, arrived at between the Aero Club and
the Council, with the amended by-laws to meet
the conditions created by the working agree-
ments to the various clubs comprising the Coun-
eil.

The meeting was attended by Messrs. Collier,
Atherholt, Myers, Duffy, Harmon and Bishop.
J. H. Joyce and John C. Eberhardt were repre-
sented by proxies.

NEW BOOKS
(Continued from page 125)

Green & Co., 443 Fourth Avenue, New York,
at $1.00. The authors have put in simple lan-
guage the principal laws governing aviation.
It is a most suitable book indeed for the hun-
dreds of experimenters now building machines
of their own design or copying well known
aeroplanes and without any fundamental
knowledge of the laws of aero-dynamics. The
contents of the book are divided into nine
chapters which are again split up into many
sub-divisions. The main divisions are as fol-
lows: Properties of the Air; The Resistance
of the Air; The Inclined Plane; Flow of the
Air—The Curve—Lift and Drift; Gliding, and
the Theory of the Aeroplane; Stability and
Steering; Propulsion; The Aeroplane; Navi-
gation and Motors.

131

AERONAUTICS

BOS FON ss

OSTON had its second aero show, under
the efficient management of Chester I.
Campbell, during the week of Feb. 20-25,
at the Mechanics’ Building. While it was

the best show that has yet been held, probably,
it was far from what a national aero show
should be ,and, as usual, a_ financial loss, which
Mr. Campbell, who was not over-sanguine of
its being a bonanza, stood like the good soldier
he is. The show was not held “under the
auspices” of some irresponsible club.

Full Sized Machines.

TEES WEG EU OVEPAN Ye Daytona iOs
showed their Model B two-man machine, finély
finished like the New York Show machine ‘sold
Collier. -This' spreads 39 ft., planes 6 ft. 38 in.
fore and aft, propellers 8% ft. diam.

The entire machine is governed by two
levers, the first of which, when moved forward
or backward, warps the wings and at the same
time turns the rear vertical rudders, permitting
the operator to maintain his balance without
changing his course, regardless of the direc-
tion of the wind. The vertical rudders can
also be operated independently to turn to the
right or left by simply twisting the end of the
lever with a wrist motion. The second lever
controls the real horizontal rudder by which
the direction of flight upwards or downwards

Left Side of Wright Engine.

may be governed. The speed of the engine is
controlled by a foot pedal and the power can

be shut off instantly at any time by pulling
a cord within easy reach, which releases the

compression. The propellers keep the engine
turning over, and by pushing in a rod on the
side of the engine compression is on again
and the engine will again deliver power. The
control is entirely by. steel cables with nickel
steel chain sections wherever they pass through
pulleys. The entire mechanism is exposed so
that even a casual inspection suffices to ascer-
tain the condition of all working parts.

The biplane type permits of double trussing
throughout, offering a strength obtainable in
no other design, and the efficiency of the planes
and propellers is so high that there is no need
to sacrifice strength for lightness.

All machines are equipped with shock ab-
sorbing wheels for starting and landing. This

aeroplane carries two persons comfortably, and
the levers are duplicated so either person can
operate the machine. It is a refined type of
The Wright Flyer used by the exhibition de-
partment... The total weight of the machine is
S00 Ibs.

The wood used best West Vir-
ginia and the cloth fabric,
non-shrinkable.

The Wright Motor, 4 cylinders, 4%4-in. bore
by 4-in. stroke, 30-35 h. p., weight 180 pounds,

is the very
is a new Goodyear

SEP COND. AERO

April 1O1 t=

SHOW

like the aeroplane and propellers, is a develop-
ment of years of experimentation by the
Wright Brothers, while the rest of the world
was busy with a motor for automobiles. No
effort has been made to reduce weight at the
expense of safety, and a feature is its extreme

simplicity. There probably has never been
built a practical four-cylinder motor with
fewer parts. The body is cast in aluminum

and the cylinders are cast individually of gray
iron. The nickel steel crank shaft is cut from
the block, as is also the cam shaft, which
operates the exhaust valves. The intake valves
are automatic. Ample lubrication of bearings
and cylinders is obtained by a positively op-
erated pump. The cylinders are water-jacketed
with aluminum and a centrifugal pump fur-
nishes effective circulation. As this motor
must operate in constantly varying altitudes,
the gasoline is supplied .directly to a mixing
chamber without a carburetor, by means of a
gear pump and injector which controls the
amount of gasoline supplied to each cylinder
in direct ratio with the speed of the engine.
Ignition is provided by the Mea high tension
magneto, offering an exceedingly wide range
of control.

The power is transmitted to the twin pro-
pellers by means of nickel steel roller chains
and the propeller shafts are of chrome nickel
steel. Hess-Bright ball bearings are _ used.
The price is $5,000. ;

BURGESS CO & CURTIS, Wright licenses,
of Marblehead, Mass., exhibited several ma-
chines. The Model KE, termed the “Grahame-
White Biplane” (‘Baby Farman’’), is the fourth
machine this company has built on the order
from White for seven machines. This type is
not being built simply for White, but is one
of the styles the Burgess Co. is putting on the
market. This is priced at $7,500, with a Gnome
50 h. p. engine as regular equipment.. “Prof.”
J. V. Martin, formerly of the Harvard Aero-
nautical Society, has been flying the ‘“‘Baby” in
England at the White school.

This machine is almost an exact copy of
the ‘Farman’ used by Paulhan in this country,
but is quite a little smaller, though almost
exactly the same proportions, and several im-
provements. The spread is 27 ft. without ex-
tensions, and 386 ft. 10 in. with them. The
weight, less the engine, is 318 lbs. There is a
little less curve than the old “Farman.”

The fuel is carried in four tanks, two on the
lower plane, on either side of the engine-bed,
and the other two suspended from the top
plane. Gravity feed to the engine from the
top tanks, which in turn are fed by. force-
pump from the lower ones.

The regular Burgess gate control is used in place
of the “Farman” single lever. For passenger
carrying, extra detachable extensions are added
to the top plane. Greely S. Curtis “deflect-
ors” are used in connection with the regular
Farman-type ailerons, to equalize the resist-
ance.

The fittings are all rolled cold steel, nickeled,
in place of the old aluminum fittings. These
are lighter, stronger and neater. Most of the
well-finished machines on the market to-day
are using cold rolled steel fittings, either oxi-
dized, nickeled or enamelled. “

The planes. are covered with a very fine
quality of sail-cloth made by Wilson & Silsby
of Boston. This firm makes a specialty of
aeroplane fabrics, and several of the machines
in the show were covered by this company, and
users praise it highly. f

The “Flying Fish,’ another Burgess-Curtis,
was:‘the original one flown last season at Plum
Island. It has been equipped with wheels and
the fins on the top plane have been removed

and in their stead there are regular Farman
flaps. The Curtiss 4-cylinder motor is in-

stalled. This costs $4,500.

There was also another model, “B,’ shown,
which was an exact duplicate of the “Flying
Fish,” except that it was mounted on the

:

AERONAUTICS

single skid (with two small skids on either
side), the same as the original.

Dype Cis also. similar to the “Elying
Fish,” except that it has two skids, and is
equipped either with or without wheels. The
under-body is much heavier than the other

types, the machine being designed for begin-
ners. Equipped with 30 h. p. Clement-Bayard
2-cylinder opposed motor. Price $4,500. A
very beautifully finished glider was also shown.
This was built for Mr. A. A. Merrill.

Mr. Burgess states that the next machine
which they build for Grahame-White will have
a torpedo body, with all the controls, seat, etc.,
inside. The finish will be as fine as the most
beautiful yacht—entire inside of torpedo body
will be upholstered.

The Burgess Company & Curtis also showed
their well-known model “D’’ and the ‘“‘Cross-
Channel’ Bleriot brought over to this country
by Greely S. Curtis.

The Model D is the one Hilliard has
flying, as accurately recorded in previous is-
sues. This lists at $5,500, with the Indian
8-cylinder motor. All the Burgess-Curtis have
Bosch magnetos. El Arco radiators are stand-
ard equipment.

THE METZ COMPANY, of Waltham, Mass.
—This company showed their 7-cylinder re-
volving type motor, which they are putting out
in three sizes, 35-60-125 h. p.

They also had a full line of Goodyear
turnbuckles, hubs, aluminum fittings,
Bleriot-type rubber shock absorbers.

A small biplane with a 35 h. p. motor (4-cyl-
inder, water-cooled), with Bosch magneto, was
exhibited. This was built to order for a St.
Louis man. Ailerons were hinged to rear
beams by crossed leather straps.

Although this company showed several Ble-
riot-type fittings, and is making a specialty of
Bleriot-copy monoplanes, they did not have
their product on exhibition. The Bleriot ma-
chine which they showed at Belmont Park
during the meet is now in Georgia, where Joe
Downey is giving exhibition flights.

The MINECLA-. SPECIALTY COMPANY,
Mineola, L. I., showed a Curtiss-type biplane
complete, but without power-plant. This had
a single surface front elevator, Farman type
ailerons, double surface planes, and all metal
parts and fittings were finished in oxidized
copper and lacquered.

Every detail of construction was carefully
executed, and the general finish of this machine
was equally as fine as any on the floor.

The steering-post was rather a novelty, be-
ing built entirely of steel, the cable running
inside of the Shelby steel post. The front
control, rear stabilizer and rudder are arranged
to knock down readily, as well as all the plane
sections.

BUTLER’ & SAUNDERS, of 341 Newbury
St., Boston.—This monoplane was a rather
close copy of the Bleriot cross-Channel type,

been

tires
also

with a 3-cycle Anzani motor, with the excep-
tion of the alighting gear, which was built
somewhat along the lines of the “Farman,

with the exception of there being two wheels
in place of four. Naiad cloth was used to

eover the planes, and, considering that the
machine was built in a barn, with the door
open to let in a little daylight, which at the

same time let in plenty of winter atmosphere,
and with very few tools at hand, it certainly
Was a most creditable piece of work.

Nat Butler, who is well Known as an ex-
bicycle rider, did most of the work on the
machine. He intends to start work very

shortly on a new Bleriot-type racing machine,
which will be equipped with either a Gnome
or an Indian revolving motor. The main frame
or fuselage will be constructed in such a man-
ner that there will be no holes bored through
it, and the alighting gear will be similar to
the one they are using on their present
machine.

THE BOSTON AERO CO., 410 Newbury St.,
Boston, Mass.—Their “Pigeon Monoplane”
faced the entrance to the hall, and was one of
the most novel machines shown. The work-
manship was fine. It was considerably larger
than any of the other monoplanes, spreading
36 ft., and nearly as big as the Antoinette.

April, TOTT

The framework (fuselage) was built of hol-

low spars, aS well as the entire edge of the
Wings. The wings were pivoted in such a man-
ner that when one was raised the other was

automatically lowered, within a range of 4 to
18 degrees. The whole wing surface’s angle of
incidence could also be altered during flight.
The operating of the wings in this manner
Was designed to be automatic, but can also be
controlled by the aviator from a wheel.
A 6-cylinder motor, 436 by 5 in: b. and s., of

the revolving type, similar in appearance to
the Gnome, was installed, for which great
power and reliability are claimed. The cor-

rect timing of a 6-cylinder rotary motor would
seem to offer some difficulty.

This was designed and built by
Gouldhart.

The LONGFELLOW MONOPLANE CO., of
Allston, Mass., exhibited their first monoplane,
Bleriot type with a very nice looking running
gear. This was fitted with a new engine, an
“Avis,” 30 h. p., 2 cylinders, 2-cycle, revolving.

Albert <A.

Business End of Butler-Saunders.

This machine spreads 24 ft, covered with
Naiad cloth. The vertical struts in the body
framing are of oval steel tubing.

HARVARD AERONAUTICAL SOCIETY.—
This society showed the H. V. Roe triplane
which Roe brought over for the Boston avia-
tion meet.

HUBBARD
this issue.

MONOPLANE.—See_ elsewhere,

Engines and Accessories.

ELBRIDGE ENGINE CO., 10 Culver Rd.,
Rochester, N. Y., had four engines on exhibi-
tion: one 3-cyl., two 4-cyl. and one 6-cyl. The
4 and 6-cylinder motors were the new “Aero
Special.” One was shown mounted in a section of
a Wittemann ‘plane, with twin El Arco radiators,
Bosch magneto and Gibson propeller. Another
engine was fitted with a ‘“‘Paragon.” Of course,
the G. & A. carburetor was shown as standard
equipment.

HENDEE MFG. CO., Springfield, Mass. First

showing of their new T-cyl. rotary “Indian.”
The “Model D” Burgess had the 8-cyl. “V”
Indian. :
AMERICAN PROPELLER CO., 616 G St.,
Washington, had a comprehensive exhibit of
their well and favorably known “Paragon”

propellers.

1338

AERONAUTICS

MARBURG BROS., 1771
York, American agents for
exhibit of their own as well.

GOODYEAR TIRE & RUBBER CO., Akron,
O. This company had a large exhibit—show-
ing a complete line of detachable aeroplane
tires and several grades of fabrics. Of special
interest was the new ‘‘Wing” fabric which the
Wright Company is now using on its machines,
as well as the Burgess Co. & Curtis. This
fabric is not affected by either heat, cold or
moisture, and was only accepted by _ the
Wright people after strenuous tests. This
costs from $1.00 to $1.50 a yard, according to
width and weight. Goodyear tires can be had
now in a great variety of sizes. The new 20x4
is perhaps the best size for aeroplane work.
There is a decided advantage in tires of large
cross-section.

PENNSYLVANIA RUBBER CO., Jeannette,
Pa. Their yellow fabric, ‘Penacloth,’ of a
weight of but 6% oz. to the yard, and the big
4x20 in. tires, the first of the size on the mar-
ket, were handled by the Post & Lester Co.,
of Boston.

B. F. GOODRICH CO., Akron, O., exhibitors
of ‘“‘Palmer’’ tires and rubber shock absorbers
for Wright and Farman-type running gear.
Palmer tires are all single tube and, of course,
lighter than casings and inner tubes.

One tire shown had Chrome leather vulcan-
ized on the tread. The arrangement of the
fabric, the threads in each layer being at an
angle of 45 degrees to the other, makes the
tire cling closely to the rim and avoids the
use of clincher rims. These can now be had
in the 20x3 size.

Supply Houses.

CHURCH ABROPLANE “COMPANY, 123
Smith Street, Brooklyn, N. Y. This company,
which is one of the oldest in the business,
showed a very complete line of supplies and
fittings. Some of the finished spruce parts,

Broadway, New
the Mea, had an

haenLH00. /

April, 1910

such as ribs, struts and main spars, were well
designed and beautifully finished.

They had intended to have their supply cat-
alog ready some time ago, but, before going
to press, decided to add several of their new
fittings, as well as model sundries, and so have
held this back until cuts can be made. This
catalog is promised for the very near future.

They also exhibited a Bleriot-type monoplane
in the course of construction. This was made
almost entirely of spruce, being designed par-
ticularly light to accommodate the ‘‘Avis”
motor which the Longfellow Aeroplane Com-
pany is putting on the market.

The monoplane showed good workmanship.
The wings, which were shown uncovered, were
perfectly lined up, and the novel feature of
these was the front entering edge, which was
of half-round, hollow spruce, instead of the
sheet aluminum as is generally used, and
which gets quickly dented and twisted out of
shape in handling.

This company also had a very fine display
of “Paragon’’ propellers, for which they are
the Brooklyn agents. In fact, theirs was the
only real display of propellers in the show.
Several sales on these were reported, one of
their customers being Victor Lougheed, author
of ‘‘Vehicles of the Air.”’

BK. J. WILLIS CO., 85 Chambers St., New
York. The Willis exhibit was as complete as
usual. In addition to the hundred or more
various fittings the company showed Naiad
cloth, Hartford tires and Weaver wheels, Gib-
son propellers, ribs, struts, G. & A. carburetor,
Pennsylvania wheels and tires and El Arco
radiators. A duplicate ‘“‘Aeromotor” of that
on the Yamada Japanese airship attracted at-
tention. This was shown with a Mea magneto.

THE AMERICAN ABHROPLANE SUPPLY
HOUSE, of Garden City, N. Y., had an ex-=
tensive exhibit of well-made parts for Bleriot-
type machines. One whole wing was shown,
with rudder and elevator, uncovered. This

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AERONAUTICS

concern has prepared a complete set of scale
and full size drawings of every part of the
eross-Channel Bleriot, as well as being in a
position to sell all parts ready for assembling
at a low price.

E. L. LENNON & CO.’S booth showed Wilson
& Silsby cloth, the Custer statoscope, Good-
year rubber shock absorbers, and claimed to
handle Gnome engines and Chauviere pro-
pellers. Some samples of Bleriot turnbuckles
were shown. These were novel, in that the
threaded ends of the sleeve were split to keep
the threads on the eyebolts from stripping.
The Custer statoscope is very simple and sells
for $25. A full description was published in
AERONAUTICS.

INS Ye) oN eON AEG Ati 1S Plies CO; 50
Broadway, New York City. This company
showed a line of supplies of every description.
They have just issued a 20-page catalog, which
shows many standard fittings. They also
showed one of the new 50 “Aerometers” for
which they are the New York agents. Their
exhibit was most complete and included, among
other things, Gibson propellers, Curtis and
Farman running gear, Curtiss seats, Bleriot
fittings, Naiad cloth, “Carrath”’ oval tubing, El
Areo radiators, square tubing, made-up ail-
erons, ete. This concern has been started by
walter Shulman, formerly with the E. J.
Willis.

Models and Miscellaneous.

WHITE AKROPLANE CO., 15 Myrtle Ave.,
Brooklyn, N. Y., showed a big line of models
and model supplies.

ROYAL AERIAL MFG CO., West New York,
N. J., was another exhibitor of flying models.

A. C. MARQUIS, of Rochester, N. Y., showed
a compass particularly adapted for flying. A
mirror showed the direction being flown on
a vertical dial. Another feature is that, to the
operator of the aeroplane, the needle points
in the direction in which the machine is flying,
instead of continually pointing to the north
as usual. The dial apparently moves instead
of the needle.

THE SCIENTIFIC AEROPLANE CO., 125
Fast 23d St:, New York, exhibited the Sperry
gyroscope, intended for use in aeroplanes to
preserve lateral stability. Mobiloil was han-
dled by a local automobile firm, as was Pan-
O-Lite oils and grease.

The Tufts Aero Club showed a member’s
glider. Cole & Co., Asbury Park, photographs.
Pittsfield Aero Club, balloon basket. C. J.
Seamon, flying novelties. Magazines, AERO-
NAUTICS, Aviation Topics, Aircraft, Fly, Aero.

The U. S. Aeronautical Reserve had a booth
for their organ, Airscout. The Boston Globe
was an exhibitor of models. The Aeronautical
Society had a booth, and L. E. Dare filled the
space with an interesting collection of models
and photographs. The Aero Club of New Eng-
land was represented.

Exhibitors of models were:
Airship (Co:., 50 Congress, St., “Boston; Avy 1:
de Dryver and Edw. Huber; Harriman Aero-
mobile Co., 53 State St., Boston.

International

fOr

GARDNER HUBBARD and F. Tracy
Hubbard, of Ipswich, Mass., are new
e makers of aeroplanes, putting on the
market a monoplane, type “Hubbard
Iv.” <A special feature is its ease of assem-
bling and taking down. It can be put up in
two hours and disassembled in a half-hour
less. It is a sturdy looking machine, combin-
ing prominent features of several well-known
machines. :
The wings resemble those of the Bleriot, and
the same for the body framing. The alumi-

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April, 191T

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Aeroplane

Each day during the week of the show lec-
tures were given, free to the spectators at the
hall. These talks were given by Augustus
Post, J. Emory Harriman, Prof. H. H. Clayton
and Albert A. Merrill.

Samuel F. Perkins, who has been flying his
man-lifting kites all across the continent and
from the deck of U. S. warships on the Pacific
coast, flew kites from the roof of the building

during the show.

In a second attempt to make a trans-Hudson
flight from Guttenberg race track in New Jer-
sey to Central Park in New York City, on Feb-
ruary 24, Chas. B. Morak alighted in the mid-
dle of the Hudson River and was carried down
into the water with the machine. He caught
his shoe somewhere on the machine and tore
it off in getting loose. The Sheider aeroplane
immediately sunk and was never found. It
was fitted with a new 8-cylinder engine loaned
for the occasion by Frank Boland, of Rahway,
INGirelie

The previous flight ended after flying a mile
or so from the grounds.

Mv Oe NZOSr EAN:

num-covered nose and placing of the engine
is that of the Tellier, the running gear looks
like the Hanriot, and the horizontal tail and
elevator takes after the Antoinette. The skid
under the tail is like that under the Farman.
The two-wheeled arrangement will probably be
replaced by a four-wheeled truck, with the
wheels arranged similar to the Farman.

Of its predecessors, one of which had a
Gnome engine, No. 1 and No. 3. flew. The
other was smashed in a trial and was not re-
built on the same plan. The first machine was

185

AERONAUTICS | April, rort

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The Hubbard Monoplane
136

Pe RONAUTICS

April, Torr

Hubbard Monoplane

built in 1909 by F. W. Baldwin and J. A. D.
McCurdy at Baddeck, Dr. Bell’s summer place.

Planes are covered with either Naiad cloth
or Wilson & Silsby fabric. Spread 34 ft. and
are § ft. fore and aft at greatest dimension.
These are guyed to the running gear by double
Roebling cables adjusted by turnbuckles of
fine design. There is a slight dihedral angle
to the wings, 1.5 cm. to the meter. The fabric,
where necessary, is laced; not through eyelets,
but around hooks.

Stability is secured through ailerons hinged
at the outer rear beam of the wings. These
are operated by cable over pulleys and are
interconnected so that when one is pulled down
the other is pulled up, as in the Curtiss.

Elbridge “‘Featherweight”’ en-
gines of 40 h. p. and El Arco radiator. Gibson
propeller. Mr. Hubbard is enthusiastic about
his engine, which he bought second-hand and
was tested on the block for an hour and gave
48.7 h. p. average.

Control. This is by means of a post mounted}
on a unique universal joint with wheel at the,
top. This is used for the elevator and for the)
ailerons. The rudder is operated by the feet.)
The post is swung from side to side for the}
ailerons; in fact, it acts exactly as the Bleriot
control.

Running Gear. The wheels are Goodrich,
26x2% in., with Goodyear Farman-type shock
rubbers.

The total weight is about 700 lbs.

Power Plant.

The Voisin ‘‘Tailless’” Biplane
1

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AERONAUTICS

NO. Tesh 5

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April, TOIL
cA B RIO Awe

New Bleriot XIII Carries 8 People

RENAUX WINS $20,000 PRIZE.

Hugene Renaux, on March 7, won the $20,000
Michelin prize offered three years ago for a
passenger flight from Paris to the top of Puy
de Dome, near Ciermont-Ferrant, France. This
mountain has an altitude of over 4,800 feet
and the only available landing space is a small
plateau about 360 feet by 131 feet. He used a
Maurice Farman biplane with a 60-h.p. Renault
8-eylinder air-cooled motor of the same type
as now holds the Michelin Cup for distance.

The distance from the starting point to the
landing point is 350 kilometers (217 miles).
The total time consumed in making the flight
was 5 hours, 10 minutes, 46 seconds; maximum
time allowed under the regulations being 6
hours. He made one stop at Nevers for the
purpose of replenishing oil and _ gas. Two
previous attempts have been made to win this
prize, one by Weymann, who lost his way, and
the other by Morane, who met with an acci-
dent.

THE BLERIOT XII?.

I'rom long distance flying to weight carrying
is the step recently taken abroad, following the
wonderful cross-country flight of Capt. Georges
3ellenger (Bleriot 50 h.p.) from Paris to Pau,
in the Pyrenees, 680 kilometers (421 miles), in
the flying time of 7144 hours.

Cody, in England, has carried three passen-

gers, one of whom stood up and clung to a
strut: Busson has carried three passengers in

his 100-h.p. Deperdussin; Weymann and H.
Farman have both made flights with five pas-
sengers.

Lemartin, with a new Bleriot monoplane,
Type XIII, has flown for § minutes with seven
passengers, and it is claimed the machine can
earry 10 people.

The photograph shows machine.

this new

1

Note the elevator is in front and the motor
and propeller at the rear of the main plane.
The plane spreads 421% ft., and has 430 sq.

fits The engine is a 100-h.p. Gnome. The
weight of the machine itself is 1,323 lbs. The
weight of the eight people was 1,102 lbs., so

that the weight per square foot was over 5%
lbs., and the weight per horsepower over 24
lbs. For lack of space we are compelled to
omit details.

Sommer has also carried great weight. in
the shape of six passengers, with 602 sq. ft.
of surface in his biplane, which is perhaps at
this moment the most attractive in France.

THE TAILLESS VOISIN.

The new Voisin machine, which looks as
though it were flying backwards, is indeed a

curiosity. TF irst, we have headless aeroplanes,
and now tailless, and next we will have neither
head nor tail—maybe.

One first thinks of the first aeroplane that
Santos Dumont flew, his ‘14-bis.” Note the
elevator in two parts, the rudder above. Tl or-
ward and back movement of the steering wheel
post operates elevator, and turning the wheel
operates the rudder, while the feet command
the ailerons. The motor is a 50-h.p. Gnome,
driving a metal propeller.

140-MILE SEA FLIGHT.

On Mareh 5 Lieut. Bague established a new
water record, and it was unadvertised and no
boats were strung along the route. He had
to fly by compass from Nice to the Island of
Gorgona, between Corsica and Italy. He in-
tended to land in Corsica, but lost his bearings.
A closer figuring by Mr. Williams Welch puts
the distance at 138 miles. Bague used a
Bleriot 50.

AERONAUTICS

WASsrtING TON cAEROPLANE

April, 1011

SH OW’

By W. Wilson Southard and Antony Jannus.

HB first annual aeroplane and motor truck
exhibit was held in Exhibition Hall under
the auspices of the National Aviation Co.,
during the entire week of March 5-12.

While probably not one of the largest shows,
and exhibits did not arrive on time, it was in-
structive to the uneducated mind in the high-
est degree. Most of the aeroplanes were bi-
planes, but of quite a varied and interesting
assortment.

The National Aviation Co. showed standard
Curtiss biplane, of the ‘‘Type I,’ equipped with
the 4-cylinder motor. This machine is to be
used in teaching at the company’s aero school.
It was recently purchased from Glenn H. Cur-
tiss for this purpose.

Harry A. Orme had a beautiful looking bi-
plane which is more of a pocket edition than
the “Baby Wright” at the Belmont meet. Is
a locally constructed machine, with single ele-
vator in front. Its peculiarity consists in an
umbrella-shaped plane over the center of the
two planes and intended to preserve equilib-
rium. The ends of this are to be warped
down to preserve lateral stability, but as the
plane above named is small, it is questionable
if the leverage obtained will cause sufficient
reaction to do any balancing at all, and is per-
haps the weakest feature about the machine.
Vertical fins, instead of being in front as in
the Wright machines, are placed on the back
ends of the skids. The rest of the machine
is typical of the older Wright machines, with
two propellers and two seats left of the motor.

A “tiny. motor of about 10 h:p., probably
placed in it for exhibition purposes, will, it is
reported, be replaced by one capable of 30 h.p.,
and the machine tried out in the near future.

The Wright Co. exhibited one of their stand-
ard headless big machines and attracted quite
a little attention, probably because of the re-
eent record cross-country flight of Parmalee.
This was the same handsome machine seen at
the Boston show.

The Hubbard monoplane Model 4 was shown.
This machine, while it has not yet been tried
out, is patterned after its predecessors, which
have and is only awaiting one of the Hubbards’
return from Europe for its trials. The wings
of the old machine were recovered and while
a landing chassis of the Farman type is
adopted, the machine is a combination of the
Bleriot, Antoinette and Hanriot.

A standard 4-cylinder Elbridge engine was
shown, with a Gibson propeller.

The Rooney triplane proved quite original
and appears practical if it were not under-
powered—a frequent mistake. It resembles
two triplanes in tandem with the motor be-
tween mounted near the middle on the chassis
which is supported on four wheels. An engine
of about 15 h.p. is used, but will be substituted
by a larger one later. It has made several
jumps, but has not achieved a practical suc-
cess yet.

The plane construction of the Rooney ma-
chine is unique and is the subject of one of

Spectators at the Boston-Harvard meet will
be interested to learn that Prof. Jimmy _ V.
Martin, formerly of the Harvard Aeronautical
Society, has secured his pilot license at the
Cc. G. White school in England, flying a Far-
man. The perfectly good Roe triplane, pur-
chased by the Harvard Society and heretofore
apparently beneath the professor’s notice, may
now receive even more consideration than was

bestowed upon the “Harvard ae alias “the
groundhog.” All this by way of airyness.
Three senior University of Minnesota men

are working on a monoplane which is under
eonstruction in the mechanical engineering
building at Minneapolis.

Ww. S. Romme, who has been building a
unique monoplane during the winter and gave

their patents. They only exhibited this oid
machine under protest, but they have some
sample constructional details of the new
Rooney which indicate that No. 2 will be a
wonder in structure and performance.

The Rex Smith Aeroplane Co. had a com-
plete machine exhibited and showed their sec-
ond in the course of construction. This ma-
chine has been making a series of successful
flights at College Park lately, piloted by An-
tony Jannus. Readers of AERONAUTICS are
already familiar with it.

The power plant consists of a 100-h.p., 300-
lb., 2-cycle Emerson motor in conjunction with

a 9-ft. Paragon propeller. Mea magneto and
Hopkins electric tachometer..
Running the big Emerson six in the Rex

Smith machine proved quite an attraction, as
it nearly blew. everything out of the building
and people were forced to stand in front of
the machine to get out of the dust. As the
hall is cement fioor and steel construction,
there has been no objection to running around
with autos or running aero motors.

Only two makes of motors were shown, the
Fox de luxe and the Emerson, both of which
attracted considerable notice.

The Selby Co., the local agents for the Fex
motor in Washington, D. C., exhibited several
sizes of Fox motors, comprising the 2-cycle,
30-h.p. aero motor, weighing 130 lbs.; the 2-
cycle, 80-h.p., weighing 250 Ibs., and two sizes
of marine motors. Mr. Selby reports the sale
of a 6-cyiinder, 49-h. p., aero motor to A. E._ Bar-
nett, of Providence, R. I., to be used in a
Farman type biplane.

Two aero motors were shown by the Emer-
son Engine Co., of Alexandria, Va., 100 h.p.
and 70 h.p. The 100 h.p. weighs 300 lbs., and
the 70 h.p., 196 lbs. These motors are 2-cycle,
5-in. x 5-in., and are 6 and 4 cylinders, respeec-
tively.

The model booths were quite an attraction
and it was deemed quite commonplace to see
a man or woman make a quick duck to escape
figuring in an aeroplane accident at the hands
of some enthusiastic juvenile aviator.

The Mineola Aero Specialty Co. had their

Curtiss type. This is a beautiful machine
with oxidized metal fittings and neat double-
surfaced planes. The Aeronautical Reserve

recruiting tent came with
exhibit beyond.

The American Propeller Co. had an even
more impressive display of Paragon propellers
than was shown at Boston. Of special interest
was a 3-blade Paragon of original structural
design for which great strength is claimed.

The motor truck show attracted equally as
much attention as the aeroplanes, and a varied,
up-to-date assortment was shown by the lead-
ing motor truck firms.

Financially the show was not as successful
as was anticipated, but a fair attendance at-
tested to the interest in aeronautics of the
Washington populace and their visiting friends.

next, the Paragon

it some initial trials at Belmont Park on the
snow with a small motor, has removed it to
San Antonio, Tex. He is a member of the
Aeronautical Society and his first small model
attracted great attention by its stable and
slow flying at the Automobile Club. The model
was nicknamed the ‘“‘Merry Widow,” for it re-
sembled greatly the hat of that name. Imagine
a shallow pan with the bottom knocked out,
put a propeller on one side and a rudder at
the other, running gear—and there you are!

Experience costs a heap more than book
learning, but it sticks in the head longer.
Some men fly high for years and now an old

busted glider makes them Gun-Shy.
—Automobile Training School.

139

AERONAUTICS

April, Tort

J. C. Mars Flying in Honolulu.

MEXICO CITY, Feb. 23-March 8.—The Moi-
sant International Aviators gave a very suc-
cessful series of flights. The army was very
much interested and March 3d was devoted to
the use of the aeroplane in connection with
army maneuvers, a sham battle being one of
the attractions offered.

On the opening day, Simon flew for half an
hour at an altitude of 3,000 feet above the field.
Garros, the same afternoon, flew around
Chapultepec Castle, remaining in the air 48
minutes and reaching an altitude of 4,000 feet
above the field. Barrier flew 25 miles across
country around a point 12% miles from the
starting line. Alberto Braniff, the son of a
banker, who has been making short flights in
a Farman for the past two years in Mexico
City, also flew during the visit of the Moisant
aviators. The Demoiselles were not able to do
much in the way of flights at the high altitude.
The silver trophy, offered by the Mexican ‘‘Her-
ald,” was given to Garros for his flight of
March 2, when he attained an altitude of 4,879
feet above the aviation field.

HIGHEST ALTITUDE EVER REACHED BY

AEROPLANE

Adding this to the altitude of the aviation
field, 7,861 feet, makes the height reached
above sea level 12,740 feet, which is the high-
est point yet reached by an aeroplane. The
measurement of the altitude was made by a
barograph. This is unofficial, but the figures
are those sent to New York by A. J. Moisant.
These are being verified.

Braniff was able during the meet to fly 6
kilometers from aviation field when he was
forced to alight and was unable to return. On
this occasion he had with him as passenger
Capt. Salvador Vravo, an army officer. Joe
Seymour is flying with the Moisant aviators
now, and Frisbie, who could not fly at this
altitude, sent up a chain of man-lifting “kites.

EH. L. RAMSEY.

MONTEREY, Mexico, Feb. 20-21.—The first
flights in this city were made by the Moisant
aviators, Simon, Garros, Frisbie and Barrier.

A. J. Moisant keeps up a most creditable sys-
tem of records of all flights made by his avia-

tors. Adding up the flights made at Mexico
City, the total is more than 9 hours.

EL PASO, Tex., Feb. 10-15.—Two days’ high
winds prevented flying by the Moisant Inter-

Aviators. Good flying was done by
Hamilton, Simon, Barrier. IFrisbie
failed to get off and Audemars smashed his
Demoiselle. On the 14th, Simon flew for 29
minutes across the border to Juarez and back
over the battle lines of the Federal and Insur-
gent armies. He was closely followed by Ham-
ilton in his Curtiss-copy biplane, in a flight of
21 minutes.

VERA CRUZ, Mexico, Mareh 11-13.—It has
been impossible to obtain reports in time for
this issue. From here the Moisant aviators go
to Havana, March 18-26, following which is a
tour of four weeks in Cuba.

TAMPA, Fla., Feb. 19-March 1.—McCurdy
and Beachey gave exhibition flights at the
Census Celebration. Several flights were made
by Beachey at night with the aid of search-
lights and bonfires, and on one occasion he car-
ried an acetylene light on the biplane itself.
Beachey also flew over the city.

ORLANDO, Fla., March 2.—Beachey flew.

national
Garros,

OCALA, Fla., March 4.—Beachey made
flights.
RECEIVES WIRELESS MESSAGES.

PALM BEACH, Fla., Feb. 24-March 6.—J.
D. McCurdy devoted a week of flying for ‘na
enjoyment of Palm Beach’s fashionable guests.
Several flights were made aver the pier and the
hotels. Perey G. B. Morriss, a Marconi engi-
neer, made a flight with McCurdy and was able
to receive messages from Key West and from
a steamer off the coast. This is the first time
that wireless messages have been received on
an aeroplane, in this country at least. William
F. Whitehouse was a passenger on one occa-
sion and Capt. Hugh L. Willoughby, who has
his winter home at Sewalls Point, was present.

WILMINGTON, N. C., March 9-11.—McCurdy
and Beachey gave exhibition, Beachey flying
over the city.

FLORENCE, S. C., March 16.—Beachey flew.

CUBAN TOUR—After the close of the Ha-
vana meet by Curtiss aviators, McCurdy flew
one day at Colon before leaving for Florida.
Ward then made a tour of several Cuban
towns, Cienfuegos, Caibarien, Santa Clara, San-
tiago, Caimanera, Chaparra, Camagua, closing
Mareh 22 at Manzanillo. As Caimanera is near
Guantanamo, where the American fleet is sta-
tioned, Ward flew for the benefit of the sailors
at the latter place.

140

AERONAUTICS:

ACCIDENT AT SHOW.

VALDOSTA, Ga., March 2-4.—William Mat-
tery, a former airship showman, attempted to
give exhibition flights here. On the first day
he was able to fly his biplane but 100 yards,
and on the second day the wind caught him
and the machine was wrecked and Mattery
went to the hospital. Joe Downey, in a Bleriot,
with Anzani motor, did not do as well as the
biplane. Ray Harroun was also there with his
new monoplane.

AVIATOR PAINE INJURED.
BRIDGEPORT, Ct., March 3.—Frank Paine,
a Bridgeport man, fell in his Curtiss-copy bi-
plane and was sent to the hospital.

After learning to fly at Mineola, with an
Elbridge engine which he hired from ‘‘Pete”’
McLaughlin, a local hotel keeper, in whose

charge the engine had been left, Paine went to
Bridgeport to show his fellow citizens how it
was done. The city granted the use of the
Seaside Park and a purse was raised for the
“made-in-Bridgeport’’ aeroplane. He had been
there a week or more trying to get off the safe
turf, in which the wheels sank heavily. On
one occasion he did get off, but hit a tree.

An experienced aviator would not think of
trying a flight in the space this young hopeful
selected, nor would he start till his engine was
right. Little items like this did not bother
Paine. He did not take the trouble to clean a
missing plug. ‘The crowd assembled laughed
at his efforts, which might have been crowned
with success through his sheer foolhardiness
had he used enough judgment to get his engine
hitting all around.

And now he’s in the hospital. This is a
shining example of the beginner who cannot
wait to become proficient before beginning sen-
sational flights, as he was promising to fly
across Bridgeport harbor.

LOGAN, Utah, Feb. 27.—Clarence Walker,
with his true Curtiss, was forced down by the
wind, damaging his machine, in an exhibition
flight which covered but a few feet.

BATON ROUGH, La., March William G.
Purvis, of Chicago, unknown to aero fame,
after making one successful flight, caught his
wheels in a wire fence and was injured. It
looks like another example of the inexperi-
enced attempting exhibitions.

SALT LAKE CITY, Utah, Feb. 10-16.—Wil-
lard, Ely and Walker, all Curtiss flyers, made

5

April, TTT

flights, despite exceedingly windy weather and
snow flurries. Salt Lake City is 4,000 feet
above sea level, but no trouble was had in fly-
ing, except by Clarence Walker, a local avia-
tor, who recently bought one of the 25-h.p. Cur-
tiss machines and learned to fly in California.

Wind blew a hurricane on the 10th. Post-
poned till Sunday, the 11th. Sunday the at-
tendance was 8,000; weather was cold, and
those attending were rewarded with good
flights, Ely flying out to the Great Salt Lake,
Willard flying closer with curves and glides.

Lack of wind prevented Perkins flying his
kites. Total time in air for Ely and Willard,
30 minutes.

Snow storm Monday, no flights. Tuesday,

postponed. Wednesday, good flights by Wil-
lard and Ely, Ely flying through snow flurry
north of aviation field. Walker got off ground
for a few yards the first two attempts. The
third attempt flew for % mile, turned, but was
forced to land after turn. This, I believe, is
a record for a 25-h. p. engine at this altitude.

Attendance about 3,000 Thursday. Ely flew
but a short distance when he had to descend,
running into a post and breaking front eleva-
tor. Willard remained in air 47 minutes, giv-
ing the best flight of meet, with spectators
fully satisfied.

The weather was so cold the oil froze in the
sights and actually broke the glass on Wil-
lard’s machine. The oil had to be thawed out
before starting.

On this, the last day, Clarence Walker flew
for about % mile, but was forced to descend
for lack of power. Mr. Walker will remain
here for a while, and is now trying an Elbridge
40-60 and has purchased a Curtiss 8-cylinder
engine. J. M: THOMAS.

MANILA, 2: I. Feb: 21:—Capt: Thos: S:
Baldwin, J. C. Mars and Tod Shriver arrived
in Yokohama on January 21 on an aeroplane
exhibition tour of the world. This is the first
time that Capt. Baldwin has been in Japan
Since 1889, when he was there making para-
chute drops. After giving flights at Yoko-
hama they went to Manila, where they flew on
February 21. The tour has covered thus far
flights in Honolulu and places in China.

On‘ March 12 Mars and Baldwin fiew at
Osaka, Japan, in the presence of members of
the imperial family and representatives of the
government.

cASCENSIONS

CONTEST OVER LAHM CUP.

SAN ANTONIO, Tex., Feb. 24.—W. ASs-
mann and J. M. O'Reilly, in an 80,000-ft. Honey-
well balloon, ‘“‘Miss Sophia,” left San Antonio
at 6:47 p. m. in an effort to break the 1,172-
mile U. S. distance record made in the last
Gordon Bennett by Hawley and Post, and win
the Lahm cup, landing the next evening at
5:15 p. m. at Gowers, Mo., a distance of 732
miles, as measured by Mr. Williams Welch cf
the U. S. Signal Corps office.

This beats the distance made by Forbes and
Fleischman, the second holders of the cup.

Entry was duly made by Assmann for the
trial, but the Aero Club claims that the present
holder is Alan R. Hawley, who competed for
it at the same time he competed for the
Gordon Bennett.

It is claimed by St. Louis aeronauts that
there is an unwritten rule that competitors in
the international event should not at the same
time compete for the Lahm cup.

There is nothing in the Lahm cup rules to
prevent competing for both at the same time.

It is a fact, however, if memory serves well,
that it was announced by the Contest Commit-
tee of the A. C. A., just previous to the 1907
Gordon Bennett, that entrants could not com-

=,

EF.

4

141

pete for both; and Chandler and McCoy made
a special ascent previous to the international
event for the Lahm cup and won it. as noted

below. At any rate, Chandler and McCoy re-
tained the cup, though their distance was
beaten by all the American balloons in the

sordon Bennett. If the Lahm cup could have
been competed for simultaneously, it is most
likely that someone would have entered for it.

WINNERS OF THE LAHM CUP.

Capt. Chas. De F. Chandler and J. C. McCoy,
in Signal Corps balloon No. 10, St. Louis, Mo.,
to Walton, W. Va., Oct. 17-18, 1907, 475 miles,
duration 20 hrs. 15 min.

A. H. Forbes and Max C. Fleischman in the
“Conqueror,” a Baldwin balloon, St. Louis, Mo.,

to near Richmond, Va., Oct. 12, 1909, 697 miles
in’ Ss hrs) sb min:

Alan R. Hawley and Augustus Post, in
“America II,” a French balloon sold through

Stevens to J. C. McCoy, St. Louis to near Lake
St. John, Que., Oct. 17-19, 1910, 1,172.9 miles,
winning at the same time the Gordon Bennett
cup and prize.

Ogdensburg, N. Y., Feb.
Barlatier in the ‘“‘Lapresse,”’
merstown, Ont., in the attempt to reach
treal.

20, Mr. and Mrs.
landing at Sum-
Mon-

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In answering advertisements please mention this magazine.

AERONAUTICS

250 West 54th Street
New York City

CABLE: AERONAUTIC, NEW YORK
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PUBLISHED BY

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A. V. JONES, Pres't — — E. L. JONES, Treas'r-Sec’y
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APRIL, 1911 Vol. 8, No. 4

COPYRIGHT, 1910, AERONAUTICS PRESS, INC.

No. 45

Entered as second-class matter September 22, 1908, at the Postoftice
New York, under the Act of March 3, 1879.
AERONAUTICS is issued on the 20th of each month
All copy must be received ae the 10th. padvertia=
ing pages close on the 15th.
@ Make all checks or money erates Ree of exchauve
and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. as ce

MANY SHOWS MENACE
AERONAUTIC INDUSTRY

TRADE BODY NEEDED.

T the present stage of the aeronautice in-

A dustry not more than one show a year

can be supported by manufacturers of
aeroplanes, motors and accessories.

In the highly developed automobile industry,
at the present time, there are but three shows
recognized by the national body of manufac-
turers,—New York, Boston and Chicago. Local
dealers in their own cities have shows, of
course, at their own expense, and do not draw
at all on the manufacturers at large.

The automobile industry considers shows in
excess of the above number too great a bur-
den. The national association safeguards its
members against unnecessary expense of this
kind, and against waste of time and money
which should be employed for the legitimate
upbuilding of business.

The aero manufacturers have already com-
plained of the drain upon their meagre re-
sources caused by the shows which have been
held within a year—Boston, New York, St.
Louis, Philadelphia, San Francisco and Wash-
ington.

Not a single one of these shows has been
anything like complete.

Chicago has had the foresight to profit at
St. Louis’ expense and is holding no show.

These indoor exhibitions, perhaps, do stimu-
late a little interest on the part of the public
—but no maker can say that he made sales

143

April, rot

at these shows which he would not have made
without them. Those we have asked report
the shows to be non-productive when the ex-
pense is considered.

It is but natural that various clubs want to
have shows held in their cities—and the de-
sire is laudable but for the mistake in policy.

Why not profit by the experience of automo-
bile and allied manufacturers? At least, limit
the national shows to, say, New York, Chicago
and San Francisco or Los Angeles.

And then, too, have the local club or clubs
conduct these three exhibitions in the absence
of a local trade organization. At any rate, it
must be insisted upon that any show held be
under such auspices as are financially respon-
sible for all indebtedness.

NATIONAL TRADE BODY.

No national control of shows can be had
until there is an organization of manufac-
turers. Now is none too early to begin the
formation of a national trade body, “free and
independent.”

A national body could grant a sanction to
a club or individual to hold a show, upon such
conditions as will insure its success from
the exhibitors’ point of view, upon terms
which will guarantee the absence of a trail of
creditors. There will not be the spectacle of
a show “under the auspices” of some local
club with the club getting out from under
when pay time comes.

On the other hand, national support would
do much to guarantee the manager or promo-
ter of the show from loss. Each individual
member of the body should agree to exhibit.
This would result in a truly representative
exhibition. A large part of the expense would
be covered before the doors opened by the sale
of floor space. This would mean an exhibition
worth the name.

It would be desirable that the national
body of makers participate in the net profits,
divided on the basis of floor space bought.

The membership in this national body should
be limited to bona fide makers, jobbers and
dealers. The questionable concern should be
left on the outside. The purveyor of mis-
representations and the out-and-out fake
would be put beyond the pale.

This national organization would benefit the
reputable member, reassure the public, and
eliminate the undesirable. A returning visi-
tor to that dear France says: snere are le-
gions of blackguards in France. There they
do give something (for the money) but in
America—no.”’ How true this is, none but
those who have been bitten can say—and they
won't.

PLAN UNDER WAY.

With this idea in mind, AERONAUTICS has
been instrumental in arousing interest among
several members of the trade and a movement
for an organization of a national character
along lines which will benefit and protect the
legitimate trade has already been started.

Before the next issue, which will contain
full details of the plan, those interested will

materially assist by communicating with
AERONAUTICS, at 250 West 54th St., New

York.

ARRON ACMICS

April, Tort

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BANQUET OF NEW ENGLAND CLUB

The Aero Club of New England held its first
dinner of the year on February 25 at the Bos-
ton City Club, Boston. There was a large at-
tendance of its members and many invited
guests, among whom were E. H. Dandurand,
Acting Mayor of Montreal and a great enthusi-
ast in aerial navigation. He extended a cor-
dial invitation to the members to visit his home
city during this summer. Augustus Post re-
lated his interesting experiences in the Cana-
dian wilderness during the last International
balloon race. He was given a great ovation
by the members of the club. Eugene Tarte,
the editor of ‘‘La Patrie,”’ was also present and
donated to the club a handsome trophy, the
same to be awarded to the pilot of a spherical
balloon who lands nearest to the city of Mon-
treal. Greeley S. Curtis and W. Starling Bur-
gess made many interesting predictions regard-
ing the development of aeroplanes.

Among the other guests of the club were rep-
resentatives from all the college aero clubs in
New England, Dartmouth College being repre-
sented by John W. Peason, Brown by Prof. J.
Ansel Brooks, Yale by Edward B. Hine and
Williams by H. P. Shearman.

Many interesting speeches were made also
by Leo Stevens, Charles J. Glidden, H. H. Clay-
ton, president of the club, and by William H.
Hilliard.

The club is in
with a large waiting

a most flourishing. condition,
list. The officers of the
organization are: Ii. Helm Clayton, President;
Nathan L. Amster, First Vice-President; J.
Walter Flagg, Second Vice-President; Harry G.

Pollard, Treasurer; Alfred R. Shrigley, Secre-
tary.
MEMBERS CAN LEARN TO FLY

The committee on contests of the A. GC. of
New England is announcing flight lessons may
be taken at’ the Squantum field on Burgess~
Curtis machines at $500 for 20 lessons.

The balloon season will open -at Lowell about
April, 25. Five trophies have been offered

through the club as follows: To the member
making the greatest number of flights; member

the longest flight in a balloon not ex-
ceeding 40,000 cubic feet capacity; member
maintaining the longest equilibrium in a bal-
loon; member making the greatest number of
landings in the Province of Quebec; member
landing in Canada nearest to the city of Mon-
treal.

All to be completed for during the year 1911.

These trophies may be competed for by any
college aero club in the New England States.
ALFRED R. SHRIGLEY.

The Texas Junior Aeronautical Association

making

has been formed at Fort Worth, Tex., with
Hugh Dumas, president; Walter Truax, vice-
president, and Robert E. Abey, secretary-treas-
urer.

BANQUET OF NORTH ADAMS CLUB.

The North Adams Aero Club had an enthusi-
astic banquet on March 10, attended by 30 mem-
bers, all of whom have made balloon ascents.
There were visitors from out of town, among
whom were Wilbur R. Kimball, A. Leo Stew ore,
of New York; W. H. Richardson, of Brattle-
boro, Vt.; H. P. Shearman, of Williams College,
and others. It was decided at the banquet to
organize a national organization composed oniy
of men who have been in the air. The decora-
tions included the Bishop Cup, awarded Leo
Stevens for the longest ascent made from New
England, and small balloons labeled ‘‘Con-
queror,” “All America,” “Cleveland,” etc., to
show the number of

different balloons which
have made ascents from North Adams.

An arrangement has been made between the

North Adams and the Pittsfield clubs so that
ascents may be made from either place on
short notice. W. R- KIMBALL.

The Aero Club of Mexico was formed in Mex-
ico City during tiie aviation meet by prominent
capitalists, with Gen. Porfirio Diaz honorary
president; honorary vice-president, Gen. Gon-
zalez Cosio, Minister of War; Alberto Braniff,
president; I-ernando Teresa, first vice-president;
Ignacio de la Torre, second vice-president;
Myrtill Schwartz, secretary; Edmundo Schwob,
sub-secretary; Manuel Buch, treasurer, and the
following vocales: Tomas Braniff, Garcia M.
Tornel, Juan de Lara, Carlos Muller, Enrique
Fernandez Castellot, J. Lopez Negrete, Luis
reyes Spindola, Paul Hudson, Ernesto T. Si-
mondetti, J. J. Mendez, H. G. Gerber and Miguel
Lebrija.

The club will be composed of two kinds of
members, proprietary and ordinary members.
Membership of the first class will be limited
to 50 and will cost $500 entrance fee. For or-
dinary membership $100 entrance fee will be
charged and monthly dues to the amount of
$15 per month. Applications for membership
must be indorsed by two or more prominent
citizens of the city and forwarded with the en-
trance fee to the secretary, at 6a. Calle del
General Prim, No. 128, Mexico, D. F.

E. L. RAMSEY.

The Milwaukee Aeronautic Club has been
formed with Sherman Brown, manager David-
son Theatre, president. It is composed of
about 60 of the representative citizens of that
city. This is the second club in Milwaukee.

Jee Keb!

The Rhode Island Aeronautical Society, Prov-
idence, R. I., has been formed by about 40 in
the Engineering building of Brown University.
The officers are: President, Prof. J. Ansel
Brooks, of Brown University; secretary, John
J. Long, an instructor in the engineering de-
partment of the college; treasurer, Victor W.

Page, mechanical expert for the ‘“‘New England
Automobile Journal.’ Directors: the officers

and Ernest B. Farnham, William J. Rice, Geo.
W. Prowse and Ernest Whittaker.

It was voted after considerable discussion
that the society should be independent of any
other aeronautical organization and should pe
composed of men from all parts of the State
who are interested in air navigation.

As soon as the Aero Club of America was
spoken of someone suggested that that was
mainly a sporting organization, and that it
would be expensive to join it. “I think an in-

dependent organization would be far more bene-
ficial to us.”

JOHN J. LONG.

PIRST BANQUET, CONNECTICUT CLUB
The Aero Club of Connecticut's club book is
now on the press. The list of members totals
39, comprising the most representa-

already 139,
tive men in Connecticut. Four members have
and one of these is

bought Wright machines
knowledge of aviation.

now abroad acquiring
The first dinner of the club will be held at

the Stratfield Hotel, in Bridgeport, on April 20.

As soon as the season is favorable, it is
planned that every member shall actually get

in the air, either in his own machine or as
a passenger.

The Aero Club of America’s annual banquet
will be held Wednesday, March 29, at the St.

Regis hotel:
AERONAUTIC SOCIETY’S MONUMENT AND
MEDAL.

The Aeronautical Society’s regular meeting
held February 23, adopted unanimously three

144

AERONAUTICS

The Chimney
that does not draw

fails in its function

The Advertising copy
that does not draw
fails in its.

We Make Them Draw

What, Chimneys?

No, Advertisements

If you desire your advertisements to
be different from others, that is

Possess that little difference
That makes a great difference

In fact to be unique
If your advertising has got in a rut
from which it needs extracting

Uplifting, that is

If you are launching something new,
desire to push stronger something
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If you are thinking of a new pub-
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Advertising that Advertises

either for a single advertise-
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consult
THE

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Designers

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New York

REFERENCES

H. F. J. Porter, Industrial Engr.

Wo. Hewitt, Trenton Iron Co.

H. S. Snyper, Adv. Mgr. Jos. Dixon Crucible Co.
J. A. MacInryreE, Adv. Mgr. C. W. Hunt Co.
W.B. Green, Adv. Mer. The Billings & Spencer Co.
H. H. Kress, Adv. Mgr. The Jeffrey Mfg. Co.

| ETDS EDIT 2S EIB EOE PILE LE EAL IS CETTE OR SR

April, ror

In the Curtiss
Aeroplane

Experience, Equipment, Workman-
ship and Design have produced
the Highest Degree of SAFETY

The Curtiss MOTOR developed from the
famous Curtiss motorcycle
motor. The most efficient
and reliable water cooled
motor for aviation purposes.
Terms and particulars on ap-
plication. All Curtiss aero-
planes equipped with Curtiss
power plants.

The Curtiss CHASSIS. Recognized as
thestrongest, shock- peering
landing gear for aeroplanes.

The Curtiss CONTROL. The famous
shoulder control for balancing
ailerons and steering wheel for
elevator and rudder. The
Curtiss control has been
widely imitated by leading
aero manufacturers testify-
ing to its superiority.

The Curtiss PROPELLER, made in the
Curtiss factory. It has stood
the test of efficiency.

The Curtiss PLANES, built in sections,
covered on both sides with
the finest aeroplane fabric.
The Curtiss aeroplane can be
assembled by two persons
in two hours.

The Curtiss CONSTRUCTION, embodies
the best workmanship, the
frame being made of the finest
Oregon spruce laminated for
strength. Every wire and
turnbuckle is thoroughly
tested.

The Curtiss DESIGN, As there is no
warping of the surface, the
Curtiss design combines the
advantages of rigidity with
the strength of the trussing
made possible by the biplane.
It is also the most compact
practical machine built.

For particulars address

Curtiss Aeroplane Co.
Hammondsport, N. Y.

New York Office: 1737 Broadway

Training Grounds: Pinehurst, N. C.

In answering advertisements please mention this magazine.

AERONAUTICS April, 191T

by

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endurance of Fox Aero Motors in actual flight. The First Woman Avia-
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Motors yet produced. They are two-cycle water cooled, and are guaranteed against
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for increasing the speed, power
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@ Remember Fox Marine Motors
hold the world’s endurance record
for motor boats, and even our first
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six sizes, 24 to 150 H. P., four,
six and eight cylinders. Full de-
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Deliveries guaranteed.

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FOX DE LUXE AERO MOTORS

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NEWPORT, Kentucky, U. S. A. end and are without fly-wheel

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HPI II II III IIIA IAI AD IAD IAA IASI A AIA SADA AAAI AIA ADA SSI ASA SIA ASD SASASD ASAD AION

FRED P. SHNEIDER

Manufacturer and Exhibitor of Biplanes and Monoplanes

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TAREE OOOO:

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AERONAUTICS

important resolutions, moved by Thomas A,
Hill: The Directors were authorized to pre-
pare a gold medal for presentation for the
most notable achievement in aeronautics. The
second motion eulogized Mr. Glenn H. Curtiss
for his achievement with hydro-aeroplane by
rising from and alighting on the water at San
Diego, Cal., and putting him in the list for
the Society Medal to be awarded for notable
achievements in 1911. The third resolution
authorized the appointment of a committee
of notable citizens throughout the country
to accept funds for a monument to be erected
at Washington, D. C., to the notable martyrs
in the conquest of the air, Lieut. Selfridge,
Ralph Johnstone, J. D. Moisant and Arch
Hoxsey, and to make this recognition a nation-
al movement of sympathy to appeal to all
sections of the country to join in the move-
ment.

Among the speakers of the evening Dr.
Thaddeus P. Hyatt related ‘Aerial Remin-
iscences of the Art of Flight.” His father
offered in 1857 $1,000 as a prize for any
heavier than air machine that could stay off
the ground for one minute. He built warious
apparatus in the form of surfaces attached
to his body on the style of Lilienthal but did
not meet with the same degree of success.

Henry J. Winter described methods of mak-
ing aeroplane accessories and detailed con-
struction illustrated by samples of wooden
struts and ribs, also steel sockets and other
details in a very interesting manner after
which there was a debate and discussion re-
garding experiences by different members.

At the meeting of the Aeronautical Society
held March 9, Mr. George B. Gifford, one of
the chemists of the Standard Oil Company,
gave a most enlightening address on gasoline
and lubricating oils, beginning with the early
stages of the oil industry thirty years ago and
referring to to the difference in quality of the
erude oil in the various fields of Pennsyl-
vania, Texas, Oklahoma, California and Borneo.
The particularly useful information imparted
was how to select proper gasoline and lubri-
cating oils, or rather how to make sure that
suitable materials were obtained for internal
combustion motors. As for gasoline, the

April, 1911

specific gravity is immaterial while the flash
point should be at 125 deg. and if a little
is poured in a saucer it should burn up with-
out residue. This would insure determination
whether the gasoline was adulterated or not.
As for lubricating oils, the lighter colored
oils, not too heavy, are the best because they
would not clog up or produce carbon from the
heat in the cylinders and valves. The flash
point should be about 400.

Mr. George Bradt, the treasurer of the So-
ciety, addressed the meeting about motors in
general and gave useful suggestions how to
select a motor based on a long experience
with automobiles and the constructions that
do give the best results. Dual systems of
lubrication and ignition were recommended
and the positioning of the carburetor close to
the manifold so as to maintain heat to some

extent and assist in vaporizing the mixture.
The Club Rooms Committee reported on
several new rooms which were discussed but

not decided upon and a
appointed to consider plans for providing a
work shop for experimental work.

The Minneapolis Junior Aero Club has been
formed in Minneapolis, Minn., by seven boys
for the purpose of gaining knowledge and ex-
perimenting with small models. Merrill W.
Seymour is president, Stillman C. Chase, secre-
tary and Maurice Conn, treasurer. Mr. Chase’s
address is 3047 Fifth Avenue South.

The Aeronautic League of New Jersey at its
next four meetings will hold discussions on

new committee was

the subject of “Ignition for Gas Engines.”
Correspondence and catalogues from manu-
facturers of any appliances relating to the

above subject is solicited.

The League is further contemplating an
open air model contest to be held during May
or June at its aviation field at the Guttenberg
face Track. All correspondence for the
League is to be addressed to William A. Kraus,
Aeronautic League of New Jersey, 116 Third
Street, Union Hill, N. J.

THE MISSOURI SIGNAL CORPS IN AERONAUTICS

By Andrew Drew.

Corps of the National Guard
of Missouri, which was the first of the
American militia organizations to take
up aeronautics, has ambitious plans for

the coming season. Two aviators, Thomas

Benoist and H. IF. Kearney, have been enrolled

as members of the corps and have sent their

machines to Kinloch Field, near St. Louis,
where the Aero Club of St. Louis has allotted
space for the work of the Signal Corps men.

The two aviators will teach the other members

of the Corps to fly and the plan is to have

HE Signal

each of the thirty men the holders of aero-
plane pilot licenses within the year.
Officials of the War Department have ex-

pressed themselves as favoring the equipment
of militia corps which have become inter-
tested in aviation with aeroplanes. First Lieu-
tenant John P. Hart, commanding officer of
the Aero Wireless Company Signal Corps, N.

G. M., says that correspondence with army
officials has given him good reason to be-
lieve that the war department is already

making plans along this line. Ee

The members of the Signal Corps | of
Missouri expect to be the first to receive wnat-
ever the government gives in the way of
aeronautic equipment. They base their ex-
pectations on the fact that the corps was
the first in the field and also because of the
aeronautic work members of the corps have
already done. For this reason the history
of the corps is interesting.

145

The idea of the Signal Corps of Missouri
devoting itself to aeronautics was conceived
as long ago as 1907 when the International
3alloon Race was held from St. Louis. Col.
Roosevelt, at that time President, had given
instructions that the balloons should be sent
away by the U. S. Army Signal Corps, assisted
by a regiment of regulars from Jefferson Bar-
racks.

Lieutenant Hart at that time was in charge
of one of the squads and became enthusiastic
over the idea that a military corps could
do much more satisfactory work in balloon
races than any civilian squad. The following
year Adjutant General Rumbold of Missouri
officially instructed the formation of an aero-
nautie squad in the Signal Corps.

This squad had charge of the field at
the first aeroplane meet held in this country
in St. Louis, October, 1909, and of the balloon
race held the same month from the same city.
The work of the Signal Corps men was so
satisfactory that the Aero Club of St. Louis
sent several of the corps on balloon trips and
the pilots of the Club instructed the corps
in the science of navigating the air.

During the following winter the Corps de-
voted itself to the study of aeronautic princi-
ples and also to preparation for handling the
great 1910 International and the aeroplane
exhibitions in St. Louis. It was during these
exhibitions and at the race that the work

AERONAUTICS

of the corps began attracting attention
throughout the country.

Among other things the corps was drilled in
what to do in case of an accident. On the
third day of the exhibitions at Kinloch Field
the unfortunate Johnstone, who was after-
wards killed at Denver, slipped on a spiral and
his machine struck the ground, and crumpled
up like an envelope.

The Signal Corps men had been told that in
the event an aviator is not killed by his
fall he may be killed by fire or by the engine
erushing him. So the members of the Corps
raced across the field, half of them formed a
line around the wreckage to keep away anyone
with a civarette or cigar, and the rest lifted
the engine, which was sagging over the avia-

tor, and pulled Johnstone out. The officials
of the meet said that it was the best or-
ganized bit of rescue work they had ever

witnessed.
It was during this meet that Col.
velt made his historic ride with Hoxsey.

Roose-
Be-

April, TOTTI

fore the flight the Colonel, who, being a great
military enthusiast, had become much _ inter-
ested in the work of the Signal Corps, said
that he would go up as a representative of
the Corps.

So after his landing Lieutenant Hart, in
order to return the compliment, ascended with
Walter Brookins and made the first military
reconnoitre in America from an aeroplane. He
ascended to a height of 3,000 feet, passed over
the Missouri River, flew over the Florissant
Valley, taking military sketches, which, on his
return to the field, he presented to the de-
lighted Rough Rider with military formality.

Other members of the Corns were also
taken up by the Wright aviators to throw
bombs at a mimic battleship and a telephone
wire laid in rapid order a mile across the
field by the Signal Corps men enabled the
officials of the meet to get the correct time
of the great speed test of Leblanc when he
traveled at the rate of 67 miles an hour.

HOW TO BUILD A CURTISS-TYPE BIPLANE”

By G. H. Godley

(Continued from March number)

THE USE OF TUBING.

For working the
plumber’s blow-torch is

into shape a
indispensable.

tubing
almost

Many automobilists will already possess one
of these. The flat oval variety, holding one
pint of gasoline, is convenient because _ it

packs away easily, but on steady work needs
to be refilled rather too frequently. With a
dozen bricks a shield can be built in front of
the toreh to protect it from drafts and con-
centrate the heat.

Wherever it is to be flattened and bent
the tubing should be brought to a bright red
or yellow heat. Screwing the vise down on
it will then flatten it quickly and without ham-
mer-marks. Where the bend is to be in the
middle of the piece it may be necessary to use
hammer and anvil.

It is convenient to start with the frame-

work under the rear beam. This may be
drawn -accurately, full size, on the workshop
floor, and the tubes bent to fit the drawing.

With this frame-work once in place one has
a definite starting point for the rest of the
running gear. Here, and in all other places
when bolting through wood, the holes should

be drilled out full, and large washers should be

placed under bolt-head and nut. All nuts
should have some sort of a locking device.
The perspective drawing herewith should show
the general arrangement clearly enough to
enable the builder to finish the running gear.
In the next article the outriggers and controls
will be discussed.

Both the front and
or “outriggers,”’ as

rear control members
they are usually called,
may conveniently be built up on the central
section of the main frame, which, it is as-
sumed, has been fitted with the running gear
described. The horizontal rudder, or ‘‘elevator,”’
is a biplane structure like the main frame of
the machine, but with fewer struts; it is
carried in front of the main planes on two
A-shaped frames. The vertical rudder, at the
rear, is split along the middle and straddles a
fixed horizontal plane or ‘‘tail.” This also
is carried on two A-shaped frames. Lateral
stability is controlled by two auxiliary planes
or ‘ailerons,’ one at each side of the machine,
and carried on the two outer front struts of
each side. These three control units—elevator,
tail and rudder, and ailerons—will now be
taken up separately, and their construction,
location on the machine, and operation will
be described.

146

THE HORIZONTAL RUDDER OR ELEVATOR

The two planes of the elevator are each 2
feet wide by 5 feet 8 inches long, and are
spaced 2 feet apart, being held in this posi-
tion by ten struts. The frames of the planes
are built of spruce sticks % by 1 inch, each
plane having two sticks the full length and
five evenly spaced cross-pieces or ribs. These
are joined together with squares of “X” sheet
tin, as shown in the detail sheet drawing.
With a little experimenting, paper patterns
ean be made, from which the tin pieces can be
eut out. The sticks are then nailed through
the tin with %-inch brads.

It is convenient to draw the frames out ac-
curately on a smooth wood floor, and then
work over this drawing. The first few brads
will hold the sticks in place. When all the
brads have been driven in, a little drop of
solder should be run in around the head of.
each one. This is a tedious job; one must
be careful to use no more solder than nec-
essary, as it increases the weight very rap-
idly. Two pounds of wire solder should be
sufficient for all the control members which
are built in this way. When the top side
is soldered up, pry the frame loose from the
floor with a screw-driver and turn it over.
Then the projecting points of the brads must
be knocked over and the soldering repeated.

At this stage the two frames should be cov-
ered on both sides with the prepared cloth
used for covering the main planes. For the
sake of brevity, the cloth will be discussed
elsewhere in this article.

The struts, so called to continue the analogy
with the main planes, are turned sticks of
spruce %-inch in diameter. They are fitted
at each end with ferrules of thin brass or
steel tubing driven on tightly. Instead of
using sockets, the struts are held at each
end simply by a long wood screw driven
through the tin and wood of the plane frame
and into the strut. These screws also hold the
turnbuckles for the truss wires. TFor trussing
purposes the elevator is regarded as con-
sisting of two sections only, the intermediate
struts being disregarded.

The turnbuckles and wire used here and in
the other control members may well be of
lighter stock than those used in the main
planes. No. 18 piano wire or 1/16-inch cable
is amply strong; the sheet steel may be about
22 gauge instead of 16, and the bicycle spokes
smaller in proportion. No turnbuckle plates
are necessary; the screws running into the
struts may be passed directly through the
eyes of the turnbuckles, where they would

*Begun in the February number.

AERONAUTICS April, Torr

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1 HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

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AERONAUTICS A SPECIALTY

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Booklets giving full information in Patent Matters, a list of needed inventions and a history

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In answering advertisements please mention this magazine.

AERONAUTICS April, rorr

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BeERONAUTICS

CEZAR

April, Torr

Front Outriggers and Elevator, as Seen from the Driver’s Seat.

have been

attached to the turnbuckle plate.
In order

to secure a square and neat struc-
ture, those struts which have turnbuckles at
their ends should be made a trifle shorter
than the others.

At each end the elevator has an X-shaped
frame of %-inch steel tubing; at the inter-
section of X’s are the pivots on which the
elevator is supported. Each X is made of
two tubes bent into a V and flattened and
brazed together at the points. The ends of
the X’s are flattened and bent over so that the
screws which hold the struts in place may
pass through them.

To the front middle strut is attached an
extension which acts as a lever for operating
the elevator. This is a stick of spruce %4-inch
in diameter and 8 feet 3 inches long; at its
upper end it has a ferrule of steel tubing, flat-
tened at the end. The lower part of the stick
may be fastened to the strut by wrapping the
two with friction tape or by improvising a
couple of sheet-steel clamps. The upper end
of the stick is braced by a 44-inch steel tube
extending to the top of the rear middle strut,
and held by the same screw as the strut.

This extension lever is connected to the
steering column by a bamboo rod 1 inch in
diameter and about 10 feet long, provided with
flattened ferrules of steel tubing at each end.
Each ferrule should be held on by a %-inch
stove bolt passing through it.

14

FRONT AND REAR OUTRIGGER FRAMES.

Both the front elevator and the tail and
rudder at the rear are carried, as mentioned
above, each on a pair of A-shaped frames,
Similar to each other except that those in
the rear are longer than those in the front.
Both are made of spruce of about the same
section as used for the struts of the main
frame. These pieces may either be full length,
or they may be jointed at the intersection of
the cross-pieces, the ends being clamped in a
sheet-steel sleeve just like that used on the
beams of the main frame. In this case it is
advisable to run a %-inch stove bolt through
each of the ends.

The cross-pieces of the A-frames are spruce
of the same section or a little smaller. At
their ends may be used strut sockets like those
of the main frame; or, if it is desired to save
this expense, they may be fastened by strips
of 1/16-inch steel stock with through bolts.

The front outrigger has, besides the two A-
frames, a rather complicated arrangement of
struts designed to brace the front wheel
against the shocks of landing. This arrange-
ment does not appear very plainly on a me-
chanical drawing, and may best be under-
stood by reference to the photograph and the
perspective drawing. This drawing is a view

from the driver’s seat; the elevator is seen
in front the A-frames at each side, and at
the bottom the two diagonal beams to the

engine bed and the skid.

(To be continued)

AERONAUTICS

S 22 Avr EVN is

Mertram George Cooper, Surbiton, England,
OTT OOS.) INO Views aeons Miledaydianes Ose 9 OOF
PROPELLER FOR OPERATING ON FLUIDS.
Propeller and mechanism reciprocating and
turning movement changing the pitch to ob-
tain a resistance or thrust at only one portion
of a stroke.

Reuben R.

Wi.

Judson C. Hu-
Reuben R.

Eubank, Jr., and
bank, of Kansas City, Mo., said
Eubank, Jr., assignor to Mary E. Eubank, of
Kansas City, Mo., 977,517, Dec. 6, 1910. Filed
Oct. 15, 1908° FLYING MACHINE. Helicop-
ter combination, parachutes, and propellers.

Victor G. Gustafson, Joliet, Ill., 977,523, Dec.
(hy als jaloe Filed July 28, 1909. AUTOMATIC

BALANCING DEVICE. Liquid in vessel makes
electrical contact when equilibrium is dis-
turbed, operating controlling mechanism.
Augustus F. W. MacManus, San Antonio,
Tex., 977,528, Dec. 6, 1910. Filed Oct. 19, 1909.
“ABROPLANE.”’ A system of ailerons between
main surfaces actuated by a combination of
bell-crank and swinging levers, and cables

attached to a steering column and pulley, and
means

which also operate the elevator; for

flexing ailerons and elevator.

April, LOI

cA BS) Tt) RcA-C Take

dihedral angle, long diamond-shaped
in the direction of flight.

Roscoe C. Gore, Tecumseh, Neb., 979,286,
Dee. 20, 1910. Filed Dec. 29, 1908. “AERIAL
NAVIGATOR.” A reciprocatiny movement is
communicated to six vibrating wings.

surfaces

Mortimer W. Sargeant, East Orange, N. J.,
COA Weer 20, OOK Shile delves aed Gos
“RLYING MACHINE.” Aeroplane, with part
of center hollowed like a soup plate, with a
propeller in a vertical plane at rear end of
hollowed portion.

Fred Goehner, Buffalo, N. Y:, 979,472, Dee.
27, 1910. Filed Sept. 27, 1909. “FLYING MA-

@ERINTe
[like the paddlewheels of a boat]
folding a portion of each revolution.

Johannes Massohn, Hamburg, Germany, 979,-
979, Dec. 27, 1910. Filed Feb. 1, 1910. “AIR-
SHIP OF THE RIGID TYPE.” Dirigible bal-
loon of the rigid type construction, with en-
gine and propeller raised to approximately
centre of figure.

Paul Daniel, Perth
to Adams C. King, New York,
Dec, 2 i907 —wiled: Aprile La;

Rotating wings or propeller blades
reefing or

Amboy, N. J.,
Nees
1910.

assignor
980,073,
“CON-

CABLE TO

sWwiNn GING LEVERS 27 & 28

°

BELL C RANI

STEER/NV 4
LEVER TEERING

CoLuatV ON
SWINGING LWWERSALE
LEVER Jom

Reinhold Schmiechen, Ledyard, lowa, 977,555,

Dec56, 29005. s Milled) yAtiss a2; 9 095 OCEAN
AIRSHIP.” Gas envelope of semi-circular

hinged
from

cross-section inclosing series of cells;
head; gas-filled aeroplane projecting
under side; vertically lighting propellers.

Reinhold Schmiechen, Ledyard, Lowa, 977,556,
Dee. 6, 1910. Filed Sept. 13, 1909. “MEANS
FOR MAINTAINING THE EQUILIBRIUM OF
AIRSHIPS AND OTHER FLYING MA-
CHINES.” Equilibrium device for aeroplanes
and dirigible baloons, utilizing the pendulum
system for automatically adjusting stabilising
mechanism.

Edward Bertholf, Watkins, N. Y., 977,997,
Dec. 6) 290s Pileddinulty 6s los sRuERySTING:
MACHINE.” Helicopter with parachute at-

tachment. _ 7%
Horace G. 978,375, Dec.

“FLYING

Hill, Youngs, Miss.,
Sie su OTOe Filed Aug. 13, 1909.
MACHINE.”’ Helicopter with vertical and
horizontal propeller, mounted on a frame car-
rying a movable sustaining surface for deter-
mining direction of flight.

William Wallace Gibson, Victoria, B. C.,
Canada, assignor of one-half to David W. Han-

bury, Victoria, B. C., Canada, 978,732,, Dec. 13,
1910. Filed March 11, 1910. “WLYING MA-

CHINE.” Tandem monoplane, wings set at

148

A. F. W. MACMANUS.
AEROPLANE

977,528.

TROLLING
Aeroplane control by
versal device.

MEANS FOR AEROPLANES.”
means of a single uni-

Claims cover vertical balancing

planes above and below main planes, with
means for operating them simultaneously in

either the same or opposite directions; operat-
ing elevator and vertical rudder with same
mechanism. :

Carl Huber, Berlin, Germany, 980,267, Jan. 3.
1911. Filed Sept. 13, 1909.) “hHKRAMEWORK
STRUCTURE FOR BALLOUNS.” Framework
consisting of a series of longitudinal girders,
the whole built of corrugated or triangular
sections to make a rigid structure.

Henry J. Casanova, Chicago, Ill., 980,489, Jan.
8, 1911. Filed Oct. 9, 1909. “FLYING MA-
CHINE.” Ornithopter with vibrating wings,
furnished with valves or shutters, opening on
the up stroke, propellers front and rear.

James M. Chritton, Rocky Ford, Col., 980,599,
Jan. 3. 1911... Filed Jan. 28,'1910. “ABRO-
DROME.” Vibrating or flapping wing ma-
chine, designed to propel and both up and
down stroke, tilting fore and aft to maintain
equilibruim; combined with rear propeller.

William J. D. Bradford, Killeen, Tex., 980,-
753. Jan. 3,°1911. Filed Ang: 7; 1909. “ATR-
SHIP.” A number of cylindrical containers

with means for maintaining equal pressure in

AERONAUTICS api April, 1911
QUICK SHIPMENTS OF

Aeronautical Supplies
CAN ALWAYS BE HAD OF US

We carry a large stock of Motors, Cloth, Wire, Wheels, in fact everything you may need.
WE MANUFACTURE

Gray Eagle Aeroplanes, Motors, Etc., and Expanding Pitch Propellers

Write Us
We have the largest Supply House and RR, 0. RUBEL, Jr.,; & CO:;; 132 N. 4th St.
Factory in the Middle West The Aero aa House of America
Catalogue for 10 Cents in Stamps LOUISVILLE, KY., U. S. A.

WEIGHT
6-4 oz. per square Tees

yard
A perfect material for covering planes. _ Is thoroughly water- proofed
STRENGTH on both sides by a rubber-coating. It will not stretch or absorb moisture.
130 Ibs. \s It is at least three ne as stone as any other fabric on the market,
isquarecinch with only a slightly additional weight
ie A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. arropLane TIRES IN ALL SIZES.

BRANCHES
Pittsburgh, 505 Liberty Ave. :: 2 Chicago, 1241 Michigan Ave. 2 3 Detroit, 882 Woodward Ave.
PENNSYLVANIA RUBBER CO. OF NEW YORK, New York City, 1741 Broadway

San Francisco, 512 Mission St.

PENNSYLVANIA RUBBER CO. OF CALIFORNIA | Los Angeles:930'S. Manse:

Aeroplane Cloths
WILSON & SILSBY-YACHT SAIL MAKERS

ROWE’S WHARF, BOSTON, MASS.

We have furnished covers for C. B. Harmon’s Farman biplane, Burgess Co. & Curtis biplanes,
Grahame - White’s special biplanes, and Glenn H. Curtiss

AEROPLANE RADIATORS

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO. 6 EAST Alt SUREEL

In answering advertisements please mention this magazine.

AERONAUTICS April, Lorr

usa
Bone

Per hae

Specific pote NTIS 320

Tension, - 44, 000 Ibs. to sq. in. Compression, 126,000 Ibs. to tome te
seri ee oh 87, rereye) rT} 6 66 46 ‘Torsion, atts 60, eyeye) ty “ fo 66
STi: Mame aera ay for sample casting

-U. S. McADAMITE METAL role ye
19 Rapelye eee Psrrerahat N. Y.

ROPELLER

A “$15.00”? Argument

In fairness I must acknowledge the makers of the poor quality, and you will get tremendous value for
Requa-Gibson Propeller. They know their business. your money.
They taught me. That’s why I know my business. A trial will show you. On receipt of Five Dollars

This is the reason why I ask for your inquiries on deposit, we will send your propeller C.O. D. with
ALL YOUR PROPELLER WORK. privilege of examination.

I CAN DESIGN AND MAKE PROPELLERS RIGHT. Write us for prices, stating just what you require,

It is not our intention to spend big money in advertising
and other expenses, but we do intend to give you the and learn the force of our

benefit of any saving in this respect. We will not supply “FIFTEEN DOLLAR’? ARGUMENT.

F. T. SANFORD AUTOMOBILE CO., 44-48 W. 43rd St., New York
MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and_ confidential
reports.

JOSEPH TRACY

Consulting Engineer

116 West 39th St. Sci) Sissug es New York

ea Avail Yourself of Our FREE 30 Day Trial hee
Positive C A R B U R E i ae O R Automatic
G.G& A.

W h St.,. NEW YORK
A. J: MYERS, Inc. Seas S. nae Rights

2

More Power—Less Gasoline—No Adjusting—No Priming—No Float Leveling—No Springs

AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE

SPRAY NOZZLE: Automatically atomizing the proportions of gasoline for high and low speed
BALL CAGE: Automatically controlling the openings of auxiliary air for high and low apeeds

Write for Booklet on Carburetion

All persons are cautioned against infringing on the ball cage for the intake of auxiliary air

In answering advertisements please mention this magazine.

eee ICON ACL LCS:

all, to be driven with propellers on the for-
ward end.

Matthew Rozboril and Peter Bursky, Bing-
hamton, N. Y., 980,840, Jan. 3, .1911. Filed
Aprileg. e900 se Ab SEP Utilizes: ay gas
envelope and flapping wings for sustaining
weight and a propeller for driving. Exhaust
gases fed into gas envelopes.

Thomas Fahey, Spokane, Wash., 980,935, Jan.
iy Sibel Filed June 29, 1910. “AHRIAL
PROPELLER.” Provides a_ specially con-
structed propeller, capable of adjustment at
any point from the horizontal to the perpendi-
cular, or to a position anywhere within 90
degrees of a circle.

John W. Currell, Youngstown, Ohio, 981,068,
Jan. 10, 1911. Filed Dec. 2, 1908. “DIRIGIBLE
AERIAL TORPEDO.” Designed to be dis-
charged from air craft, with means for steer-
ing the torpedo.

G. M. Fowler, San Francisco, Cal., 981,185,
Jan. 10, 1911. -Filed Nov. 3, 1909... “AERIAL AP-
PARATUS.” Closed body shown as cigar-shaped,
two propellers at bow end, planes running
lengthwise the body, but curved transversely
and having flexible tips and automatic means
for fiexing, ete. Twenty-four claims in al).

Frederick Brackett, Washington, D. C., 981,-
Bone wane LOS Ons Riled INove 1%, 1909. “ATR
CRAFT.” Gasless machine having the sup-
porting surfaces composed of a plurality of
hollow cones, point forward, with means for
changing their position by turning on a pivotal

bar.

Joseph A. Goodwin, Berkley, Va., 981,410,
Jan. 10, 1911. Filed March 25, 1910. “AHRO-
PLANE.” Covers an “improved arrangement

of wings, framework and automatic balance.”
Flexible wing sections automatically controlled
to maintain equilibrium.

982,647.

M. VANIMAN.
PROPELLING MECHANISM FOR AIRSHIPS.

James M. Keller, Detroit, Mich., assignor to
Keller Monoplane Airship Co., of Dallas, Tex.,
Ursa, diehor alls at@ lal Filed Nov. 138, 1905.
“ATRSHIP.” Dirigible balloon with a para-
chute, which, normally, completely covers the
upper half of the gas bag and extends hori-
zontally all the way around at the meridian
by means of a frame. A cord releases the
retaining device and allows the parachute to
fill out above the gas bag.

Walter A. Suman and George W. Reichard,
Portland, Ind., assigners of one-third to Wm.

Apri, IQII

FE. Milligan, 981,714, Jan. 17, 1911. Filed Dee.
24, 1909. “AKROPLANE FLYING MACHINE.”
Folding wings for an aeroplane.

Edwin Lyman Madden, Ingersoll, Okla., 981,-
(sedan. Winget Olds Sileds Heb: ais, 19095 — Au
SEWER Windmill wheels in a_ horizontal
plane; also in vertical plane for forward airec-
tion; all arranged about a vertical mast, which
latter is fitted with a parachute.

Robert A. Moore, Chicago, IIl.,. 982,290, Jan.
24a rl9l s Milled jan. 5, LOO: “hyo YING sVGAK
CHINE.” Monoplane with wings made of de-
tachably connected triangular sections covered
on both sides with fabric. Wings contain air-
tight compartments for holding of buoyant
gas. The upper side of each wing is laterally
convex, for the most part, turning up at the ex-
tremities.

Louis Valentin Feuillet, Paris, France, 982,-
356, Jan. 24, 1911. Filed.Oct. 18, 1909. ‘“DIRI-
GIBLE BALLOON.” Cigar-shaped envelope
with triangular cross-section keel, parachute
fitted over central portion, enclosed car with
searchlight, cannon, rudders at rear of keel,
as well as car, propellers at rear of car on
concentric shaft.

Cc. L. Anway, Parsons, Kan., 982,561, Jan. 24,
Lite Miuled. Oct 2. 9095) SARS EPA.) Cisar=
shaped, compartments for gas, hollow core
through longitudinal center with propellers
located in this air passage. Compartments in
middle of the envelope or body for passengers
and engines. Horizontal and vertical rudders
and small planes on sides.

Melvin Vaniman, Gennevilliers, France, 982,-
647, Jan. 24, 1911. Filed May 3, 1909. “PRO-
PELLING MECHANISM FOR AIRSHIPS.”’
The single claim reads: ‘‘Mechanism for caus-
ing the elevation and depression of propelling
screws for dirigible balloons and aeroplanes,

ae

7

RANK,
i | "ENDLESS SCREW |
Pi pNh, / a
cH leo X /

\
Fig. 2 ac

NS

o- COUPLING Sere

he BEVEL GEAR
i= DITTO

ncaa aaa

eth

said mechanism comprising a tubular crank
case having open ends, tubular members rota-
tably mounted on the ends of the crank case
and aligned therewith, a crank shaft extending
longitudinally through the crank case and
tubular members, a plurality of engine cylin-
ders supported directly on the crank case,
pistons operating them, pitmen connecting the
pistons and cranks of the crank shaft, and
propellers mounted on the ends of the tubuiar
members and geared directly to the ends of
the crank shaft.”

149

AERONAUTICS

The device is mounted on the car at right
angles to the nedian plane of the balloon. A
rotary movement is given the arms ‘ee,’
which changes the plane of rotation of the
propellers. Hither arm may be operated inde-
pendently or simultaneously in the same or
opposite directions for the guidine of the air-
ship in horizontal or vertical planes.

William S. Matthews, Big Stone Gap, Va.,

982.653, Jan. 24, 1911. Filed Sept. 2, :910.
“TOY FLYING MACHINE.”

Elisha D. Appley, Liberty, N. Y., 982,700,
Jan. 24, 1911. Filed June 7, 1909. “FLYING
MACHINE.”

A. C. Ulmer, Pascagoula, Miss., 982,907, Jan.
31, 1911. Filed Sept. 14, 1910. “LIFE PRE-
SERVER FOR AVIATORS.” Parachute con-
tained in a cap or other head covering, with
belt and 'tshoulder straps around body of
aviator.

Jerome Knowles, Newport News, Va., 983,-
ibs sien eel, ileal Hileae eAliSs walON LOO):
SPAS RRAAse ONGece

Samuel S. Yarrington, Wilmington, Del.,
Gensou anes oie pe miled SJams a4 ye o m0):
“APROPLANE.” Combined aeroplane and
helicopter.

fn NH
lt aL

a YF

Xt cat

12,-PULLE
VERT (HL MAST

April, TOIT

983,243, Jan. 31, 1911. Filed March 23, 1910.
“ATRSHIP.”’ Combination monoplane and bi-
plane, one main wing surface and two super-
posed wing surfaces. Planes and rudders
arrow-shaped.

Cassius E. Lamburth,
DSsr2eas aia oilee Sl Oa
SATRSE Dee) Both
to describe.

Robert G. Rettinger, Sunbury, Pa.
of one-half to William H. Greenough, 983,459,
iMsjone 7 Ul aimleyoh Teejon 7G TIC, AMID RSS IS 7
Combination of dirigible balloon and planes,
Semi-circular plane on frame _ surrounding

upper half of envelope.

Igo Etrich, Vienna, Austria-Hungary, 983,-
697, Feb. 7, 1911. Filed Agg. 12,_1910.) “SUP-
PORTING SURFACE FOR FLYING MA-
CHINES.” In simple language, the patent is
intended to cover the flattening of the curva-
ture toward the lateral extremities of the
wings, possibly flying with a slight negative
pressure at the extremities, accompanied by a
backward sweep, helping to maintain a
straight course, accompanied by the familiar
wing warping. The Etrich aeroplane has
made many flights in Austria.

San Francisco, Cal.,
Filed June 21, 1910.
of these too complicated

assignor

@
DEPENDENTLY
AVOIOING

VE MEN 7

JA RPS ¢
THE OCTHER

COU AYH/ITA NY
O9/8f LNIWNGSA
4 Fh Hef Tey

is j
UY

- OTH Y 70
Side Llevaetion

EACH WING W
OF

RS
a
=
&
<
»
'
%
S
cc
&
S

I. ETRICH.
SUPPORTING SURFACE
FOR FLYING MACHINES.

rat L/evalioz2

James Humphris, Johannesburg, Transvaal,
OR, lela, Byils alittle Filed Aug. 26, 1910.
“AWHRIAL MACHINE.” Propeller mounted on
vertical shaft in combination with beating
wings.

Cassius E. Lamburth, Cals

San Francisco,

150

The central portion is,
curved, which merges gradually into the rear
approximately plane part of the end portions.

Fig. 4 shows one-half the supporting sur-
face with the sections on the lines I, I; I, IT;
Til} Lit: “ete: Hist b shows the sections on

as usual, uniformly

AERONAUTICS

4444444

California Aero.

Mfg. & Supply Co.

441-443 Golden Gate Av., San Francisco

We carry in stock—immediate delivery :

Motors from 20-30 H. P.
$200.00,

up to 60 H. P.

Monoplanes, $350.00, $500.00, without

power.

Biplanes, $500.00, without power.

2 Biplanes (fine flyers) in good condition with
power. Prices on application.

““Camasco”’ Knock Down Planes from $150.00 up.
“ Aero Wheels $4.50 up.
Unbreakable $6.25.

Naiad Cloth and Requa-Gibson propellers in
stock: Genuine, Imported, Farman
turnbuckles and eye bolts.

1 RT SE RE RSET SES

Agents:—Elbridge Motors, Parabolel Propellers,
Naiad Cloth, all makes of Aero Tires,
Detroit Motors.

$444444

April, TOIT

Bb be efeofe of of oho ofecfe fo ofoode oho fe fe fe chee) of oho fe oe cfe ole nde ofook:

MOTORS
PROPELLERS

Do not fail to look up
the

Wolverine

Line before placing your order
for a motor or propeller.

Built along safe, practical Wines
for long, hard service.

Wight: :) strong)::::
ach cs Durable
The price will surprise you.

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us now for our catalog.

WOLVERINE AERONAUTIC CO.
Albion :: 3: 2: 2: 3: Mich.
oofe foofe nfo of of ofa fo fe ofe ofe fo ofe ofe of ofe ofe ofe of ofe ofe ofe ofe ofe ofe ofoofoofe ofp

BPEL EEE EEE EEE EE EEE EEE EEE EEE EE eer Ey
Pep fosyosfofoolecheodeofoofeofecteoteofertecfeofoofeofoofeofoofeofoobe fests ole okeekeoie oho oko ofe ole oho ofooke ote os ohes ood ots

JOO OOO. OO. ORL OY

Have You Been
Handicapped

in the past by being unable to ob-
tain supplies for your aeroplane?
Being the largest manufacturers in
this country, we can supply any
and all parts used in the construc-
tion of heavier-than-air machines—
at prices that are right.

SPECIALS
IMPROVED
Bleriot Type Turnbuckles, $ .45
, 30r 4-way Terminals, each -10
20x 2 Wheels, with Tire, 10.00
20x 3 Wheels, with Tire, 15.00
7 ft. Laminated Propellers, 50.00

Send for illustrated catalogue of Farman,
Curtiss and Bleriot Type running gears.
Flexible seats, woodwork and many other
special fittings. @“‘Everything from a
turnbuckle to a plane.”

New York Aeronautical
| Supply Co.

50 Broadway, (Suite 62) New York

Me ee

NOOO OOOO OER OLA ARF OO
be PADD IASI IIIA IIA IA ASAI IIIA AISA SAI ASS ASIA SSSASASICS A

»

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Tn answering advertisements please mention this magazine.

1ERONAUTICS April, IOI

R. I. V. RADIAL BALL BEARINGS

Used by Leading Aviators.
Light in weight —
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Variety of types and sizes

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Absolutely Guaranteed.
Send for Catalogue 19.

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NEW EDITION
Just =e Gas Engine Troubles and Installation

ss epee By J. B. RATHBUN, B.S.C.E.

FLYING MACHINES: Consulting Gas Engineer, Instructor a
FYING MACHINES Construction and Operation Chie :
CONSTRUCTIONE OPERATION, | By Jackman — Russell — Chanute

HIS practical book shows how
JACKHAN + RUSSELCHANUTE to build and operate Flying Ma-

: chines. The book is known as
SE se: ‘Aeronautical Bible." Pocket
ie size,250 pages, fully illustrated, bound
7] in cloth. Price $1.00 postpaid. Sold
j by booksellers generally.

e The Charles C. Thompson Co.
Publishers

Chicago Technical College

Cee F

int mex) A book that shows youHOW TO INSTALL—
GAs Bod be ne }©6HOW TO OPERATE—HOW TO MAKE IMMEDI-
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is simple—the illustrations are clear. The
book is authentic—compiete—up-to-the-
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250 pages, 150 detailed line drawings
and illustrations.

ENGINE _

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Send for New Edition of our
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3 Egat Model ee AERONAUTICS, 250 W. 54th St., New York

Not a Plaything
But a Practical

$2.25 POSTPAID CURTISS (Type) $
Learn Some- yp
thing about AEROPLANES

this Interest-

We furnish you this biplane in 28-foot size complete in
every detail except the motor, in the knocked down
style ready to assemble.

The aviation season for 1911 is close at hand. Grasp
this opportunity and be in shape to compete for the rich
purses and exhibition prizes which are now being offered,
which at the present date amount to over $750,000.

Write or wire at once as we are only putting out a
limited number of these aeroplanes at this price.

All parts of any make Aeroplane at low prices.

and Instructive

ing Subject : Model

Bleriot No. 1, Gross-Channel Type

It measures 2' 6" across planes, easily put together
every part numbered; illustrated drawings accom-
—— — )Spany each order ———————_-

Assembled Machine $6.50, Express Paid, Securely Packed

ANGLO MODEL AEROPLANE MFGS. CO., 151 W. 75th St, N.Y.

CHICAGO AEROPLANE MFG. CO., eo

2230-38 Cottage Grove Ave., Dept. C, Chicago, |

TO GO
[7 IN THE AIR” PAYS
qw

Everything for the Model Builder. Ball Thrust Bear-
ings 65 cents, Ribs, Struts and complete power plants
at reasonable prices, wholesale and retail.

Our Model shop is fully equipped. We make all
kinds of metal and wood parts for Aeroplanes, write

us your requirements. Price List for a stamp.
GOFF AEROPLANE CoO.
Suite 414-15. 225 Dearborn Street, CHICAGO, ILL.

No Salary Limit for Aviators

e teach you to design, build and fly aeroplanes.
as ial course to out-of-town students. We need com-
petent aviators in our exhibition department. Can place
you with exhibitors and manufacturers. Write for booklet.

Chicago School of Aviation, Shae oa Chicago, Ill.

7— SCALE MODEL AEROPLANES —

In answering advertisements please mention this magazine.

MERON AUTICS

the lines a, a; b, b; c, c and d, d, of Fig. 4.

Claim 1 reads:

“In a supporting surface for flying machines
the combination of a central portion, the sec-
tions of which in planes parallel to the verti-
cal plane of symmetry are concave downward
throughout, the front edge of such central por-
tion being at a higher level than its rear edge
but at a lower level than the ridge line while
the sections of such central portion in vertical
planes perpendicular to the said plane of
symmetry are substantially straight lines, and
of end portions the sections of which in planes
parallel to the vertical plane of Symmetry of
the supporting frame are substantially straight
and horizontal in the extreme ends of the said
end portions in substantially the level of the
ridge line, while such sections nearer to the
said central portion are concave downward in
their front part and gradually merve into sub-
stantially straight and horizontal lines to the
rear, the sections of the said end portions in
vertical planes perpendicular to the vertical
plane of symmetry of the supporting surface
being convex downward rising from the cen-
tral portion outward, substantially as and for
the purpose described.”

John W. L. Harrell and John Dailey, Argos,
Ihaelky SSR LOG Ios ii, Saltali mia ieol Ahvilbiem sx
1909. “AKHROPLANE.” Combination of aero-
plane and helicopter.

Frederic Mylius, Atlanta, Ga., 983,750, E’eb.
(elo led Sept. 285) 1910). “AT RSEiP:””
Monoplane -whose plane is concavo-convex in
cross-sections, with inwardly extending flanges
which overlap and make possible adjustment
of curvature.

John E. Kaupke, New York, 983,826, Feb. 7,
1911. Wiled Aug. 27, 1910. “FLYING MA-
CHINE.”

William R. Bellville, Wyandotte, Mich., and
Lloyd L. Bellville, Detroit, Mich., 983,868, Feb.
14, 1911. Filed Sept. 30, 1910. “AKROPLANE.”
Biplane wedge-shaped plan view, two propel-
lers at rear, horizontal rudders in front.

Joseph B. Shainline, Norristown, Pa., 983,940,
Meb: 14, doit milled) March 28, 2910. “EMLY-
ING MACHINE.” Patent relates to the pro-
vision of automatic stability by ailerons,
operated by wires over a drum; the drum
being fitted with a gear which intermeshes
with continuously turnin
a pendulum brings one or the other
pinions into contact with the gear, or

g pinions, either when
of the
caused

VALERY 1a

c CABLES GO
He AROUND DAU/T #7

1. —$ S&S {$7 —]

ie
a

FIMION AUER On

FLEX/BLE.
SHAFT

983,940,
J. B. SHAINLINE,
FLYING MACHINE,

manually. The pinions are constantly in mo-
tion through a flexible shaft driven from the
motor.

The operation is as follows: When the
machine tilts to one side, the movement of
pendulum 25 at an angle ‘to its normal posi-
tion, through the medium of link 24, crank
arm 23, shaft 22, and frame 21, moves one of
the pinions 27 into- mesh- with gear 16, to turn
drum 15, as the pinions 27 are being continu-

ae

April, ror

ously turned by shaft 28, the pinion 27, gear
16 and drum 15, will move wires 17 and 19,
to change the angles of planes 10 and 11,
and compel the machine to automatically right
itself. The direction of movement of the
planes depends on which pinion 27 is moved
into mesh with gear 16, and this is controlled
automatically by pendulum 25.

Joseph E. Cooper, Cripple Creek,
076, Feb. 14, 1911. Filed April 7,
PRARY. ADRSERP:? Dirigible balloon with
gas compartments in envelope, propellers in-
side open-ended tubes mounted on each side of
cabin at rear of gas vessel; propellers on
each side to rotate in opposite directions.

James Means, Boston, Mass., 984,147, Feb.
14, 1911. Filed April 6, 1910. “AERIAL NAV-
IGATION.” System for turning in a substan-
tially horizontal plane a machine to port or
starboard in a “more positive and more eftec-
tive’ manner than by the usual vertical rud-
der. The drawing shows one method which
might be used. Any shape of braking device
or control thereof might be used.

The one claim reads as follows:

Col., 984,-
1910. “MIL-

DIRECT“ TION Ce LEG

eet Soi Bear » MEMBER,

f oun
MEMBER OPEN

YOVEL STEER:
ING DEUCE

984,147.
JAMES MEAN

TOLEVER

FABRIC
FRAME WORK,

S. BARREL

“In a flying machine, a pair of normally in-
operative brakes or speed- retarding devices
arranged symmetrically with respect to the
longitudinal axis of the machine, said devices
each comprising a stationary rod, a barrel sur-
rounding said rod and movable thereon, a
fabric-covered framework, and ribs connecting

said framework to said barrel; a lever under
the control of the operator, and cords con-
necting said barrels respectively with said

lever, whereby the operator may bring either
member of said pair into operative or braking
position.”

John Anderson, West Mount Vernon, Me.,
984,255, Peb. 14, 1911. Filed Dec. 31, 1909:
“BELYING MACHINE.” Aeroplane in general

aspect of a bird. Claims cover ribs of wings,

extending laterally from the body, horizontal
rudder capable of being flexed, a longitudinal
beam connecting the ribs and braces and

means for tilting the wings in unison for the

purpose of steering right and left.

Adelard J. Beauregard, Woonsocket, R. I.,
984,258, Feb. 14, 1911. Filed Sept. 30, 1910.
“ELYING MACHINE.” Combination of beat-
ing wings with valves therein, horizontal and
vertical propellers.

Albert H. Friedel, Baltimore,
Heb els old milled Oct. 13s L908hs sR ye ENG,
MACHINE.” Claims cover the use of mul-
tiple screws in a horizontal plane driven by
compressed air through tubes. Gravity con-
trolled valves for automatic control of power
transmitted to each individual screw, ete. Hel-
icopter type.

Md., 984,269,

151

AERONAUTICS

IN). (Toe AER TAL

Test of the Roberts Aeronautical Motor.

The first of the new Roberts aeronautical
motors was given a test at the factory in San-
dusky, Ohio, on March 7. Flying conditions
were similated as much as possible by mount-
ing the motor on a special testing stand with
a rolling frame carrying the motor. A spring
was employed to get the thrust and a standard
tachometer, carefully calibrated, gave the speed
in r.p.m. An automobile radiator with 102 sq.
ft. of cooling surface was placed in the path
of the air current from the propeller, and the
gasoline tank was placed at one side to be out
of the way of the air stream.

After three short preliminary runs of about
20 minutes each, the motor was started on an
endurance test. Some warming of the bearing
nearest the propeller showed during the first
test run, but this soon disappeared, and during
the endurance test of 5 hours’ duration neither
the bearings of the cylinders warmed percepti-
bly. The radiator at no time was so warm
that the bare hand could not be held against it
without discomfort. The run was stopped be-
cause it was necessary to ship the motor with-
out further delay to the’ Brooks
Co., of Saginaw, Mich. So far as the perform-
ance of the motor was concerned and its con-
dition after the test, it showed that the run
could have been continued for many times 5
hours.

The motor starts very easily and shows no
tendency to kick back, because the spark ad-
vance is secured by sliding a spiral drive gear
instead of rocking the circuit breaker. In this
way the maximum density of the spark is se-
cured at any advance. The mechanism for
sliding the magneto drive gear consists of a
nut and worm, is irreversible, and a

Which is
light touch of the finger suffices to advance
the magneto.

The erankshaft is very large, 24% in. in

diameter, and the bearings very long. The
bearing nearest the propeller is 6% in. long.
The entire length of the shaft is 40 in. The

weight of the shaft with the stop plugs is 1814
lbs. The weight of the finished forging is 174%

Ibs. It is interesting to note that the weight
of the rough-turned forging for this shaft is
over 80 Ibs.

Aeroplane’

April, TOIT
MARKET "PLACE

The Roberts Motor Company has produced a
new light alloy suitable for cylinders, which is
claimed to give results fully equal to cast iron
and weighs no more than aluminum, although
very dense and _ strong. The cylinders are
waterjacketed all about the exhaust ports and
quite a distance below these ports. This pre-

vents cylinder distortion and overheating.
Backfiring is overcome by the “cellular by-

pass’? used on the Roberts marine motors for
the past three years.

The distributing valve on the side of the
crankease is one secret of the great power of
the motor, and explains the great power of the
motor, which showed 312 lbs. thrust at 700
r.p.m. and 400 Ibs. at 900 r.p.m. on a Paragon
propeller 8 ft. diameter by 5 ft. pitch.

It is a tribute to the excellence of the de-
sign and workmanship to find that the metor
was rushed through the factory, put at once
on the endurance run and accepted by an exact-
ing customer without a single alteration being
made in any part.

The aeronautical engineer of. the Brooks
Aeroplane Co., E. R. Armstrong, is well known
in St. Louis aviation circles and was engaged
by this concern to design aeroplanes on tie
well-known Brooks ‘knock-down” principle. Mr.
Armstrong was given carte blane in the selec-
tion of a motor and finally chose the Roberts.

The Walters engine, which was built in Den-
ver by Guy C. Walters, has been purchased by
E. Linn Mathewson for his next machine (No.
3). It is an air-cooled 40-h.p., 160-lb. motor,
which is said to really cool. Full details will
be given later.

The first real aviation corporation in Denver
is the Mathewson Aeroplane Co. Mr. Mathew-
son holds controlling interest. George Thomp-
son and Georgie Van Arsdale are the other

stockholders.
ROBERT A. DONALDSON.

The dirigible of Isabura Yamada, whose ex-
periments with airships has extended over a
number of years, during all of which time he
has been a subscriber to AKRONAUTICS, re-
cently made a trip over Tokio with a crew of
five men. In landing, however, it met with a

The Roberts Engine Being Tested.
152

AERONAUTICS

special list of prizes offered for Aeroplanes.

patents in Airships, 10 cents each.

Main Offices -

Wrobefooforfoofenfooge ofoofe ogo ofeofe ego ofoofe ofesfoofe efecto

PROPELLERS FOR MODELS; 'is!: smooth, alum inom

variable pitch, steel
shaft accurately and securely attache d: 35@in. 15¢., 5 in. 20e.,
6 in. 25¢.,8 in. 35c., 10 in. de. Post-pz id. Low qué intity prices.
Jersey Skeeter Ae rople wnes 25¢c,Flying Squirrel Aeroplanes lic

LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York
LOOQOOOOOOOOOOOOOHHO OOOO GOHOHHM: DOODOOD

SCALE MODEL AEROPLANES
ess Lhat. Fly! “s: 3:

FLYING MODELS EXHIBITION MODELS
Complete or in the rough

Propellers, Motors and Other Supplies
Blueprints and Directions for Building Models:

3-Foot Antoinette Monoplane $1.00
3-Foot Bleriot Monoplane , ... 1.00
3-Foot Wright Biplane . .>. . 1.00
20-Foot Man-Carrying Glider es 1.00

CHICAGO AERONAUTIC SUPPLY C?

Room 16, 6030 South Park Ave., Chicago, Ill.
$OO99OOO9$OHOHOHHHHHHHHHHHHHHHOS

WRINKLE’S PRESERVATIVE

BALLOON VARNISH
An Elastic Non-Porous Varnish for Silk, Linen,

Muslin and other Fabrics used in manufacturing cf
BALLOONS, DIRIGIBLES, AEROPLANES, TENTS, etc.
More Balloon Varnish sold than all other Manufacturers combined.
Sample Can Free.

WRINKLE PAINT MFG. CO., COLUMBUS, OHIO

©
©
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©
©
©
©
©
©
O
©
©
©
©
©
©
©
©
©
©
®

«

April, rorr

Write for our Guide Books

Send for our

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department.

Copies of

Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. =

WASHINGTON, D. C.

ee Ma ae Me eM a i ee eS eS Se ee ee Se ea a ae
OSCR CR ATS EORE TLL C COTTA TOO OF

SANTOS DUMONT TYPE

AEROPLANES, IMPROVED
— $1000.00 —

Write for prices of material for Bleriot
and Curtiss-type aeroplanes.

Get our prices on complete machines,
Turnbuckles, ‘“U” bolts, Sockets, Wheels,
Steering gear, Landing gear, made in our
own factory.

Craftsman perfect propellers, $40.00.

Oval seamless steel tubing, 25c. per foot.

M. STUPAR. 9°28, ERIE AVENUE

CHICAGO, ILL.

++PAT ENT S secureo on ree returven

Send sketch or model for FREE Search of Patent Office records.
and What to Invent with valuable List of Inventions Wanted sent Free.

oheofeog

foofe ofeofe ofeofeofe of ofe ofe ofe ofe ofe ofe ofe fe

EPP p Pe EEE EEE LE ETE OE OEE
: :
+ °
* Chicago Aero Works ¢
= H. S. RENTON, Prop. z
% of
z AEROPLANES +
+ MOTORS 4s
z ACCESSORIES =
%
+ Plans and Experimental Work. The «&
z Best Experts Employed.
- *
~% i
z 49 WABASH AVENUE - CHICAGO,ILL. ,
%
poe ofecfecfe ogo ofecfonfe che ofa ofe ofa ole nfo nfo ofe cfoofe ofa nfo ofe ele fe code cheofoefooge

LEARN TO FLY.

COLLEGE PARK, Md.

Curtiss machines :

Take a short vacation at the Nation’s Capital
where flying weather is exceptionally good.

Address:

The National Aviation Company, Inc.
412 Union-Trust Building

National Aviation School

Curtiss Aviators as instructors. ==

Course of Instruction that adopted by GLENN H. CURTISS.

Washington, D. C.

biplane to be the safest of all air craft.

Sole agents for the Curtiss biplane in the District of
COLUMBIA, vicinity and VIRGINIA.

Located at the Nation’s Capital with aviation grounds ad-
jacent to the aerodrome ot the U.S. Army, the National Avi-
ation School offers exceptional opportunities to those wishing
to learn to operate a machine. Records show the Curtiss

In answering advertisements please mention this magazine.

AERONAUTICS April, 1911

Makes Flying Easy As Lying

It Gan Be Proved From thousands of standard technical books

her engines are vastly superior to anything
weathat ever drove a piston.——
SIMPLE—RELIABLE-- EFFICIENT—PERFECT !—and I M M S
MAGNETOS

FOR AERO ENGINES

THE SIMMS MAGNETO CO.

her MAGNIFICIENT SUPERSTRUCTURE, in harmony
with natural laws, literally WHIZZES through the atmosphere like 17830 BROADWAY NEW YORK CITY

a meteor, annihilating both time and distance.

Jos. E. Bissell (Box 795) Pittsburg, Pa.

London New York Paris

Phone
4186 Worth

CS Sasa ee en ea Ee
ERO CLEARING HOUSEIM | 2=============================ssesee= ;

For Everything Aeronautical. New and

used Machines, Motors and Accessories

Aviators of Reputation.

RATES EXTREMELY REASONABL E

299 Broadway, New York. Cable Address, 'Clerohouse”,

' ‘
1 '
' '
‘ ‘
— — '
bought, sold and exchanged. ooking, ‘ THE MASTER MAGNETO--F. & S. BEARINGS .
House for Aviators. Roni arrange-} \ li BOWDEN WIRE. J.S. BRETZ CO. ’
ments with Foreign and American 250 West 54th St. | Phone, Columbus 8758
‘ \
i ‘
‘ '
i 1
'

WHI HI III III II HAKKAR AIA KIKI

LEARN TO FLY

The National Aviation School
Washington, D. C.

@ Course begins March 1. Spend
two weeks at Nation’s capital.
Address
The National Aviation Company
412 Union Trust Building
Washington, D. C.

SIRI NIGiniiiick tricidiciciniciciniaiicieicicinieae

E.B.Heath Aerial VehicleCo. | W. H. AITKEN com:i:«:

set Curtiss-

eee ee for AIRCRAFT Willard type ribs, uprights and main beams, only

Lebus proportlon a proncllon ten wourorntt $75. Small set Curtiss Ribs, uprights and
Aeroplane hardware Aeroplane woodware main beams, $50.

3403 Southport Chicago Standard Turnbuckles, $.10 each. Sample Rib, $1.00
Send Six Cents in stamps aes illustrated catalogue Address: S a R AT FO R D ’ c O N N .

BLUE PRINTS AND $4.00
eS CS ee WORKING DRAWINGS J Each

s We furnish you full size working drawings of the Curtiss,
American and Foreign Patents Farman and Bleriot aeroplanes. Also, blue prints of model
Wright, Curtiss, Bleriot and Antoinette aeroplanes at the

Aeronautical Work a Specialty :: 3: | sameprice. Address department R

CHICAGO AEROPLANE MFG. CO.
500 Fifth Avenue, New York City 2230-38 Cottage Grove Ave. 23 3: Chicago

we ea CLARKE’S FLYERS— Best and Go Furthest

34-0z. to 114 lbs. Latter has flown 600 ft. 37 cts. to $5.28, postpaid.
z : RACING MODEL D, 1-oz., RECORD OVER 900 FT., $1.08 POSTPAID.
4 -f Send for Big Catalogue Models and Supplies
T. W. K. CLARKE & CO., High St., Kingston-on-Thames, England

Buy a pair of propellers for your aeroplane mode! direct from
the manufacturer at the lowest cost.

We are making for models a type of wooden propellers plain
and laminated from four inches up to four feet in size.

ur propellers represent the latest accomplishment and are
made by skilled mechanics.

e are selling propellers at extremely reasonable prices and
will allow a special discount on large orders.

e are the manufacturers of a Standard type, full sized
“M.A. P.Monoplanes’’ with a perfect automatic stability and
a most powerful and speedy machine.

Our ‘‘M. A. P. Monoplanes’’ are patented inthe U.S. A.
and Great Britain.

Write to-day for price list.
Invented, designed and built by the

AAI IAAI

M. A. P. Monoplane Mfg. Co.

P.O. Station D, Box 66 2: 2: NEW YORK

JOO LOE

*

In answering advertisements please mention this magazine.

| AERONAUTICS

mishap. It is of interest to note that the en-
gine is an American one, made by the Detroit
Aeronautic Construction Co. This is an ex-
ample of the widespread circulation of AKRO-
NAUTICS and proof that the magazine is not
alone a journal for the builder, but for the pur-
chaser as well.

The French-American Balloon Co., 4460 Chou-
teau Ave., St. Louis, Mo., has gotten out a new
eatalogue of balloons and airships. Balloons
cost from $625 for one man to $1,600 for an
80,000-cubic-foot balloon to hold seven people.
Hydrogen gas plants are also listed.

“World Progress” is the name of a new mag-
azine which has just made its appearance, pub-
lished by E. I’. Ingraham, 116 Nassau St., New

CEASDIPIE D cADVERTISING

WILL any company take up my headless
eylinder engine on following terms: 50 per cent.
of earnings; also my automatic gustproof mon-
oplane. If you mean business, write John Mac-
Donald, Jr., Point Prim, P. E. Island, Que.

FOR SALE-—A Curtiss 8-cylinder air-cooled
engine, Al condition. Price low. Would ex-
change for 4-cylinder, good make, smaller size.
Christopher J. Lake, Bridgeport, Conn.

PROPELLERS—Guaranteed, 6 to 8 ft. diame-
ter and pitch, laminated, 200 to 500 lbs. thrust.
Introduction price $16.50. Payne & Neighbors,
604 South Ohio St., Sedalia, Mo.

BACK AND CURRENT NUMBERS of any
magazine supplied at moderate rates. Maga-

zines bought. Clippings furnished. A. W. Cas-
tellanos, 263 Armstrong Ave., Jersey City, N. J.

FOR SALH-—Aeronautical motor 4% by 4%,
develops 15 h.p., weight 100 Ilbs., 2-cylinder,
horizontal type, all bearings new and engine
in first-class shape. Engine and carburettor
$80. With new 6-ft. laminated true screw pro-
peller, 4% pitch, spruce $100. Address I. L.
, 13 Florence Court S. E., Minneapolis,

EQUILIBRIST, SLACK WIRE WALKER,
well educated, good business training in office,
experienced in shop work, four seasons operat-
ing own automobiles, wishes to associate with

manufacturer to give flying exhibitions, train
others and prosecute business generally. Ex-
cellent reputation. Address “Equilibrist,” care

FOR SALE—50-horsepower “HF,” or Harri-
man, aviation engine, new $700. This is the
same size engine that the Harriman Motor
Works are charging $1,675 for. Address Box
Girard, Kan.

2
oO,

LEARN AT HOME, in a few evenings, how

construct, operate and repair Flying Ma-
chines, Commercial Trucks, Automobiles, Mo-
torcyeles, Motor Boats, Gasoline Engines,
Electric Motors. Big demand, with good pay
for competent men. Thousands of positions
open. Let us help you in place and pay.
A postal card will do. Address EXTENSION
DEPARTMENT, The Charles C. Thompson Co.,
549 Wabash Avenue, Chicago.

to

SITUATION WANTED—Active and clean-
cut young man, ex-observer of U. S. Weather
Bureau and Meteorological expert, desires af-
filiations with aeroplane manufacturing com-
pany, with object of being instructed in prac-
tical flying, for which tuition will be paid.
Proficiency acquired, position of demonstrator
and salesman for company would be expected.
A-1 references given and required. Address,
Harry T. Johnson, 1213 Emerald Ave., Chicago
Heights, Ill.

—

Or

April, ror

York. Illustrated news items of interest, in-
cluding aviation, from all over the world are
given with short and concise text. Good luck!

Hugo C. Gibson is about to distribute a new
booklet on propellers, entitled “The Little Red
Book on Propellers,’ which contains various
valuable and interesting information on pro-
pellers, and, of course, particularly with regard
to Gibson ‘wheels.’ Gibson propellers are
standard equipment now, with El Arco radia-
tors, on Elbridge engines.

Geo. Wallace, of 103 Royal St., New Orleans,
La., has gotten out some posteards, in four
colors, of the most sensational flight at New
Orleans of the late John B. Moisant, with a
picture of Moisant inserted in the corner.

lic. a line. 7 words to a
line. Payable in advance,

AVIATION MEETS—An expert in arranging
and managing aviation meets, having the wid-
est experience and best connections, is in a
position to promote and conduct aeroplane con-
tests for aero clubs and others. Address Avia-
Manager, care AERONAUTICS.

A BEAUTIFUL, four-colored posteard of the
late John B. Moisant flying at New Orleans,
December 27, 1910. 2 for 5c; 25c¢ per doz.
Geo. Wallace, 103 Royal St., New Orleans, La.

WANTED—To fly

aeroplane on percentage
basis. Would prefer party putting up money
to act as business manager. Am mechanic
and understand gasoline engines. Big money
in making small cities on guarantee. No
proposition considered unless it is a proven
plane. G. A. Bellinger, 62% Richard St., Salt
Lake City, Utah.

WANTED—A man who can help develop a
new featured glider—‘‘New Invention.’ For
particulars apply A. L. S., care of AEKRO-
NAUTICS.

AERO CALENDAR FOR U. S.
March 18-25—Pittsburg (Pa.) aero show and
flights.
March 18-26—Havana (Cuba), Moisant avia-

. tors.
March 28-30—Daytona (Fla.), MeCurdy.
_ March — San Jose and Oakland (Cal.),
Curtiss aviators.

9

a

April St. Augustine, McCurdy and Ward.

April 6-12—Salt Lake City (Utah), flights.
: dune 28—Gordon Bennett aviation race, Eng-
and.

October 9-—Gordon
place not fixed.

April 10—Knoxville, Tenn., Curtiss aviators.

Bennett balloon’ race,

The famous “June Bug,” the first aeroplane
to make an Officially observed flight in this
country, has been presented to the Smithsonian
Institution at Washington.

The “June Bug” is the third flying machine
built by the Aerial Experiment Association,
which was composed of Dr. Alexander Graham
Bell, Glenn H. Curtiss, F. W. Baldwin, J. A. D.
McCurdy and the late Lieut. T. S. Selfridge.
It was an improvement on the ‘Red Wing” and
the “White Wing,” the first machines built by
the association.

Earle L. Ovington, formerly president Federa-
tion American Motoreyclists, and who handled
the IN motorcycle in New York, is now a full-
fledged Bleriot driver. He is bringing to Amer-

ica a racing Bleriot, after receiving pilot li-
cense at the Pau school on the eighth lesson.

Patrick Y. Alexander, of the entire world,
sincere patron of the science of aeronautics,
has offered another $5,000 motor prize. The
engine must average 40 b.h.p. throughout two
12-hour tests.

AERONAUTICS

MODEL AEROPLANE SUPPLIES

q Engines, 44 H.P., Weight, 4!2lbs.—1 H. P.6'6lbs. Very
strong, powerful and efficient. Complete line of acces-
sories, ball-bearing propeller shafts. Miniature pneu-
matic tire wheels, made in six sizes. Turnbuckles, metal
fittings, propellers, rattan, bamboo, all six sizes of select-
ed woods, finest grade English Rubber strand, ete.
CORRECT PRICES, COMPLETE CATALOGUE SENT ON REQUEST

THE WHITE AEROPLANE COMPANY, Brooklyn, N.Y.
Office and Salesroom: 337 ADAMS STREET Telephone, 3878 Main

EMERGENCY RATION

prepared as per formula of U. S. Army Emer-
gency Ration. This ration weighs 8 oz. net and
will sustain the average U. S. Soldier for a
period of 24 hours in perfect physical condition.
Prepared by

POWELL’S, Canal and Sullivan Sts., New York

WwW I R E Aviator wire of high

strength—Plated finish—Easy to solder
—Aviator cord of twisted wire.

John A. Roebling’s Sons Co., TRENTON,

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. All Grades In Stock.

J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

AEROPLANE WHEELS

. built to order on extremely
c All Sizes short notice. @We do ex-
perimental work of all kinds. @We are
specialists in light, tubular, frame construction
work a 23 ais ae Bie 33
Tiger Cycles & Aeroplane Co, 782 Eiehth Ave., N. ¥.

FOR .AEROPLANE MOTORS USE
PEDERSEN LUBRICATORS

@, The P pump is the smallest practical rotary pump
and can be regulated. Write for circulars.

644 FIRST AVENUE, NEW YORK, U.S.A.

EDWIN .LEVICK

Aeronautical
A N D M A RIN E

Photographers

April, tort

What Our Aeroplane Builders Need

(Continued from page 119)

Would it not be a material
growth of the aero-
those who offer the money
flights would instead offer
builders for engines of ex-
strength, lightness and relia-

will but wait.
help to the substantial
plane industry if
prizes for daring
prizes to engine
treme power,
bility ?

The only competitive aero engine test on
record was held in England, and of the en-
trants, only one engine was able to run twen«
ty-four hours without a stop. The data gath-
ered in this test was extremely valuable, both
to the purchasing public and to the manufac-
turers of the motor. England has purchased
practically all the reliable data on aero engine
tests for the past year. Properly conducted
competitive motor tests would be very valu-
able to the aeroplane builder of America. He
is only limited by his motor and reliability.
Power and fuel consumption must be known
to insure a successful machine. Nearly every
builder has to experiment at his own expense,
often wrecking several aeroplanes in order to
determine facts about the motor which should
be furnished him by any honest manufacturer.
Some aero engine builders are themselves
poorly equipped with testing apparatus.

Let us offer the prizes for endurance, alti-
tude, distance and speed flights, as a stimulus
to the manufacturer, and not the operator. Let
the builder operate if he likes or let him hire
an aviator, but a distinctive benefit would re-
sult if the prize could reach those worthy of
it; those whose efforts are the most expensive
and the most intelligent. We see then the
aeroplane dependent on the motor and the motor
dependent on the manufacturer whose object
is profit. There is no authority for gas engine
rating and there is no goal save gain for which
to strive. Many examples of the present aero-
plane are inferior in engineering and workman-
ship to products of analagous industries, and
prizes are being won by daring individuals who
are able to amass fortunes and retire from the
field never to yield in return one thing that is
of lasting value. Let us, by our demands as
purchasers and by our prize offers as philan-
thropists, endeavor to create a higher standard
for aeroplanes in America than in any country
in the world.

Since last fall Peru has been aiding certain
young Peruvians to carry to completion studies
and work they had already undertaken and a

special department has been instituted in the
School of Arts and Crafts at Lima. The
Chavez monument fund started in Lima has
reached more than $35,000.

ADAMS-FARWELL

THE WORLD'S LIGHTEST AND SIMPLEST
ot iil
lx, MOTOR

Less than 3 lbs. per H. P.
A. L. A. M. rating

—_—
Teleshone 108 FULTON STREET Cable Za Selteacled
J by its own
100 John NEW YORK Photonews, N.Y. revolution

Photographs of Practically every Aeroplane and Airship in the World

Lantern Slides and Enlargements our Specialty

ADAMS COMPANY

Write for Catalogue Agents Throughout Europe DUBUQUE, IOWA, U.S.A.

154

| AERONAUTICS April, ror
AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of the World

VULCANIZED RUBBER MATERIAL
of the Leading Makers, Germany, France and America

Rubber Passenger
Fabrics

Aeroplanes
for
Balloons, and
Aeroplanes

Flying

and
Airships Models

On ° tole ifty ‘Passe ngers
Contractor to the United States Government
AND

Ninety-five per cent. of the Clubs in this Country

| GIBSON PROPELLERS |

American Representative for

Balloons, Airships and
ae Aeroplanes .
of the Foremost Makers Abroad Nav? U.S. Ak

Address: Box 181

Madison Square

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AERONAUTICS

ope

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(ée
CALL AVIATION ENGINE

Model E-la aie. VY Model E-2a
Two Cylinder Four Cylinder
50 Horsepower rae 100 Horsepower
Weight 175 lbs. Prices include Weight 325 lbs.
Price $1,000 complete equipment Price $2,000

TACOMAN FLIES IN OWN AIRSHIP.

(From Tacoma “‘Sunday Ledger,’ January 22, 1911.)

“‘Nerved by 11 years’ experience as a professional balloonist and parachute jumper, Harvey Crawford,
22 years of age, thrilled between 300 and 400 spectators at Lakeview yesterday morning with three
successful flights in the first ““Made in Washington,” also ““Made in Tacoma.” aeroplane that has thus far
been able to get off and stay off the ground.

Traveling at a speed he estimated at between 40 and 50 miles an hour, young Crawford fiew a mile and
a half at an elevation of 100 feet on the first attempt; two miles at the same elevation on the second
attempt; and two miles and a half at an elevation of 200 feet on the third flight. He would probably
have completed the five-mile lap of the aviation field at Lakeview had not a stiff wind been blowing and
had he not promised before starting to refrain from taking any untoward chances.

His flights proved beyond a doubt that still another type has been added to the several biplanes
already in successful use and revealed a story of resolve to conquer the air that was carried out only after
a solid year of hardest work and study.

The engine is a 50 horsepower Call aviation motor, two cylinders, double opposed, and weighing
200 pounds. It is connected to a wooden propeller 6'2 feet in diameter and revolving 1,500 to 1,800
times a minute when the motor isrunning normally. The gasoline tank has a capacity of 10 gallons.”

THE NORTHWESTERN AVIATION COMPANY

TACOMA, WASHINGTON

The Aerial Navigation Co. of America, January 22nd, 1911.
Girard, Kansas.

Gentlemen:—-We send by mail today papers with an account of the
first flights of the aeroplane in which the motor we bought from you
is installed. The motor is working very satisfactory, and we are
very much pleased with the way it is turning up. We thank you for
the extra effort made by you on the engine, and will gladly answer
any inquiry on behalf of the Call Motor. Yours very truly,

THE NORTHWESTERN AVIATION CO.
Per Guy B. Colvin.

SEND FOR CATALOG C3

We employ no agents; we cannot afford agents’ commissions at these prices.
The Aerial Navigation Company of America
GIRARD, KANSAS

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April, TOIT

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In answering advertisements please mention this magazine.

April, 1911

Aeronautical Power Plants
ENTHUSIASTIC OWNERS ARE THEIR STRONGEST ENDORSEMENT

60 H.P. Motor and Propeller

@ Our four cylinder, 40 H. P., Type A-1 power plant will handle
your Curtiss Type Plane in excellent shape.

@ Our eight cylinder, 60 H.P., Type A-2 power plant will drive
you much faster, and is the accepted type as used by Baldwin,
Mars, Shriver, Masson, Frisbie, and many others.

@ Our eight cylinder, 80 H.P., Type A-3 power plant is
especially designed for professional high speed work, and_ for
heavier planes, and is used by Hamilton and Wisemann.

@ Any of these types can be safely used by beginners, as the
flexibility of the motors allows a wonderful power control.

@ Let us file your order for one of these types, and save ex-
perience cost on an inferior, and possibly lower first cost motor.

CATALOGUES AND ASSEMBLY BLUE PRINTS ON REQUEST

New York Representative

HALL-SCOTT MOTOR CAR CO. JOHN H. DAVIS

San Francisco, Cal. 25 Broad Street

In answering advertisements please mention this magazine.

AERONAUTICS April, Tom

CPPPEEE EP EP ph bh bebe heb Lele feel dete fe fo ohe ode cde nde fo ofe oho oho cfo ego ofa ofa ofe oho of ofa ofeofe oho cf oforasbeake fed

Can’t Keep Our Balloons Down

PILOT ASSMAN TAKES LAHM CUP FROM FORBES, SAN
ANTONIO TO GOWER, MO., FEB. 24, 1911,—715 MILES

UR Balloons Won

National Contest 1909,
also Made Good in National
Elimination Races 1910—
Result: The only Two
American-made Balloons in
the International Contest, St.
Louis, Oct. 17, 1910.

oe

UILT thirty-four (34)
Gas Bags in a Single
Year More than*All Other

American Manufacturers

Combined.
it
Can’t We Build Yours?
Our Records:

““Miss Sophia,” winner of the Lahm Cup—Feb. 24, 1911.

CHICAGO—9 Competitors—Won both Distance Fand Endurance
trophies by a big margin.— Water Record of the World—350 miles

INDIANAPOLIS—6 Competitors, Ist and 3rd prizes.

PEORIA—3 Competitors, Ist Prize.

ST. LOUIS—9 Competitors, Ist, 2nd and 4th Money.
CAN YOU BEAT IT?

How we do it: By using the very best material in the country; building on safe,
practical lines, with good workmanship.

AIRSHIPS—AEROPLANES— INSTRUMENTS

FRENCH AMERICAN BALLOON CO.

H. E. HONEYWELL, Director
4460 Chouteau Avenue, St. Louis, U. S. A.
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PUBLISHED MONTHLY BY

AERONAUTICS PRESS, Inc.
250 West 54th St., New York D

Serial No. 46

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IORE EVIDENC

East St. Louis, Ill., March 20, 1911
IGE ENGINE COMPANY
Rochester, N. Y.
r wire and letter at hand. I’m depending on you for
Please hurry my engine along.

(Signed)

J. N. SPARLING

East St. Louis, Ill., March 28, 1911

IGE ENGINE COMPANY
Rochester, N. Y.

East St. Louis, Ill., April 6, 1911

ELBRIDGE ENGINE COMPANY
Rochester, N. Y.
Gentlemen :—

Your engine is in my new plane; it left the ground
first trial and flew steadily for over a mile. The engine ran
for over an hour and stopped only when I stopped it, and
at no time was it overheated in the least. From all appear-
ances it could have run all day.

I wish you to know that I am entirely satisfied with the
engine and that I consider it the best aviation engine made
in America. I have used four or five different makes, but
the Elbridge always delivers the goods.

en :—
ine received and installed; it runs like a charm, | How soon can you send me another? I shall be ready

the scales at 300 lbs.*** There is absolutely NO
[TION on the 1911 Aero Special. |
(Signed) J. N. SPARLING.

for it next week.
Yours very truly,

(Signed) J. N. SPARLING.

ELBRIDGE AERO SPECIAL ENGINES FOR 1911 ARE PRACT-
LLY AUTOMATIC IN OPERATION. NO ADJUSTMENTS OF
Y KIND FOR YOU TO MAKE. THEY FLY EVERYWHERE AND

, THE TIME.
If you are interested in a first class aeroplane, completely equip-
at $1250 to $1800, write us.

LBRIDGE ENGINE COMPANY

Culver Road Rochester, N. Y.

AERONAUTICS | May, 191

DON’T BE DISAPPOINTED

but get enough power

to fly and not “‘cut grass’”’

Profit by the experiences of others.
The Engine that stands up to the
work and is the “last word” in engine
building. ee ee ee ee se

‘
i
4
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a:

OVER 100 FLIGHTS BY

ANTONY JANNUS and REX SMITH at
Washington, D. C., without a single accident.
cA record unequalled by~ the best of flyers.

Be “‘Wise’’ and get our Information

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Office: 1737 Broadway

(Buick Building)
J. R. Westerfield Telephone 782 Columbus

SESSION III IMM

In answering advertisements please mention this magazine.

AERONAUTICS

KIKI IAAI KKK KK IK

PALMER
AEROPLANE TIRES

*

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*

x

x

x

x

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AS IT ever occurred to you that ie

if automobiles could be shod with — x

inner tubes, without cases to *x
protect them, they would be far easier- ,
riding? Why? Because innertubesare — &
elastic, while cases (built of closely- *
woven, unyielding canvas) are not. if
@ The ordinary aeroplane tire is like +*
the automobile tire. Being made of t
canvas, ithas noelasticity. Thecanvas x
will stretch only to an insignificant +
extent, and the elastic limit of the can- ic
vas obviously fixes the elastic limit of — x&
the tire. x
@ Palmer Aeroplane Tires are funda- :
mentally different, They contain no +
fabric. Around a pure rubber inner *
tube are wound strips of rubber in which :
are imbedded continuous linen threads
running parallel. The threads in one *
ply are at right angles to those in the i
next; thus each layer supports and x
complements the others. ‘There are *
four plies in Palmer Aeroplane Tires. z
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@ Palmer Tires actually expand under
a load. ‘They are truly elastic. Ina
word, Palmer Tires possess the resil-
iency of air plus the resiliency of the
best rubber, while ordinary tires possess
the resiliency of air only. If there is
any advantage to the aviator in using
pneumatic tires, he will double the ad-
vantage by using Palmers.
true shock absorbers. =
@ Palmer Tires are light but amply
strong. They are made in any size,
with or without lugs to bolt through the
rims. They may be had with a punc-
ture-preventing tread strip of imported
chrome tanned leather In this form,
Palmer Tires are more than ever the
final word in aeroplane tire construction.

They are

RUBBER SPRINGS

*«

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@ We are making rubber springs of the .
Farman type from a compound of un- *
common strength and proper elasticity. z
Send fora miniature free sample spring, — 4
and for prices of springs and tires. t
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The B. F. Goodrich Co.

Aeroplane Goods Department

AKRON, OHIO

JOO OOOO UGG UU U UG UUOOOOOOOOOOOUIULLULAOLOLOCLLOLOOOOOLOOO C ag

JOU UOC Og

In answering advertisements please mention this magazine.

May, 1911

Propeller Perfection

N PROPE
aich leg
pyt Co

Ce Pe

PATENTED wp Ze

~TINGTON, 0.C- »

0 —————

March 21, 1911]

PALACE HOTEL
SAN FRANCISCO

American Propeller Company,

Washington, D. C.
Gentlemen:

Beg to advise you that [ received the 7' 9"
propeller which you sent me and that the results obtain-
ed with the same are most gratifying.

To anyone contemplating the purchase of a pro-
peller you may quote me as saying that I consider “Paragon
in propellers the synonym of perfection in propeller con
struction at this date. You may rest assured that I will
give you the order for the two prepallars on the passenzar
machine which [ am now building.

Thanking you again for the courteous attention

and promptness with which you have made deliveries, I beg
to remain.
Sincerely ypurs,
eg Allard
Mr. Willard telegraphs— “Standing thrust

390 pounds at 1100 revolutions, hard wood
screw on Gnome engine (7{ feet diameter by
5.70 foot pitch).”

Mr. Curtiss telegraphs—‘‘Propeller developed
as follows: No. 2 (7 feet diameter by 5.75 pitch)
360 pounds thrust at 1200 R.P M.; No. 3 (7 feet
diameter by 6.20 pitch) 350 pounds at 1190 R. P.
M. No. 2 very satisfactory in flight and prob-
ably nearest correct. Ship 7 foot 6 by 7 pitch
to Belmont Park for Gordon-Bennett racer.”

Roberts Motor Co. telegraphs—‘“‘The eight
foot Paragon Propeller with five foot pitch gave
a thrust of four hundred pounds on our forty
horsepower motor when running at only nine
hundred revolutions per minute. We consider
this a remarkable showing.”

Using a paragon Propeller Mr. GLENN H.
CURTISS won the great speed contest at Los
Angeles in 1910, defeating Radley (Bleriot),
Ely (Curtiss), Parmelee (Wright), and Latham
(Antoinette).

We have sold thousands of dollars worth of
propellers with the remarkable record of not a
single dissatisfied customer, and only one ex-
change for a different size or pitch ever being
required.

We will send price-list and printed form for
information about your machine so wecan advise
you just what propeller to use.

The most successful aviators in America use

and recommend PARAGON PROPELLERS.
American Propeller Co. “2shizten. ?-¢

AERONAUTICS May, 1911

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MARCH i7th i911 — NOW IN THE UNITED
STATES ARMY SERVICE

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AERONAUTICS

May, 1911

SOME FACTS ABOUT SOARING FLIGHT

By E. ¥F. Andrews.

the past in explanation of the phenomena

of soaring flight. Although I have

studied all the available matter pertain-
ing to this subject I know of only two theories
that seem to give the most plausible solution
of this problem. One of these is the quite
common conception of soaring flight as being
made possible by rising air currents—the other
is the action and re-action theory of Prof. J. J.
Montgomery which though deep and difficult to
understand, is so well in accordance with
phenomena that actually take place that I
am thoroughly convinced of its accuracy.i

It is quite evident that birds do take ad-
vantage of rising currents to perform certain
feats, but soaring flight is not dependent upon
these. I had a good opportunity while on a
trip to Florida by steamer of observing in-
stances that illustrate this point. I have
watched gulls following a steamer which was
running against a stiff head wind. The birds
could not soar fast enough to keep up with the
vessel in the horizontal wind so they would
flap their wings until they would reach the
rising current caused by the wind being de-
flected from the deck.* Then they would de-
crease the angle of their wings thus decreas-
ing the head resistance and thereby increasing
their speed to that of the ship.

At other times during the trip when the
steamer was running with the wind I have
seen the gulls soar in wide circles around it.
Sometimes rising, sometimes falling, and all
without the stroke of a wing. Under these
circumstances it would be impossible for them
to take advantage of a rising current caused
by the ship and a local rising current in mid-
ocean would be highly improbable.

I have a good opportunity in Florida to
watch the flight of soaring birds, notably
hawks and vultures, and have proved to my
own satisfaction that a bird can soar upward
On motionless wings without the assistance
of rising air currents.

tThis theory was presented to the aero-
nautical congress in 1893. Also treated in
“Vehicles of the Air,’ by Victor Lougheed, and
by Prof. Montgomery in AERONAUTICS.

*This rising current was located by
ating small pieces of tissue paper.

Cte nastin theories have been offered in

liber-

ff

I once observed a turkey buzzard sailing
over an open field at a height of about fifteen
feet. He flew within a short distance of
where I was standing so I could see him very
plainly. Without once flapping his wings he
rose a hundred feet or more in less than
a half a minute and then sailed off until
he was lost in the distance. I went to the
spot immediately and released some light
cotton fiber which I had with me for this pur-
pose. It fell to the ground in a very short
distance, thus proving the rising current to be
nil or at least too slight to have any marked
effect on the bird. Wilbur Wright has made
the statement in the presence of the writer
that his biplane gliders would glide over the
face of a hill whose angle was so flat that
turkey buzzards in order to fly over the same
course were forced to flap their wings.

This is a very interesting observation but
from my study of soaring birds I will take
the liberty of saying that the subjects of these
observations may not have been real turkey
buzzards.t This I take from the fact that
there are three kinds of vultures in our south-
eastern states. Namely, the carrion crow, the
black vulture and the turkey buzzard. The
only distinguishing feature of the latter vari-
ety is its slightly greater size and its red
head, the heads of the other two species being
black. The flight of the turkey buzzard is
much superior to that of his black-headed re-
lations. It is very seldom that he flaps his
wings and when he does, it requires so much
exertion On his part that it is impossible for
him to make more than three or four wing
strokes without stopping to rest. The other
two vultures do not possess the wonderful
gliding power of the turkey buzzard. On this
account it is necessary for them to flap
their wings at short intervals throughout their flight.

Owing to Mr. Wright’s statement to the
effect that he has never seen anything to make
him believe that birds can glide at any flatter
angle than the gliders of the present day
I am inclined to think that his observations
have been limited to vultures of the black-
headed variety, for I have often seen the
turkey buzzard make glides terminating sev-
eral hundred feet higher than the starting
point when all the means at my disposal failed
to reveal an ascending current.

(Continued on page 177)

AERONAUTICS

May, ror

THE INFLUENCE OF MULTI-POINT IGNITION ON

THE EFFICIENCY

AND OULE UL OE

INTERNAL COMBUSTION ENGINES

By Otto Heins.

GIVEN engine supplied with a given vol-
ume of uniform mixture will deliver its
maximum output if ignition and combus-
tion occur when the combustion space is

of minimum volume, but up to the present this
condition has been impossible to realize.
REASON FOR TIMING LEAD.

The time required for the propagation of the
flame throughout the mixture has made it nec-
essary to cause ignition before the piston
reached the dead center. This entails a ioss
of efficiency, because, in the first place, the
combustion space is not of minimum volume
when pressure is produced; and, in the second
place, because of the heat loss that will result
from the long contact of the burning charge
with an unnecessarily large cylinder wall sur-
face. Further loss of efficiency may be traced
to secondary effects, such as thrusts due to the
unfavorable angle of the connecting rod, the
less homogeneous quality of the mixture, ete.

TIMING RANGE.

With engines of automobile types, and at the
piston speeds common to that class, the igni-
tion lead required to compensate for the time
of flame propagation varies from 15 deg. to 45
deg. In order to compensate for the mechanical
and electrical lag existing in many ignition
systems, it is often necessary to provide a con-

siderably greater advance than even 45 deg.
This timing range -is usually controlled by

hand, but in some instances automatic devices
are provided for the sake of simplicity and to
prevent the unskilful use of the spark control.

It is obvious, of course, that the maximum
power production is identical with either of
these two methods.

ADVANCE DUE TO TIME REQUIRED
FLAME PROPAGATION.

The lag existing in these ignition systems is
eliminated in. the true high-tension..magneto,
and with this instrument the only advance re-
quired is that necessary in allowing for flame
propagation. The efficiency and output of an
engine will increase directly with the reduction
in the time required for flame propagation, and
the conditions influencing this are of interest
to the engine manufacturer. It is the function
of an ignition system to raise certain particles
of the mixture to such a temperature that they
will ignite, and from this combustion center
the flame spreads throughout the mass until all
particles are inflamed.

FOR

MULTI-POINT IGNITION.

that if ignition occurs simul-
taneously at two or more points properly lo-
cated in the combustion space, the time re-
quired for the complete inflammation of the
mixture will be reduced. As an every-day ex-
ample of the application of this principle, it
will be understood that if a sheet of paper is
ignited at one corner the flame will have but
one direction in which to spread, and combus-
tion will proceed slowly. If the sheet is set on
fire at the center, the flame may spread in all
directions, and combustion will proceed some-
what faster. Obviously, the progress of com-
bustion will be much more rapid if ignition oc-
curs simultaneously at two or more points, as,
for example, at opposite sides.

The advantage of two-point ignition has been
thoroughly admitted theoretically, but practi-
cally the development of the idea has been
hampered by difficulties in producing absolutely
simultaneous sparks, A magneto has recently

It is obvious

been introduced which solves the problem. As
a result of the use of this instrument, ignition
is produced simultaneously at two points in
each cylinder, with the result that the time
interval between the instant of ignition and
the completion of combustion is very greatly
reduced.

PLUG LOCATION.

Before proceeding with further explanations,
however, it must be emphasized that the suc-
cess of the system is dependent very largely
upon the location of the spark plugs. If the
spark plugs are placed in close proximity, as,
for example, one vertically in an inlet valve
cap, and the other horizontally in the side of
the same pocket, there will be no noticeable
difference whether ignition occurs at both spark
plugs or at one, for in either case the flame
must spread from one side of the combustion
space to the other.

LG. 7.

Location of Plugs in Test Engine.

If the spark plugs are located at widely sep+
arated points, as will be the case with one plug
located in the inlet valve cap and one in the
exhaust valve cap, then the distance through
Which each of the two flames must travel will
be very considerably reduced.

Fig. 1 illustrates the cross-section of a “T’’-
head cylinder of standard design, and it will be
noted that the spark plugs in this are located
in the valve caps. It can be seen that the dis-
tance through which the flame must travel, if
it originates at the two points simultaneously,
will be much less than the distance to be trav-
eled should ignition occur at but one point.
The object of multi-point ignition is to reduce

the time required for flame propagation as
much as possible, and in this diagram it will

be seen that there is a much greater volume of
charge contained in the space between the two
spark plugs than there is in the space between
the individual spark plugs and the walls of
their valve pockets. In other words, when
ignition occurs at a plug, the flame will spread
throughout the mixture in all directions, but
a longer time wiil be required for the propaga-
tion of the flame from the plugs to the center
of the combustion space than will be necessary
in other directions.

A better arrangement of the plugs will be

such as to require practically the same time
for the spread of the flame from the ignition

point through the charge in all directions.

156

AERONAUTICS

May, 101b

OBSERVATIONS OF TESTS.

WirTh
SW6LE AND TWO Poin SENITIOM.

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SIMULTANEOUS IGNITION.

Furthermore, the sparks must occur at exact-
ly the same instant, for the slightest difference
in the occurrence of the sparks will reduce the
advantage of the system. [or this reason it is
essential to arrange a single source of current
with a single circuit-breaker, for this is the
only way to prevent the inaccuracies that will
be the unavoidable result of the wearing of the
parts.

TEST RESULTS.

A series of tests has been made on a 4-cyl-
inder ‘T’’-head engine, built by the Chester
Engineering Company, mounted on the dyna-
mometer of the Automobile Club of America,
that illustrates the above facts.

The engine is 3 9-16-in. bore by 45%4-in. stroke,
and is fitted with a two-point Bosch magneto
controlled by a switch that permits ignition by
either of the two series of plugs or by both.
This gives a ready means of comparing the
power output of single-point ignition with that
of two-point.

Fig. 2 is a compilation of these results.

The greatest power output with single-point
ignition with an advance of 45 deg. is 24 h.p.,
and the same output was attained with two-
point ignition with an advance of but 19 deg.
With two-point ignition the extreme power out-
put with an advance of 32 deg. was 28 h.p.
This is an increase of 4 h.p. or 16.6 per cent.

ve

Torque Constant, .00057.

over the best results with single-point ignition.

It will be seen that the use of a properly in-
stalled two-point ignition system will result in
a great reduction of the necessary lead, and
consequently in a corresponding increase in ef-
ficiency and output.

It will be observed from the curve that the
number of revolutions at which stated power
will be produced with two-point ignition is very
considerably below the number of revolutions
at which single-point ignition will produce the
same power.

This indicates a corresponding saving in the
consumption of fuel, and experience shows this
assumption to be correct.

The development of multi-point ignition will
undoubtedly result in a still greater advantage.
PRACTICAL APPLICATION OF TWO-POINT

IGNITION.

Where the utmost power is not required, and
where it is an advantage to simplify the con-
struction and control as much as possible, the
magneto should be given a moderate advance
to produce approximately the same output as
single-point ignition at the most favorable ad-
vance. This will permit fixed ignition to be
used, and, in addition to the resulting simplifi-
cation, it will insure the complete combustion
of the charge under any condition. By using
a switch permitting ignition on one series of
plugs or on both, the effect of retarding is ob-

~

AERONAUTICS

May, 1911

FRELATIVE ADVANCE FOR STATED OUT PUT.

ALL TESTS MADE WITH THROTTLE WIDE OPEN ANO SAME CARBURETER ADJUSTMENT .

5° 10° 15° 20°

25° 30° 35° 40°

/GNITION ADVANCE.

tained by employing but one series for starting
and slow running, while both series may be
used for operation at speed.

For commercial cars the use of fixed ignition
of this character with a moderate advance will
insure maximum economy and will protect the
engine in a great measure from injury through
the unskilful use of the controls.

In cases where the maximum output must be
attained, as is required on racing engines for
automobile, marine and aeronautic purposes,
the most favorable advance should be selected
(approximately 30 deg.) and hand control pro-
vided.

OTHER ADVANTAGES.

Aside from increasing the output, the system
has the advantage of greatly reducing the ill
effects of a defective spark plug or cable; inas-
much as the two plugs are in series with the
armature, it follows that the failure of one of
them will not interfere with the operation of
the other.

PRACTICAL RESULTS.

As concrete examples of the results accom-
plished by this two-point magneto, attention
may be called to the performances of winning
cars in the racing events of the late season.
The actual gain in speed on the road by the
Marmon and Lozier cars, for example, as a re-
sult of changing from single-point to two-point
ignition, was from 3 to 5 miles per hour, and
the stock Lozier that established an American
record by averaging better than 73 miles per
hour at Santa Monica was equipped with a
Bosch two-point magneto.

CONSTRUCTION.

In construction the two-point magneto is
identical in every respect with the standard in-
strument, with the single exception that a sec-
ond distributer is provided to serve the addi-
tional set of spark plugs. To this distributer
is led that end of the armature winding which
in the standard magneto is grounded. The tim-
ing is controlled by the single interrupter,
which is standard in every respect.

e

BOR MOY: TO 22 Hiya <r

the N\lans of the Army in aeronautics
since it received its $125,000 appropria-
tion, was given out by Brigadier-General
James Allen at the Aero Club banquet. This
sum is rather small, but General Allen feels
that the results will show our Missourian Con-
gress the value of the aeroplane with a more
liberal appropriation as a result next session.
After commenting on the surprise the first
Wright machine furnished in 1907 and 1908
and the great 106-mile flight cross country of
P. O. Parmalee and Lt. B. D. Foulois, and other
flights made by them at the San Antonio
mobilization, he said:

By General James Allen.

“We have also sent there from the Curtiss
camp in California three officers who have been
trained under Mr. Curtiss. We have sent them
there to San Antonio in connection with one
Wright machine and one Curtiss, so, in con-
nection with Mr. Collier’s machine, which he
has loaned us, we will have three planes there.
We have bought two.

ab HE first intimation the public has had of

3.0". AL V-EALO Ree

TO BUY MORE AEROPLANES.

“We now desire to buy during the next year
as many aeroplanes as we can buy from the
amount of money appropriated, which is $125,-
000. We want to buy, first, aeroplanes that
have demonstrated by actual flight and which
are well known in the country, that are fitted
for military work. We want to take over a
certain number of them, and also to encourage
as far as possible the building of all types of
machines. We want to advance, as far as pos-
sible, the art of aviation through the entire
country because, if anything occurs in_ this
country where we would require the mobiliza-
tion of a large number of troops, every aviator
and every machine in the country would be
necessary to carry out our wishes. The aero-
plane as it stands to-day is a very valuable
military instrument. What we want them to
do is to do constantly and without fail the
things they are doing to-day.

“We have at San Antonio a very fair place
for flying. We have those machines. Another
gentleman who has two other aeroplanes of a

' 158 :

AERONACLICS

U. S. N.; Lt.

Left to Right—Lt. Ellyson, :
Beck, U. S. A.; G. H. Curtiss, Lt. Kelly, U. S.
A., and Lt. Walker, U. S. A.

new type, as I believe, a very wealthy gentle-
man whom you all know, has put up two
hangars there and shipped his machines down,
and [ hope to have quite a little aerodome there
at San Antonio, perhaps five or six or seven
machines.

“We are starting at Washington. We have
a very fair ground there which we are going
to fix up as best we can, probably three-fifths
of a mile on each side. We will take it over
just as fast as we can get the officers and men
to train and get our hangars built. We will
take over there a number of machines as fast
as we can get them.

GOVERNMENT SHEDS FOR NOVICES.

“Perhaps in the next few months we will get
four or five, and in addition to that we are
going to ask everybody who has an aeroplane
to go down there and we will furnish the
hangars and they can train their men there.
The Washington climate is perhaps a little
better than New York. About nine months of
the year there, there is perhaps not a day that
you cannot fly. Quite a flight could be made
away down the Potomac River and light right
down on the ball grounds which end at the
White House. It will make a great place for
training people, and for people who want to il)
it will afford a very delightful place. We have
a fine reservation at Fort Riley and Fort
Leavenworth, and I think at Governors Island;
that place will be a good one, and also at West
Point. We are going to try and put up these
buildings on Government reservations as fast
as we can, and I am sure the Government will
allow anybody who wants to fly to come and
put up their hangars on the Government reser-
vations.

“There are flying-men now who are not so
very expert, but we have no doubt in time they
will accomplish all that is desired. We have
not only got to train men to fly singly, but we
have got to have a corps among them—have
them fly in pairs. In France they are sending
them all out in numbers of five and ten. We
eannot hope this year to train more than thirty
officers. If we do we will be very fortunate,
but next year I think we will be able to train
many more. It is very important to have
trained aviators in this country if there shouid
be any occasion for the mobilization of any
large army for any purpose whatever. Avia-
tors would all be in demand, and we want
as many men and machines as we can get.”

159

May, roti

NAVY OFFICER TRAINS AT WRIGHT
SCHOOL.

Lieut. John Rodgers, of the U. S. Navy, has
completed his course at the Dayton field of the
Wright Company, taking eight lessons the first
afternoon and operating the levers himself dur-
ing two of his lessons. He is so enthusiastic
that he is planning to purchase one himself and
not wait for the Navy order, which is expected
in July.

A Wright machine is expected to be located
at Belmont Park around the first of June for
the instruction of students and the carrying of
passengers.

ive or six men are at the Dayton camp of
the Wright Company learning to fly; and while
the weather is windy, the work is beginning to
open up in fine shape.

The second unit of the Wright factory is
started and will be completed within a month.
This will give added facilities which are very
much needed in the manufacturing department

Business on the selling end is reported as

very good, the factory being loaded up with
work for the next two months.
Lieut. Rodgers, of the United States Navy,

despite almost continual bad weather, has com-
pleted his training at the Wright camp and
on April 18th flew the machine alone for the
first time.

4 \ = : : : ». u if H «
ee ee a
OS El SE

Lieut. John Rodgers, U. S. Navy, in Wright
Biplane—Note Extra Lever. Aviator Can Now
Use Either Seat.

AERONAUTICS

May, grt

cLosHte CIRCLE AEROPLANE RECORDS

By Geo.

T the last conference of the International

Aeronautie Federation the system for

keeping records, established previously

by the Mixed Aerial Commission, of
Franee, was modified and adopted. No notice
will now be taken of world’s records for 1 and
2 kilometers over a closed circle, nor a speed
record not in a closed circle. The system is as
follows: (1) Records of Speed, (2) Records of
Time, (3) Records of Distance, (4) Records of
Duration, (5) Records of Height, (6) Records
for Climbing, and (7) Speed in Kilometers per
Hour. These are classed as (A) records made
alone, (B) records made with 1, 2, 3, etc., pas-
sengers.

These, in more extended shape, are as fol-
lows: (1) best speed over 5, 10, 20, 30, 40, 50,
100, 150, 200, 250, 300, 350, 400, 450, 500. kilo-
meterss progressing thereafter by 50 kils.; 2)
greatest distance covered in 4, %, 1, 2, 3, 4, 5,

GaSe 1 OR pale ale ele eel reals 24 hours, and
every 12 hours beyond: (3) longest distance;
(4) longest duration; (5) greatest height
reached measured above the starting point,

each successive flight to be at least 100 meters
higher than the previous one to constitute a
record; (6) climbing speed, measured by 500
meters and in multiples of 500 meters, regis-
tered by “a barograph, recording at the same
time both altitude and speed; (7) speed ex-
pressed in kilometers per hour.

IN CLOSED CIRCUIT, WITHOUT STOP.
ONE-MAN re RECORDS.

Duration—8 h. 12 m. 47.4 s.; distance made,
463.6 kils. (288.06 eee) H. Farman (H. Far-

man), Htampes, Fr

Distance—584.745 kils. (363.34 miles); time,
7 h. 48 m. 31.6 s.; Maurice=shebeeteau (M. Far-
Man), uC Mi DeeCs a0 sokO:

Altitude—3,100 meters (10,168 ft.);
neux (Bleriot), Pau, Fr., Dec. 9, 1910.

Speed (in K. P. H.)—109.24 (67.87 m. p. h.);
Alfred Leblanc (Bleriot), Belmont, Oct. 29,
1910.

Speed Over Given Distances—

5 kil.—2 m. 44.78 s., Alfred Leblane (Bleriot),
Belmont Park, Oct. 29, 1910.

10 kil.—5 m. 30.92 s., Alfred Leblane (Bleriot),

5 Dxexes alls}, aly).

G. Legag-

Pemort Park OCta 295 ONO:
20° kil.—11 m. 04.78 s., Alfred Leblanc (Bleriot),
Belmont Park, Oct. 29, 1910.

30 kil.—16 m. 38.31s., Alfred Leblanc (Bleriot),
Belmont Park, Oct. 29, 1910.

40 kil.—22 m. 12.58 s., Alfred Leblane (Bleriot),
Belmont Park, Oct. 29, 1910.

50 kil.—27 m. 48.70:s., Alfred Lablane (Bleriot),

3elmont Park, Oct. 29, 1910.

100 kil.—1 h. 0 m. 41.69 s., C. Grahame-White
(Bleriot), Belmont Park, Oct. 29,
1910.

150 kil.—1 h. 43 m. 19.6 s., Emile Aubrun
(Bleriot), Bordeaux, Sept. 14, 1910.

200 kil_—2 h. 18 m. 30.6 s., Emile Aubrun
(Bleriot), Bordeaux, Sept. 14, 191.0.

250 kil—3 h. 4 m. 28.2 s., P. M. Bournique
GR: Ps); eBue) Deen sie TO N0:

300 kil—3 h. 40 m. 55.4 s., P. M. Bournique
GRE PB), Buc, Dec oly oT:

350 kil—4 h. 17 m. 26.2 s., P. M. Bournique
GREE PS) Bue Dees oles ols

400 kil—4 h. 54 m. 6.8 sg., P. M. Bournique
CR. E. eae Buc; als Alek}

450 kil.—5 h. 306m. 35.6 s., P. M. Bournique
(Ree Py, Buc, Dec. 3i, W9i0:

SOOM) ——6\ ho 7 am. 7.8. Ss: Ps Me Bournigue
CRE Pe) Bues Dee, 3, wom:

Distance for Certain Period—

% hour —25 kil., Alfred Leblane (Bleriot),
Belmont, Oe 295 aSt0s

% hour —50 kil., Alfred Leblane (Bleriot),
Belmont, Oct. 29, 1910.

1 hour —95_ kil., Alfred Leblane (Bleriot),
Belmont, Oct. 29, 1910.

1 hour —95 kil., C. G. White (Bleriot), Bel-
mont, Oct. 29, 1910.

160

H. Scragg.

2 hours—167.5 kil., HE. Aubrun (Bleriot), Bor-
deaux, Sept. 16, 1910.
3 hours—252.5 kil., E. Aubrun (Bleriot),
deaux, Sept. 16, 1910.
4 hours—325.905 kil., P. M. Bournique (R. BE.
PS) Buc. DecarolaelolOs
5 hours—407.675 kil., P. M. Bournique (R. E.
P.), Buc, Dee. 31, 1910.
6 hours—490 kil., P. M. Bournique (R. E. P.),
Buc, Dec. S15 O10:
Tabuteau (M. Farman),
Bue, Dec. 30, 1910.
8 hours—451 kil., H. Farman (H. Farman),
Etampes, Dec. 18, 1910.
TWO-MAN WORLD RECORDS.

Duration—3 h. 19 m. 39.8 s., Amerigo (Avia-
tik), Germany, Dec. 11, 1910.
Distance—150 kil., Nieuport,
Mareh 6, 1911.
Fastest Speed (in K. P. H.)—103.211 k. p. h,
Nieuport, Mourmelon, March 6, 1911.
Altitude—-428 m., Verschaeve, Belgium,
ZO elo ulate
Speed Over Certain Distances—
5 kil.—3 m., 15.8 s., G. Busson (Deperdussin),
Rheims, Feb. 11, 1914.
10 kil—5 m. 58.2 s., Nieuport,
March 6, 1911.

Bor-

Mourmelon,

Jan.

Mourmelen,

20 kil.—11 m. 54.6 s., Nieuport, Mourmelon,
March 6, 1 9 1s

30 kil.—17 m. 53.2 s., Nieuport, Mourmelon,
March é. Oda

40 kil.—23 m. 57.6 s., Nieuport, Mourmelon,
March 6, 1911.

50 kil.—29 m. 38.6 s., Nieuport, Mourmelon,
March 6, 1911.

100 kil—59 m. 16 s., Nieuport, Mourmelon,

March 6, 1911.

150 kil.—1 h. 28 m. 37.8 s., Nieuport, Mour-
melon, March 6, 1911.
Distance in Certain Period—
% hour—23.54, G. Busson (Deperdussin), Feb.
Tals al@alale
% hour—46.515, G. Busson (Deperdussin), Feb.
neta OMely

1 hour—101.25 kil., Nieuport, March 6, 1911.
THREE-MAN WORLD RECORDS.
Duration—1 h. 38 m. 40 s., J. Mamet (Bler-

iot), Rheims, July 9, 1910.

Longest Distance—110 kil., Nieuport, Mour-

melon, March 9, 1911.
Speed in K. P. H.—102.855 k. p. h., Nieuport,
Mourmelon, March 9, 1911.
Speed—

10 kil—6 m., Nieuport, Mourmelon, March 9,

LOH ale
20 kil.—i11 m. 59:4 s.,
March-9, 1911
30 kil.—17 m. 52.6 s., Nieuport,
March 9, 1911.

Nieuport, Mourmelon,

Mourmelon,

40 kil.—22 m. 44.4 s., Nieuport, Mourmelon,
March 9, 1911.

50 kil.—29 m. 37.4 s., Nieuport, Mourmelon,
March 9, 1911.

100 kil.—59 m. Ss., Nieuport, Mourmelon, March

Deep ole
FOUR-MAN WORLD RECORDS.

Longest Distance—50 kil., G. Busson (Deper-
dussin), Rheims, Mareh 10, 1911.

Duration—31 m. 23.2 s., G. Busson
dussin), Rheims, March 10, 1911.

Greatest Speed (in K. P. H.)—96.308 k. p. h.,
G. Busson (Deperdussin), Rheims, Mareh 10,
LOT.

Speed Over Certain Distances—

10 kil.—6 m. 16.6 s., G. Busson (Deperdussin),
Rheims, Mareh 10, 1911.

20 kil.—12 m. 34.2 s., G. Busson (Deperdussin),
Rheims, March 10, 1911.

30 kil.—18 m. 48 s., G. Busson (Deperdussin),
theims, March 10, 1911.

40 kil.—25 m. 5.6 s., G. Busson (Deperdussin),

(Deper-

Rheims, Maxed its algyalale
50 kil.—81 m. 28.2 s. Busson (Deperdussin),
Rheims, M: sete 10, 1911.

AERONAUTICS

FIVE-MAN WORLD RECORDS.

Duration—17 m. 28.2 s., Busson (Deperdus-
sin), Rheims, March 10, 1911.
Distance—25.74 kil., Busson (Deperdussin),

Rheims, March 10, 1911.
Greatest Speed (in K. P. H.)—87.251 k. p. h.,
Busson (Deperdussin), Rheims, March 10, 1911.
Speed—
5 kil—3 m. 34 s., Busson (Deperdussin),
Rheims, March 10, 1911.
10 kil—7 m. 8 s., Busson (Deperdussin),
Rheims, March 10, 1911.
20 kil.—14 m. 0.6 s., Busson (Deperdussin),
Rheims, March 10, 1911.

ONE-MAN AMERICAN RECORDS.

Distance—101 miles 389 ft.,
(Wright), Boston, Sept. 19, 1910.

Duration—3 h. 38 m. 49.5 s., P. O. Parmalee
(Wright), San Francisco, Jan. 22, 1911.

Fastest Speed—67.87 m. p. h., Leblane (Bler-

Johnstone

iot), Belmont, Oct. 29, 1910.
Altitude—10,428 ft.. Hoxsey (Wright), Los

Angeles, Dec. 30, 1910.

Speed for 5-100 Kil.—See under
ords.”

Distance for Certain Period—
% hour—See under “‘World Records.”
% hour—See under ‘World Records.”
1 hour—See under ‘‘World Records.’’

TWO-MAN AMERICAN RECORDS.
Duration—1 h. 12 m. 40 s, O. Wright

(Wright), Ft. Myer, Va., July 27, 1909. Dis-
tance not measured.

THREE-MAN AMERICAN RECORDS.

Duration—2 m. 51 s, C. G. White (H.
man), Belmont, Oct. 30, 1910.

WORLD FREE BALLOON RECORDS.

Distance—1,925 kil. (1,195 miles), Count de
la Vaulx, Paris to Korostychew, Russia, Oct.
9-11, 1900.

Duration—73 h., Col.
10-12, 1908.

Altitude—10,800 m. (35,424 ft.), Profs. Suring
and Berson, Berlin, Germany, July 31, 1901.
(James Glaisher claimed 37,000 ft. in 1862.)

AMERICAN FREE BALLOON RECORDS.

“World Rec-

Far-

Schaeck, Berlin, Oct.

Distance—1,172.9 miles, Alan R. Hawley and
Augustus Post, St. Louis to near Lake 'St.
John, Que., Oct. 17-19, 1910.

ee

Fours, Me. Mar v0.
ree + I porsengurs.

HONEYWELL MAKES LONG TRIP.

SAN ANTONIO, Tex., April 10.—Lieut. H. E.
Honeywell, who with his aide, J. W. Tolland,

started at 6.35 in an effort to lift the Lahm
Cup and break the world’s long distance bal-
loon record, descended at Little Rock, Ark.,
after traveling through the air 505 miles.

They landed 15 miles south of Little Rock,
Ark., at 1.30 P. M., after being in the air 19
hours.

“Throughout Tuesday we sailed through fav-
orable air currents, but exhausted them at alti-
tude of 10,000 feet. We headed south with 30
sacks of ballast. We left San Antonio with 47.
We encountered rain, thunder and lightning in
the clouds all last night, and dodging thunder
storms during the day, passed over Hot Spring's
twice within an hour.”

When the start was made in the rain at San
Antonio on Monday evening the big gas bag
shot off in fine shape, sailing to the west. The
wind was then blowing 30 miles an hour. The
balloon was so ballasted that it immediately
rose to a height of 2,000: feet, where the best
currents north and northeast were to be found.
Lieut. Honeywell hoped to land somewhere in
Canada.

ASCENSIONS
April 13.

passengers,

OTHER

NORTH ADAMS, Mass.,
Stevens as pilot and four

With Leo
the bal-

161

May, ro1r

Duration—48 h. 26 m., Clifford B. Harmon
and Augustus Post, St. Jouis, Mo., Oct. 4, 1909.
WORLD DIRIGIBLE RECORDS.

Distance—450 kil. A279 miles), “Bracciano I-
bis,’ Naples, Italy, A909.

Duration—7 h. ¥3 m., “Republique;’? Meudon,
Irrance, Aug. 4, 1909.
Altitude—1N54 m. (5,084 ft.), ‘“‘Clement-
oF

Bayard,” Sartrouville, France, Aug. 23, 1909.
AMERICAN DIRIGIBLE RECORDS.

Duration and Speed—U. S. Goy. No. 1, Capt.
T. S. Baldwin, Ft. Myer to Cherrydale and re-
urn ANS 4a sO OSes rs 2 hin dom b Oe Gk
speed 19.61 miles per hour. Separate ascents.

eae KITE RECORD.

Altitude—25,800 ft., Mt. Weather Observa-

tory, May 5, 1910,
WORLD SOUNDING Be TEOON RECORD.
Altitude—29,040 m. (95,251.2 ft.), Royal
Observatory, Brussels, seieices a 5, 1908.

Whatever the value of the International Fed-
eration may be to aero clubs, it certainly is of
little use for the keeping of records, which, un-
til passed upon by this body, are not supposed
to be records. Only lately has it made up a
list of records to Dec. 31, 1910. Sets of sup-
posed records sent the I. A. I. in December for
correction never got back until March, until
several letters had been written asking ‘‘why.”

When received, they were useless for the
purpose of knowing what were correct records,
and what not. According to their list, Leblane
won the Gordon-Bennett, “Grimy”’ White car-

ried two passengers 2 hours 51 minutes, and
Hoxsey has the world altitude record of 11,474

ft., which latter has never been reported abroad
by the Aero Club of America, for reasons ex-
plained heretofore.

Records given in the official organ ‘‘Aero-
phile,’’ are left out finally in the ‘‘official”’ list
of the I. A. F. If the I. A. F. and Aerophile
don’t know what are records and what not, who
does? Accuracy, certainly, is not a strong
point with the international body.

The above records comprise the I. A. F.
figures, except where we know they are wrong.
For the correctness of the others, we put our
trust in God and shut our eyes.

The above foreign records have been com-
piled abroad and sent by our correspondent.

loon Cleveland left here at 10 A. M. to-day for
a trip over several New England States.

The passengers were Harry Brown, William
M. Hilliard, Dr. Heber Bishop and Norman
Prince.

The balloon landed at Hast
after a trip of 2% hours.

FOUR JUST ESCAPE ACCIDENT.

ST. LOUIS, April 9.—Lieut. Andrew Drew, of
the Signal Corps of the Missouri National
Guard, pilot; Lieut. John P. Hart and Sergts.
Bayard Brookman and Jos. Obermeyer, had a
close shave in the St. Louis III when the bal-
loon dropped so rapidly, after crossing part of
the city, that 10 bags of ballast had to be eut
loose one after the other to check the descent
and the basket hit a chimney and then a rock-
pile, throwing out one passenger. It jumped
again and made its final goal. No one was in-
jured. The balloon was oid and patched.

NORTH ADAMS, Mass., April 8—H. P.
Shearman, president of Williams College Aero
Society, and John Haas, in the North Adams
No. 1 to Lanesboro, being in the air for 2 hours
15 minutes. This is the first time Mr. Shear-
man has piloted a balloon.

Alstead, IN. Eh,

ST. LOUIS, March 20.—H. Eugene Honey-
well, Knox Taussig, Guy W. Taussig and
Wooster Lambert in the St. Louis IV to Cairo,
Til.

AERONAUTICS

May, rort

AERONAUTICAL MANUFACTURERS ASSOCIATION

N April 29 there will be held at the Hotel
Cumberland, New York, the organiza-
tion meeting of the Aeronautical Manu-
facturers Association.

Following the launching of the project in
the last issue of AERONAUTICS, an organiza-
tion committee got actively to work and after
a great deal of time and consideration had
been given to the probable success of the
scheme, decided to attempt the perfecting of
such a body.

Tentative constitution and by-laws have
been drafted for consideration at the coming
meeting. Letters of invitation have been sent
out to the legitimate manufacturers, jobbers
and dealers in this country.

From the replies received thus far, April 20,
the meeting bids fair to be a big one. Dele-
gates are coming from the far West. Those
who cannot come have written in expres-
sions of co-operation. Long-distance telephone
messages have been received, all enthusiastic
as to the possibilities for good such an or-
ganization can be made.

A national law, such as holds in the marine
industry, should be framed, instead of allow-
ing any state to make its own freak laws,
similar to the automobile licensing situation
now. ‘i

The public must be shown that there is a
really bona fide industry. At the present mo-
ment the “game” has no very enviable repu-
tation.

The discouragement of exhibition flights by
men who are not competent would go far to-
ward raising the art and science from its pres-
ent level. In the absence of a national law,
it would create an increased number of men
who hold Aero Club pilot licenses. This would
benefit the Aero Club of America and its
affiliated clubs.

The A. M. A. should deserve the support of
every aero club in the country. The A. M. A.
can do more to help the clubs than can be
done in any other way.

The Organization Committee consists of E.

L. Jones, publisher AERONAUTICS; A. W.
Lawson, editor “Aircraft;” S. E. White, F. D.
Wood, the White & Wood Co.; S. Y. Beach,
“Scientific American;”’ John ‘Trevor Custis,
managing editor Philadelphia ‘‘Inquirer.”
Purposes.

The general purposes for which the <Aero-

nautical Manufacturers’ Association is to be

formed might be stated as follows:

To foster, promote and encourage the intro-
duction and use of air craft of every character
and description; to foster and promote the in-
troduction of all means and systems of avia-
tion; to establish, conduct and operate means
and places of disseminating information as to
the adaptability, construction and use of such
means and systems of aeronautics and of air
craft and their accessories, parts and equip-
ment, and for such purposes to establish, con-

duct and manage exhibitions, displays, tests,
trials and demonstrations in such form and

manner as this corporation may adopt; to pro-
mote and encourage in all lawful ways the
adoption and enforcement of laws and regula-
tions providing for and securing safety, con-
venience and comfort in the use, keeping and
operation of air craft, and of means and sys-
tems of aeronautics; to encourage and assist in
the establishment and maintenance of improved
courses, Signals, signs of direction and all other
means of rendering the use of air craft and all
manner of air vehicles more secure and at-
tractive; to afford opportunity to the members
of associating and interchanging views with
one and another, and establishing customs,
plans and systems, to the end that the manu-
facture, disposition and use of air craft may
be improved, the services to and the require-
ment of the trade better appreciated and ful-
filled to the mutual advantage of the manu-

facturer, dealer and

i the purchaser of such
vehicles and property;

to gather, obtain and

procure information and intelligence for the
use and benefit of its members and to the

credits and standing of firms, corporations and
individuals; to do, perform, engage in such
other things as may be incidental to or that
may facilitate the purposes of this corporation.

To arrange and care for the machines of
members of this corporation at shows, race
meets and other places.

To do any and all things. in furtherance of
the objects set forth above, or aid in the gen-
eral advancement of the business, profession
or trade of air craft of every description and
any other manner or mode of travel through
the air.

Suggested Work for the Association.

The promoters of all indoor aero shows
would be obliged, in order to obtain exhibits,
to show proof to the executive officers or the
proper committee of ability to conduct a show
properly and of financial resources sufficient to
cover all possible indebtedness of the show, or
furnish a bond covering this point. A vote by
mail would be taken of all members and the
majority vote would rule for or against the
show. If in favor of it, the result would be a
truly national representative exposition, to the
benefit of the exhibitors as well as the pro-
moter.

The Association would obviously be in a posi-
tion to prevent any exhibition of a national
character being held or given by irresponsible
people.

The Association should require a percentage
of net profits to be returned to exhibitors on a
basis of space purchased by each. The Asso-
ciation could, when strong enough, conduct its
own shows and possibly cover all the expenses
of the exhibit.

The Association would be in a position to
protect its members and individuals or others
outside the body from unscrupulous schemers,
promoters or impossible exploitations.

A system of credit information might be ar-
ranged for the benefit of members.

The Association by taking in only reputable
manufacturers, jobbers or dealers, would be in
a position to more or less discourage fraudu-
lent and misrepresenting houses and promotion
schemes.

Laws for the licensing of machines, traflic
rules, transportation rates, etc., could be urged
by an organized body such as this.

The establishment of a laboratory, similar to

that of the Association of Licensed Automobile

Manufacturers, might eventually result for the
good of all members and others interested in
the art and science of aviation.

The standardization of certain material, uni-
form formulas for horsepower, ete., the com-
pilation of aerodynamic data, would in time be
considered by the Association.

The upholding of patents, the restriction of
dangerous practices, the investigation and ex-
position of frauds, the furtherance of endur-
ance, speed and other tests, the arranging of
tours, the elimination of the charlatan and
aerial mountebank, and the uplifting’ of the in-
dustry in general should deserve the attention
of this body.

As the Association grows with progress
the industry, new and fruitful fields will be
discovered for cultivation by this body. It car
be made a tower of strength to the industry
and a monumental support to bona fide sport-
ing and scientific institutions throughout the
United States. These suggestions are but the
first thoughts of some of those deeply inter-
ested in advancement who see the need for such
an organization and observe the future possi-
bilities for good.

(Continued on page 179)

in

BMERONAUTICS

May, rorr

NATIONAL COUNCIL AND AERO CLUB OF
AMERICA

(AERONAUTICS has frequently been adversely
criticised—by members of the Aero Club of Amer-
ica—for its rather independent attitude with regard
to the club’s deeds and shortcomings, and for the
habit of telling readers its views.

To avoid any bona fide charge of unfairness, the
club was actually asked to set forth in AHRO-
NAUTICS its views on the same subjects—and let
the public decide as to any alleged unfairness.
The offer was more than once refused.

In the complete history of the organization of
the National Council, and its later meetings, which
has been printed in AERONAUTICS, facts have
been given with scrupulous detail, with the obvious
conclusions, as they seemed to the magazine,
pointed out.

The National Council has been accorded the
privilege of aS much space as might be necessary
to show that the facts that have been stated are
untrue, or that the conclusions are incorrect.

AERONAUTICS feels free to criticise or praise,
where either is due. Its policy is always one un-
biased. Its columns are open for the full airing
of any grievance as to remarks for which the
magazine stands sponsor.—THE EDITror.)

to the delegates to the National Council,

with Robert J. Collier, the president of

the Council, as host, the National Coun-
cil held its third meeting at the Waldorf-
Astoria on April 4.

Mr. Collier was thoughtful in entertaining
his guests and had as the object a harmonious
session of the Council, in which he was entirely
successful. His efforts are indeed laudable, but,
unfortunately, do not result in any strengthen-
ing of the body of which he is the head. The
reverse is rather true. Mr. Collier should be
given credit, however, for his good intentions.

The attention of the 17 clubs present out of
the total of 30 clubs belonging to the ‘‘National
Council of the Aero Clubs of America,’ as its
official title now is, was directed mainly to
adopting in almost its exact wording a new
agreement of organization and set of by-laws
presented by the special committee appointed
some time ago by the Executive Committee.
This special committee was entrusted with the
labor of obtaining a working arrangement with
the Aero Club of America and the preparing of
anew agreement and by-laws. The new agree-
ment and by-laws are abstracted as follows:

AGREEMENT OF ORGANIZATION.

Name changed to ‘National Council of the
Aero Clubs of America.”

Executive Committee will admit incorporated
clubs of 25 or more members where the annual
dues are not less than $5. Each club to pay to
Council $50 annual dues, latter to have priv-
ilege of assessment to extent of further $50,
except in case of college clubs, which obtain
reduced rate.

Each club in Council may be represented by
two delegates, only one of whom ean vote.
Each club has but one vote.

All powers of the Council are vested in
Executive Committee, consisting of President,
four Vice-Presidents and 10 Representatives to
be elected at the annual meeting.

The Rules Committee is comprised of three
appointed by President and two named by Aero
Club of America. This committee is to carry
out the rules of the International Aeronautic
Federation at all meets.

The Contest Committee also has five mem-
bers, two appointed by the President and three
named by Aero Club of America. This com-
mittee is supposed to enforce rules and regu-
jations for conduct of meets.

“The Aero Club of America is confirmed as
the representative of America in the Interna-
tional Aeronautic Federation, and as such shall
have and is charged with the duty and respon-
sibility of representing the Council and the
Members of the Council in all international af-

Pp RECEDED the evening before by a dinner

163

fairs, and shall keep the Council advised at all
times as to the progress and disposition of
such matters.”’

The three paragraphs above cannot be
changed by the Council without the concur-
rence of the Aero Club of America.

BY-LAWS.

The by-laws were passed as presented as a
whole and, in general, conform to usual pro-
cedure. Below are the various committees pro-
vided for and the points relating to sanctions,
etec., are mentioned:

The President can appoint the chairmen of
the following committees, who in turn name
their own committee members from delegates
to the Council: Auditing, Membership, Law,
Development, Transportation, Publicity, Aca-
demic.

One of the impossible duties of the Law Com-
mittee is the following: “To retain council
* * * to prosecute or defend on behalf of
the Council or any of its Member Clubs, such
suits as may be necessary to assert or protect
its or their property and rights, or to assert or
establish any patent or other right of any per-
son, firm or corporation, in any manner or thing
directly or indirectly connected with the pur-
poses and objects for which this Council is
formed.”’

Clubs must pay $100 for a sanction for any
meet or contest, which covers the first three
eae and $30 thereafter for each day of the
meet.

FEATURES OF NEW AGREEMENT.

The first by-laws and agreement of the Coun-
cil provided for the naming of the head of the
Council by the Aero Club of America, and the
Council was called the ‘National Council of the
Aero Club of America.” At the December 6
(1910) meeting of the Council this privilege of
naming the head of the Council was given up
by the Aero Club.

A. C. A. GIVES ONE—TAKES TWO.

At the April 4th meeting of the Council the
Aero Club allowed the Council to change its
name by one letter, making it ‘“National Coun-
cil of the Aero Clubs of America,’ but gained
two important points, i. e., the naming of two
members on the Rules Committee and three
members on the Contest Committee. Where
the Club gave way in one point the Council
gave way in two. Some of the delegates to the
April Council meeting, men who were on the
Council and Aero Club Conference Committees
which drew up the new agreement and by-
laws, were loud in their praise of the gracious
attitude of the Aero Club and spoke of how
much the Aero Club had given up—in fact, to
hear them one would think the Aero Club had
given everything to the Council save its virtue.
The international relationship it could not give
up, as that was a sacred thing, to be entrusted
by the Internatienal Aeronautic Federation to
no other body but the Aero Club of America.

To the onlooker and the aero club consider-
ing entrance into affiliation agreements with
one or both of the two bodies, it looks as
though the Council, since its capture at its
organization meeting of June, 1910, had been
thrown by the Aero Club of America, tied and
branded; then turned loose to play.

A comparison of the privileges of affiliation
with the Aero Club of America and member-
ship in the Council is very much to the credit
of the former body.

WHAT THE A. C. A. OFFERS AFFILIATED
CLUBS FREE.
Sanction for meets, free.
Services of official observer, his help on or-
ganization, rules, ete., at expense of railroad
fare plus $10 per day.

AERONAUTICS

International recognition of all records.

The holding of international meets.

Representation in the International
tion through the Aero Club.

Members of affiliated clubs have same stand-
ing abroad as members of the Aero Club itself.

Pilot licenses for spherical and dirigible bal-
looning and aviation.

Peereneare and other instruments at rental
oO Bs

Competition for Lahm Cup and any other
trophies, and all events of Aero Club or Na-
tional Council.

Competition in National Championship Bal-
loon Race.

Participation in all events controlled by In-
ternational Federation.
WHAT THE COUNCIL OFFERS MEMBER

CLUBS.

Meet sanctions at $100, plus $30 per day.

Competition in events sanctioned by Council.

International recognition of records if passed
by Council on to Aero Club and by latter to
the Federation, provided a representative of
the Contest Committee of the N. C. be present
when records are made.

redera-

REPORTS AND RESOLUTIONS.

The admittance to the Council was reported
of the Aero Club of Nebraska and the Milwau-
kee Aeronautic Society.

Dr. A. F. Zahm was appointed a committee
of one to draft proper resolutions congratulat-
ing Glenn H. Curtiss upon attaining so great a
degree of Success with his water machine.

On motion of Mr. Plew, the President was
authorized to appoint a committee to confer
with the Aero Club of America and discuss the
question as to whether or not membership in
the Council amounted to the same thing as
affiliation with the Aero Club of America; a

May, torr

number of aero clubs being already affiliated
with the A: C. A. W. W. Miller, who, with
Robert J. Collier, was the Aero Club’s delegate
to the Council, said he saw no reason for future
existence of affiliation agreements between
other clubs and the Aero Club of America. It
is safe to assume, however, that this view is
not shared by the governors of the Aero Club
of America.

INTERNATIONAL BALLOON RACE FOR
KANSAS CITY.

The National Council at its April 4th meet-
ing accepted the report of a special committee
which favored Kansas City as the site for the
Gordon Bennett balloon race on October 5. The
elimination race to select the American team
will take place July 10, at Kansas City. There
will be nine balloons in the international event,
three each from Germany, France and America.
For the elimination race one balloon has al-
ready been entered by the Western Aero Asso-
ciation, the “Topeka.”’

The National Council was allowed by the
Aero Club the privilege of naming the place
for the holding of the international event this
year. The new by-laws do not provide for such
privilege in the future.

Kansas City has natural gas, which is popu-
larly supposed to be of little use for ballooning,
and particularly bad for racing. The gas com-
pany, however, states that by treating the nat-
ural gas it can be made as light at least as
coal gas, with a specific gravity of .37 to .40.
One million cubic feet can be supplied through
a 16-inch pipe. The natural gas is passed over
a bed of incandescent fuel to increase its lift-
ing capacity. Kansas City agrees to offer
$3,000) in prizes. The $5,000 heretofore put up
by Bennett, the donor of the cup, is not offered
this year. For the elimination race, free gas
and ‘‘suitable’’ prizes are offered.

HOW TO MEASURE THE PITCH. AT ANY -POIN®
OF AN EXISTING PROPELLER

By Hugo C. Gibson

T any distance from the hub mark points

A and B upon the entering edge and the

leaving edge. The angle of the line

joining these points in relation to the
plane of revolution of the propeller is the angle
at which the air is attacked. The proportion
of the propeller blade occupying the position
of that angle would, in making one revolution,
assuming that there be no slip, advance a cer-
tain distance through the medium upon which
it is acting; in this case, air. This distance is
the pitch, and to determine its magnitude pro-
ceed as follows:

From a table of tangents, which may be
found in any engineering book such as Kent’s,
find the tangent of the angle which was meas-
used as indicated above. Then form the equa-

tion
iP
tan A => ————_
3.1416 yv~ D
where D = the diameter of the circle swept
by the points A and B and P — pitch.

Taking an instance: Mark the point A B at
a radius of 3 ft. from the center of the pro-
peller hub. Then those points will swing in a
circle 6 ft. diameter, therefore, D — 6 ft.

Suppose the angle of the line A B to be at
17° 30”, then the tangent of the angle 17° 30”
is found from the table to be .31530. Substi-
tute these figures in the equation, which then

P
becomes .31530 = — ;
3.1416 yw D
BSc Up se ——— yO ut le

The same process can be repeated at each
position along the blade, taking a new D each
time.

P= 3.1416 x

164

Prene of revolvtior2 B
A EnTera
( &eBe

Le

Gr055 $CCTIC.

of blade ar ea
Ni forz2t SClEK

Angle &

advencened

John C. Montgomery, who presided in an
original manner at the last annual dinner of
the Aero Club of America, practically admitted
that he did not know an aeroplane from a
meridian of longitude, and that before intro-
ducing the speakers of the evening he had
sought enlightenment from Allan A. Ryan, the
Wall Street president of the organization.

“T have studied ‘Young’s Night Thoughts, ”

said Mr. Montgomery, ‘and ‘Pilgrim’s Prog-
ress.’ Never before this afternoon have I

studied aeronautics. I purchased an aeronau-

tical magazine to-day to read on my way to
this dinner. And I want to tell you frankly

that as far as I am concerned I prefer ‘Young’s
Night Thoughts.’ So in my desperation for
some definite information as to what aeronau-
tics was all about, I applied to your president,
Mr. Ryan. And Mr. Ryan’s reply was: ‘How
the hell should I know?’ ”

AERONAUTICS

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Lane.

THE NEW FRAUD MEDIUM

last issue of AERO-
“Stop! Wook}! is-
out a wave of com-
from all over the

HE editorial in the
NAUTICS, entitled
ten!!!” has brought
plimentary criticism
country.
The art and science
made the medium for
stock flotations; many purely fraudulent,

of aeronautics is being
numberless schemes and
others

close to the border line. : ;
Schemers are getting men with capital to
back them, they buy or build an aeroplane and

16

0

May, tort

solicit students at flight under the tutelage of
“So-and-So.” Those who know the tutor are
familiar with the fact that he has never been
in an aeroplane, yet he advertises to teach
flight.

Concerns advertise Curtiss
chines at ridiculous prices—they do not even
say “Curtiss-type” or “Bleriot-type”’ to distin-
guish bad copies from originals. All the auto-
mobile journals seem anxious to run half to
full page advertisements, and even some of the
aero papers fall for the contract. When the
advertising bills are presented for payment
there is “nothing doing;’’ perhaps one more
insistent than another obtains a judgment.
The advertiser immediately sells out the busi-
ness.

The small towns are imposed upon by schem-
ers and publicity campaigns are started to
spread the news of a long-distance flight of
several hundred miles or more from some place
to the town doing the publicity work. An in-
vestigation of the mode of transportation
shows up a photograph of a small model in
flight, represented as the machine itself.
Flights are claimed at some of the known avi-
ation fields, where the aviator who is) to make
the wonderful flight is in fact unknown.

Engine manufacturers are constantly
to furnish an engine for some "plane, with great
publicity to result to pay the engine maker
for his share in the enterprise. Search often
finds the aeroplane on paper only, a poor copy
of some well-known type of machine, or the
operator is totally inexperienced despite his
claims to fame. Such a combination of engine
maker and aviator is perfectly legitimate, of
course, when the builder is honest and means
to do his best; but more frequently the oppo-
site is true.

Schools of aviation
about the country.
nothing more than

or Bleriot ma-

asked

are being established
These sometimes consist of
a desk, typewriter, stenog-
rapher and the “professor.” How can one
learn the science of aviation unless the in-
structor knows something of it himself? How
can one learn the art of flying unless the
school has a machine capable of successful
flight? Prospective students should be sure
that the school has at least these two advan-
tages.

Various ones are entering the exhibition field,
to the great disappointment of the public which
pays. Boards of trade in small towns are con-
tracting for flights with aviators who claim
great records abroad, or at Mineola, or else-
where; but these aviators are either unknown
or unfavorably known at all these aviation
centers. The day of the exhibition sees some
poor attempts to get off the ground, or at best
a short straightaway flight, and the manage-
ment settles all or a portion of the agreed
amount and vows “never again.”’

To the man with little money but
ambition to become a famous aviator,
with every cent he

a great
working
can scrape up and his abun-
dance of energy, to schools who have some-
thing definite to offer, to the small manufac-
turer of ‘planes who is trying to sell where
he ean an honestly built machine capable of
flight, to anyone legitimately offering anything
to the public in the line of aeronautics, there

are none but extend the very best wishes for
success. 3ut for the man who is using the
aeroplane, like many another great invention

as a vehicle for misrepresentative and fraudu-
lent exploitations, there is nothing deserved
but condemnation and exposure.
AERONAUTICS would like to hear from all
who read this. If you know of any fraudulent
operations write a letter stating the mere facts

as you know them. Your letter will be held
strictly confidential. If you can put your state-
ments in the form of an affidavit, so much the
better. If you can give the name of others

from whom information may be secured, please
do so. If the facts are borne out by investiga-
tion it is planned to present the evidence to the
Post Office Department for its action.

If the ‘“‘game”’ is to take its proper place and
progress with the rapidity which its impor-
tance demands, it natiet be kept free from the

Continued on page 181

AERONAUTICS

May, 1911

HOW TO BUILD A CURTISS-TYPE BIPLANE®

By G. H. Godley

(Continued from April number)

Reference to drawings will show that two
diagonals run from the front wheel up
and back to the top of the main frame, and
two more from the wheel forward to the short
cross-pieces near the apices of the A-frames;
there is also a vertical strut which inter-
sects two horizontal pieces running between
the ends of the longer cross pieces of the
A-frames. Altogether, there are five attach-
ments on each side of the front wheel, through
which the able bolt must pass; namely, the
connections to the skid, to one of the diagonals
to the engine bed, to one of the rear diag-
onals, to one of the front diagonals, and to
one side of the fork carrying the vertical strut.
Of these the skid attachments should be on
the inside, closest to the wheel, and the engine-
bed diagonals next.

The four additional diagonals running to
the front wheel may be spruce of the same
section used in the A-frames, or turned 1 inch
round. At each end they have flattened fer-
rules of steel tubing. The beams of the A-
frames have similar ferrules at the ends where
they attach to the main frames. These at-
tachments should be made on the socket bolts
of the struts on either side of the middle
6-foot section, and on the outer side of the
main beams—not between the beam and the
socket itself.

It is possible to make all the A-frames and
diagonal braces of bamboo, if desired. Bam-
boos for this purpose should be between 1
and 11%, inches in diameter; where ferrules
are fitted on the ends the hole of the bamboo
should be pluggd with wood, glued in place.

Generally in the construction of the out-
rigger frames the builder can use his own
discretion to a considerable extent. There
are innumerable details which can be varied—
far too many to consider even a part of the
possibilities in this limited space. If the
builder runs across any detail which he does
not see mentioned here, he may safely assume
that any workmanlike job will suffice. Often
the method may be adapted to the materials
which the builder has on hand. The diagonal
wires from the cross-pieces of the A-frames to
the struts should be crossed.

RUDDER AND TAIL CONSTRUCTION.

The frames for the rudder and tail are con-
structed in much the same way as those for
the elevator. Spruce sticks 1 by % inch are
used throughout except for the piece at the
back edge of the rudder and the long middle
piece across the tail; these should be 1% by
% inches. This long middle piece of the tail
is laid across on top of the rest of the frame-
work: when the cloth is put on, this makes
the upper surface slightly convex, while the
lower surface remains flat. The ends of this
piece should be reinforced with sheet _ steel,
fairly heavy, and drilled for %4-inch bolts at-
taching the tail to the A-frames.

The rudder is hung from two posts extend-

ing above and below the tail. These posts
may be set in cast aluminum sockets, such

as may be obtained for 20 cents apiece from
any supply hoase. The posts need not be
more than %-inch in diameter. At their outer
ends they should have ferrules of steel tubing,
and the turnbuckles or other attachments, for
the truss wires are atached by a wood screw
running into the end of each. Irom these
posts the rudder may be hung on any light
hinges the builder may find convenient, or on
hinges improvised from screw eyes or eye-
bolts, with a bolt passing through the eyes of
each pair.

In steering, the rudder is controlled by a
steering wheel carried on a hinged post in
front of the operator. This post should be

166

ash about 1 by 1%, inches. It hinges at the
bottom on a ¥%-inch steel tube passing through
it, supported at the ends on the diagonal beams
to the engine-bed. Two diagonals of lighter
tubing may be put in to hold the post centered
between the two beams.

The post is, of course, upright, and the hub
of the wheel is horizontal. The wheel may
conveniently be mounted on a piece of tubing
of the same size as the hub hole, run through
the post, and held by a comparatively small
bolt running through with a big washer on
each end. The wheel is preferably of the
motor-boat variety, with a groove around the
rim for the steering cable.

The rear edge of the tail should be about
an inch lower than the front. To make the
rudder posts stand approximately vertical,
wedge-shaped pieces of wood may be set under
the sockets.

The steering connections should be of some
of the flexible cables that are made for this
purpose. There should be a double pulley on
the post just under the wheel, and the cable
should be led off the post just at the hinge at
the bottom, so that swinging the post will not
affect it. The cable is then carried under
the lower main plane and out the lower beams
of the A-frames. It is attached to the rudder
at the back edge; snap-hooks should be used
for easy disconnection in packing. Perhaps
the best way of guiding the cable is, instead
of using pulleys, to run it through short pieces
of tubing, lashed to the beams with friction
tape. ‘she tubing can be bent without flatten-
ing by first filling it with melted lead, which
after the bending can be melted out again.

AILERONS FOR LATERAL STABILITY.

The frame-work of the ailerons is made in
the same way as that for the elevator, tail
and rudder. The pieces around the edges
should be 1% by % inches, as also the long
strip laid over the top of the ribs. The ribs
should be % by % inch. Each aileron has two
holes, one for the strut to pass through, and
the other for the diagonal truss-wires at their
intersection. The back edge also has a notch
in it to clear the fore-and-aft wires. Each
aileron is hung on four strips of soft steel
about % by 1/16-inch, twisted so that one
end is at right angles to the other. These are
arranged one on each side of the strut which
passes through the aileron and one at each
end. Bolts through the struts carry three of
them, and the outer one is trussed by wires to
each end of the outer strut.

A frame of %-inch steel tubing fits around
the aviator’s shoulders and is hinged to the
seat, so that he can move it by leaning to one
side or the other. This is connected by flexi-
ble cable to the rear edges of the ailerons, so
that when the aviator leans to the left he will
raise the left and lower the right aileron. The
upper edges of the ailerons are directly con-
nected to each other by a cable running along
the upper front beam, so that they must always
move together.

CLOTH COVERING OF THE PLANES.

Many different materials can be used suc-
cessfully for covering the planes, and the ma-
terials chosen will depend largely on the con-
dition of the builder’s pocketbook. About
55 square yards of material will be required
(in comparing prices per yard always consider
the width, as this may vary from 28 to 50
inches). Rubberized silk, which is used on
the standard Curtiss machines, is the most ex-
pensive covering; its cost may run up to a
couple of hundred dollars. There are also
several good aero cloths on the market which
sell at 60 cents a square yard. There are
also several brands of varnish, most of them,

* Begun in the February number.

AERONAUTICS

May, ror!

ELEVATOR
Top View

sockets for rudge
6/3"

Construction of Frames of Elevator, Rudder, Tail and Ailerons.

however, quite expensive. The cheapest way,
and one which will give good satisfaction, is
to use a strong linen cloth coated with shellac.

Covering the planes with the cloth may well
be postponed until after the engine has been
installed and tested, thus avoiding the liberal
splashings of oil and dirt which the cloth
would otherwise receive during this process.
For the sake of completeness, however, the
covering will be considered here, with the
above understanding.

is laced

of the
pass through
holes in the ends of the small ribs and are
attached to the main ribs with turnbuckles.
At the end of the planes the main ribs must
be braced against the pull of the wire by
a piece of %4-inech tubing running from the
end of the rib diagonally up to the rear beam.
Both turnbuckle and tube are fastened with
one wood screw running into the end of the
rib.

The cloth should
between the main
lowing at least an

cloth
ends

the
rear
wires

to which
along the
The

the wire
strung
each plane.

First,
must be
ribs of

be
ribs
inch

eut to fit the panels
and hemmed up, al-
in each direction for

16

stretch. Small eyelets should be put along
the sides and rear edges an inch apart
for the lacing. At the. front:-edge the cloth
is tacked directly on to the beam, the edge

being taken well under and around to the back.
Strong fish-line is good for the lacing.

After the cloth is laced on it must be tacked
down to the small ribs. For this purpose use
upholstery tacks; they have big cup-shaped
heads which grip the cloth and do not tear out.
As an extra precaution a strip of heavy tape
may be run over each rib under the tack heads.
All the control members are covered on both
sides, the edges being folded under and held by
tacks.

Albert the late

has come back

flew with John

London,

Filieux, who
Moisant from Paris to
to America with a 50 Gnome Bleriot, with
which he promises to fly from Van Cortlandt
Park down Broadway to the Statue of Liberty.
He obtained his license in record time and has

a letter from Bleriot himself complimenting
him upon his prospects for becoming one of

the great aviators,

AERONAUTICS

May, 1911

FLIGHT PROGRESS ABOUT THE COUNZ Ew

JANNUS TAKING PASSENGERS.

The Rex Smith headless biplane has been
doing its flying the past month at the Polo

Grounds in Washington, instead of at College

2ark. Many notables have been carried, among
them some women. Two passengers were

earried on one flight, making the weight lifted
1,457 lbs. The power plant is made up of an
IXmerson 100-h.p. engine and Paragon propeller.

Antony Jannus, the aviator, has been prac-
ticing short turns and gliding with the motor
throttled down. The extensions on the upper
plane were removed, reducing the spread from
40 ft. to 32 ft. This, however, increased the
speed and lateral stability.

WIRELESS USED.

The week of April 8, Rufus R. Bermann, of
the Signal Corps Wireless Laboratory, was
taken up and messages from the aeroplane
were received at the shed and at the labora-
tory. The best lady passenger was Miss El-
enora Rivera, daughter of the Cuban minister.

PONTOONS TRIED.

The builder of the machine, Rex Smith, is
the owner of a patent on hydroplanes as ap-
plied to aeroplanes.

On April 15th the first and
made. The aeroplane, fitted with a pontoon
fastened to the skids, 8 inches high by 14
feet long, was launched from the sea wall.
The water was shallow here and the pontoon
rested on the mud bottom, although this was
not seen at the time. As soon as the edge of
the deep dredged channel was reached, the
greater weight of the machine being forward
of the center of gravity with the pontoon on,
caused it to dive head first. Jannus was car-
ried under and had to disentangle himself and
swim clear of the wires. A man who could
not swim would have been drowned.

Flights from land were again made on April
18, one of 12 minutes’ duration. Complete
circles were made, shorter than McCurdy’s
when he was in Washington with the Curtiss
army machine. In landing, the soft mud
caught the wheels and skids and the impetus
of the aeroplane threw it on its. nose. Its
strong construction saved it from damage.
Bystanders righted it and it was run under

only trial was

power to the tent.

The biplane is now back in its shed at Col-
at the Bennings
aviators

lege Park. It will be seen
racetrack flights, where the
are to give an exhibition.

Curtiss

Jannus Carrying Serg.

168

Wilson, U.

BURGESS BIPLANES AT MINEOLA.

On April 12 the first Model F Burgess bi-
plane, “‘The Moth,’ known as the Burgess-

Wright aeroplane, arrived at Mineola from the
factory of the Burgess Company and Curtis
at Marblehead, Mass. The biplane was taken
to Mr. Harkness’ shed the same afternoon and
was set up before nightfall. Early the next
morning, April 13, W. Starling Burgess, the
builder, took the machine to the aviation field,
and without waiting for any preliminaries
started the biplane off on a ten-mile fiight.
The aeroplane rose smoothly and circled out-
side the limits of the aviation field under per-
fect control. In fact, the control proved so
well balanced that Mr. Burgess was enabled
to take his hand from the levers in order to
wave back the crowd while turning just before
landing after completing four circuits outside
the field. He reported the balance as being

better than on the original Wright machine
on which he learned last winter in Augusta,
Ga.

After sixteen minutes of flight Mr. Burgess,
with an engineer’s caution, brought his ma-
chine to earth and took down the motor to
make sure that all parts had operated cor-
rectly. Everything was found in perfect con-
dition throughout. By the time the motor was
re-assembled, however, the wind had increased

and further flights were impossible for that
day. Mr. Burgess received the congratulations
of the interested onlookers for making such

an unusual maiden flight on the first attempt.

The machine, in fact, had not been under
power before that morning.

The Burgess-Wright aeroplane, manufactured
under license from the Wright Company, is a
duplicate of. the latest Wright with the 35-h.p.
Wright power plant. The power plant and
transmission were furnished by the Wright
Company. While built on the same lines as
the Wright model, the Burgess Company and
Curtis have, however, introduced many minor
modifications, ali of which add either to the
strength or to the finish of their Model I.

The value of these slight changes is more
apparent to the constructor and the connois-
seur than to the general public, as most of

them are inconspicuous, and, in fact, some of
them are completely hidden within the sur-
faces. The outside finish is up to the high
standard which has made the Burgess racing
yachts famous in Fastern waters. The wood-
work has a coat of spar varnish over the alum-

4. : yi
é weehess: 4

S. Signal Corps.

AERONAUTICS

inum paint. All metal parts are nickel plated.
The brasswork is polished and the whole ma-
ehine is finished and maintained in apple-pie,
ship-shape order. Asa finishing touch a small
signal staff is mounted on the front. skid,
where it carries the Burgess private signal,
first made familiar on the Burgess cup de-
fender ‘“‘Puritan.” The equipment includes a
Mea magneto and an imported revolution indi-
eator conveniently placed in front of the avi-
ator. A light automobile clock is also
mounted on one of the skid struts.

A critical inspection of the biplane showed
the main body in perfect alignment and so
rigid that no deflection was observable either
in the front truss or in the tail when the
weight was unevenly supported by lifting up
either extremity. This machine is of the
“headless”? type and is controlled by the well-
known Wright flexible rear elevator and box
vertical rudder.

While future Burgess-Wrights and Grahame-
White ‘babies’ will be covered with Goodyear
No. 10 aeroplane fabric, the present aeroplane
uses the special sail cloth known as Union
Silk, furnished and cut by Messrs. Wilson &
Silsby, the Boston sail makers. Goodyear 20x2
inch aeroplane tires are used, mounted with
the usual Wright suspension. As may be in-
ferred from the foregoing, the Wright Com-
pany co-operates heartily with the Burgess
Company and Curtis in the construction of
these machines.

HAMILTON BUYS BURGESS BIPLANE.

On April 15 Charles K. Hamilton bought the
new Burgess-Wright biplane which had arrived
at Mineola but three days before. Hamilton
was so enthusiastic over the workmanship of
the Burgess product that he at once gave up
his trip to France, which he had arranged for
the present month, planning to buy there a
Maurice Farman biplane with Renault motor.
Mr. Hamilton declared the Burgess biplane to
be superior to any other machine in existence.

As this purchase would deprive the Burgess
Company of its best school machine, and would
thereby interrupt the classes in aviation which
had already been organized, Hamilton gener-
ously offered to take over the Burgess students
himself and instruct them on the new ma-
chine. He had the biplane shipped the same
night to Hartford, Conn., where he will in-
struct Messrs. Atwood, Hammond and other
Burgess pupils at the earliest opportunity.

Another Burgess-Wright aeroplane will be
shipped to Mineola from the Marblehead fac-
tory on May ist. It is planned that Mr. Bur-
gess shall give instructions at Mineola on the
later machine. A number of pupils are waiting
for their lessons on this biplane.

HILLIARD HAS MOTOR TROUBLES.

The first school biplane (Model D) of the
Burgess Company and Curtis has been at Min-
eola since March 20, awaiting favorabe
weather for instructing a class of aviators in
its management. W. M. Hilliard, the in-
structor, has made several flights during the
period of waiting, but the weather has been
too severe to permit pupils to go up.

On April 17, however, Hilliard started out
with A. Leo Stevens as passenger for a cross-
country flight. He had gone hardly two miles
before motor trouble developed, the motor stop-
ping short in mid-air. Owing to the nearness
of the motor parkway bridge and fences, Mr.
Hilliard had no opportunity to find a smooth
landing place, but was forced to come down
in a cramped position so abruptly that parts
of the biplane broke and the aviators landed
on the ground. Luckily neither was hurt and
the machine was soon back in quarters. Ow-
ing to the unfavorable weather conditions to
be expected at Mineola for the next few weeks,
the machine has been shipped to Boston, where
it will probably be returned to service in the
Burgess Company’s school at Squantum as
soon as the weather permits. ’

169

May, 1011

ieee

The Burgess-Curtis-Made “Grahame-White
Baby.”
While the landing was so abrupt as to be

startling to the occupants and to drop them
and the motor on the ground, nevertheless it
was not severe enough to injure the running
gear, and cnly a few wooden parts were broken.

The Burgess Co. and Curtis have ordered a
Gnome 50 engine from the Aeromotion Co, of
St. Louis.

AERONAUTICS

MR. AND MRS. COFFYN FLY IN GALE.

To Mrs. Irrank Coffyn belongs the honor of
having made the longest flight, in duration and
distance, of any woman in the United States.

At 7.40 on the morning of March 30, Mr. and
Mrs. Frank Coffyn left the Wright Company's
Augusta (Ga.) instruction camp on Monte Sano
hill in the Model B Wright machine and flew
to the winter resort Aiken, S. C., a distance of
30 miles by the route taken, in 41 minutes,
alighting on the polo field there at 8.21, in time
to breakfast with Mr. and Mrs. Thomas Hitch-
cock.

There was a fair wind blowing when the
start was made, but before reaching Aiken it
had increased to around 25 miles an hour, and
very gusty. Mr. Coffyn was extremely busy
with the management of the machine during
this time and a little concerned as to how
Mrs. Coffyn would take the pitch and swing
of the machine at the height of 500 feet that
they were traveling; but she showed a whole
lot more nerve than many a male passenger in
an aeroplane and enjoyed the jaunt hugely.

Twenty minutes after alighting, the wind had
increased to such
rooting trees.

a velocity that it was up-

Mr. and Mrs. Frank Coffyn After the Flight.

AMERICAN MACHINE IN ENGLAND.
The so-called “Grahame-White Baby” biplane
attracted considerable attention at the recent
British show on account of its flying at Hendon
in the hands of Grahame-White, Greswell and
Martin.

English journals seem to
so-called “Grahame-White

forget that the
3aby” is an Ameri-

can product—or, perhaps, Mr. White did not
make it a point to inform. This is.the ma-
chine that J. V. Martin, late of the \Harvard

Aeronautical Society, has been flying as one of

White’s aviators. It was built—seven of them

May, tort

—hby the Burgess Company and Curtis, of Mar-
blehead, out of American material. Goodyear
fabric and tires are used, and the Burgess Com-
pany’s “gate control,’ allowing either hand to
be used, is standard, though White has changed
the Jatter to a one-lever control. English
“Aero”? mentions the machine as follows:

“The machine is, in a general way, a minia-
ture Farman, but the lower plane is much
closer to the ground, and consequently, in or-
der to get the necessary height above the
ground for the propeller, the engine is raised
ill the center of propeller thrust comes almost
midway between the main planes. This is a
distinctly good feature in the design, as the
center of thrust comes very much nearer the
center of resistance than usual, and conse-
quently when the engine is switched off the
machine has more tendency to travel in a
straight line.

“A biplane tail, much of the ordinary Far-
man type, is used, and elevator flaps are fitted
behind the tail, which are coupled to the front
elevator. <Ailerons are fitted to both the upper
and lower planes, and the planes are made
easily detachable so that the outer sections of
the wings can be taken off, leaving the machine
the width of its own chassis only. As in the
Farman, a lever controls the elevator and
ailerons, and the steering is effected by a foot
lever. A 50-h.p. Gnome engine is fitted.

“A peculiarity of the machine is that on the
top of the front edge of the upper plane, at
each end, is a little flap working on a hinge
and coupled to the ailerons on the opposite
wing, so that when the ailerons are pulled
down on one side, so tending to lift the ma-
chine, the flap is pulled up on the other side,
thus tending to depress that side, the idea
being that not only is one wing lifted and the
other depressed, so giving quicker lateral con-
trol, but extra resistance is given by the raised
flap, so counteracting the tendency of the ma-
chine to swing round in the direction of the
side on which the ailerons have been pulled
down.

“The finish of the whole
neat and taking to the eye.”

machine is very

AT BELMONT PARK.

The sheds erected for the international meet
are rapidly being filled with builders and
students.

W. Diefenbach and Henry Bachard, of 178
I. Highty-fifth street, New York, have a well-
built Farman-type ready for the motor, which
is to be one of the new 6-cylinder Kirkhams.
It spreads 38 ft. The tail is a single plane,
adjustable angle.

John H. Davis, 25 Broad street, New York,
has a monoplane with novel ailerons. This is
equipped with a Hall-Scott motor, for which
he is agent.

Dr. Wm. Greene
without engine.

M. P. Talmage’s (Garden City, N. Y.) Cur-
tiss-type has been making some flights. This
is fitted out with an 8-cylinder Rosenberger
engine, Gibson propeller, El Arco radiator and

has a light Farman-type,

Bosch ignition.

Fred. Shneider, 1020 E. 178th street, New
York, has six pupils on the _ grounds. Some
short flights have been made, but the ground

is very soft and the fences have been put up
so that flying is restricted. The school ma-
chine is a Curtiss-type, with IFarman-type of
running gear and skids. The engine is an [Hl-
bridge, El Arco radiator, Bosch ignition, Hart-
ford tires. A Curtiss-type with Elbridge en-
gine has been sold by Shneider to Tony Castet-
lane, of Brooklyn. <A big Iarman-type is to be
delivered to G. I*. Laser, a New York man.
This will have a 100-h.p. Emerson. |

Earle L. Ovington, Queens, L. I.,
turned three weeks ago from Europe with a
pilot’s license in his pocket, has a new 70
Gnome Bleriot. This is a beautiful piece of
werke"A’ = revolution counter is convenient
for the sight of the pilot, as well as a map
ease which rolls the map along as territory
is covered. There are the usual pressure
gages. The fixed tail is concave on the upper

who re-

0

AERONAUTICS

International Aero Construction Co. Mono.

side, one notices, and the extra pair of rac-
ing wings has a slight inverse curve at the
rear.

Romaine Berger, 63 S. Franklin St., Hemp-
scead, N. Y., has two monoplane frames as-
sembled. These resemble fairly closely the
Bleriot. In two weeks he promises to have
one machine complete. with a wonderful new

nine-cylinder rotary 125-horsepower engine of
his own design. This will have Mea ignition
and a Harris-Gassner propeller.

The International Aero Construction Co. of
Woodhaven, N. Y., have a fine looking mono-
plane. As will be noted in the illustration, the
50 Gnome engine drives by chain from its
position under the wings.

Saliger and Kerrigan have a following sur-
face machine with a 100-horsepower Emerson
engine, which has failed to fly thus far.

W. R. Kimball will have a biplane with
four chain-driven propellers in one of the
sheds before the end of April.

A Wright machine is due about June 1 for

school purposes.

NEW KIMBALL BIPLANE.

W. R. Kimball is putting the finishing
touches on a new biplane along the lines of his
New York No. 1 (AERONAUTICS, Jan., 1909);
in fact, it will be called New York No. 2.

Like its predecessor, it is a tailless machine,
differing mainly in the use of two propellers

instead of eight and a chain drive instead of
wire rope transmission. The chain drive is
accomplished, however, by gearing to a 6-inch
counter shaft, thus making it unnecessary to
cross one chain.

a

r

May, ro1t

Photo by Edwin Levick

The novel rudders at each end of the main
planes give somewhat the appearance of the
new Voisin tailless. This disposition of the

steering mechanism has a tendency to restrict
skidding in making turns.

Fore and aft equilibrium is maintained by
a fixed horizontal surface 16 feet in advance
of the main planes, and an elevator of the same
size feet further front.

The trussing is all done with steel rods, none
smaller than %4g-inch diam., and the whole con-
although this is overlooked because of the gen-
struction gives the impression of massiveness
erally rounded shapes of the corners, the
double covered surfaces and general appearance
of extremely small head resistance. Four large
ailerons of the Farman type indicate a pro-
vision for flying at low speed, and the big sur-
faces, 40x6 ft. 1 in., promise big passenger

2
o

carrying capacity, although a 4-cylinder auto-
mobile-type motor only 4x4 in. is installed for

use on the first try-out, with two Gibson pro-
pellers 8 ft. diam., 8-ft. pitch.

Long skids and Farman running gear make
up the chassis, in which sheet steel joints and
trusses is a noticeable feature. In the spe-
cially shaped ailerons is noticed a provision
for the installation of two additional propellers
as a part of an extended series of experiments
to be tried out as to efficiency of planes and
propellers under varying conditions of prac-
tice.

The aeroplane not only presents a unique ap-
pearance at a distance, but closer inspection
shows a number of innovations in construction
details, the most noticeable, perhaps, being in
the joining of all stay wires at the center of
each panel by spoke nipples in a steel ring,

i

AERONAUTICS

making the tightening system of easier access
than at the corners, as generally used.

A fixed ignition Bosch magneto leaves only
one control, the throttle lever, necessary for
the engine.

The steering is done with the feet and the
front control and the ailerons worked with one
hand leaves the other free.

ALERON !

ETE ERE

by?

May, tort

The machine unmounted, with fuel and water,
weighs 950 pounds.

Philip W. Wilcox, the Columbia student who
made several short flights in a Farman-type
machine of his own design, last summer, at
Mineola, will be connected with the Moisant
company.

40! OER Aik

Tie
| ‘ he

Kimball Tailless Biplane.

“PREAK” AEROPLANE FLIES.

The unique biplane, or monoplane, whichever
suits best, built by Wm. P. Gary, of Paterson,
N. J., made its first and last flight on April 9.
Mr. Gary resents its being classed as a ‘‘freak,”’

and perhaps one doesn’t blame him. The loco-
motive was once a freak, along with the
telephone.

However, Mr. Gary reports great confidence

in his second machine, now building.

The machine flew about a hundred yards,
when the axle and a wheel broke, with the
Harriman 50-h.p. engine and Paragon propelier
going at full speed. Not having skids, the
aeroplane buried its nose in the ground. The
engine is centered 9 feet above the ground and

registered 400 lbs. pull at 990 r.p.m. The
weight carried was 900 lbs. No ribs were

used, as the tautness of the end wires on the
rims of the circle regulated the curvature.
This was found unsatisfactory, and the new
one will be better built anatomically. Good
luck to Mr. Gary.

Gary’s object is to secure good stability by
the style of construction.

MOISANT SCHOOL TO OPEN.

The Moisant Aviation School is expected to
open on Long Island about May 1st, under the
management of A. J. Moisant, with two com-
petent and qualified pilots in charge’ as in-
structors.

One of the instructors will be Andre Houpert, a pilot
from Bleriot’s Pau School. He obtained his licence last
February. Both willbe French pilots of monoplanes. A
French constructor is also on his way here to take charge
of the building of the Moisant School machines which
will be of the Bleriot-type, with Anzani engines.

Mr. Moisant has been developing for some
time his ‘‘Moisant Junior” all-steel monoplane,
which will be equipped with 50 or 70-h.p.
Gnome motors. Trials of the machine are be-
ing made in private, and no information will

be available until results prove satisfactory
to Mr. Moisant. Garros and Audemars have

taken two of these machines with them abroad

iG

and will try for places on the French Gordon
Bennett team, as well as take part in other
events. They will return to America about
July 15th and take part in a meet to be held
in Chicago.

ALUMINUM BIPLANE.

Edward Wilson, of Joplin, Mo., has been
making flights in a Curtiss-type biplane de-
signed by E. M. DeChenne, of the DeChenne
Aeroplane Co., Monett, Mo.

A feature of the machine is the use of alum-
inum for the framework, and the builder is
even thinking of using sheet aluminum instead
of cloth for covering the planes. In this in-
stance it is claimed that aluminum has the
advantage over wood in that it ‘‘does not break
from the shock. It can be bent almost double
and straightened out again as good as ever,
several different times if necessary. It is
really lighter for the same amount of strength,
also.” The machine actually fell from a
height of about 50 feet without doing very
much damage. When the aviator is more
proficient, it is intended for him to make exhi-

bition flights. The motor in the machine is
a DeChenne. Outside of the strut sockets,
which are cast aluminum, and the aluminum

struts and other parts of the framework, the

machine follows in general style the well-
known Curtiss with the inevitable El Arco
radiator.

Henry M. Neely, Betz Bldg., Philadelphia,

will continue this year his lecture work which
met with such splendid success in 1910. Mr.
Neely is a well-known figure in aeronautics,
and, besides being one of the founders of the
Aero Club of Pennsylvania, has been active in
various aeronautical organizations. ‘‘Aeroplanes
—Why and How They I ly,” is the title of one
of his talks. In simple language, the princi-
ples of flight are explained and the operation
of aeroplanes shown by working models. ‘The
Airship in Peace and War” is a supplementary
lecture. Both are illustrated with lantern
slides and moving pictures.

AERONAUTICS May, 191t

ANNOUNCES THE

OPENING

OF THE

| MOISANT AVIATION SCHOOL

At Garden City, Long Island, N. Y.

under the personal direction of

ALFRED J. MOISANT

The finest flying grounds in the United States, 1,200 acres without
an obstruction, 18 miles from New York City
25 mile straightaway

FRENCH PILOT
AVIATORS ARE INSTRUCTORS

Flying is a Fine Sport, a Splendid Science and a Rich Livelihood.

LEARN TO FLY!

For full particulars address

oo ., What You’ve Been Waiting For!
The Hempstead Plains Aviation Co.
ALFRED J, MOISANT, Pres. - Times Building, New York City

In answering advertisements ne noe ase mention this 1sagazine.

AERONAUTICS May, tort

The Tire That Can’t Tear Loose
When the Machine Lands!

Goodyear Detachable Aeroplane Tires are held to
the rim by the vise-like grip of wires in base of the tire.
Hence, though the aeroplane lands at an angle, it cannot
be injured, for the resilient Goodyear sticks tight to the rim.
It is the only aeroplane tire in the world so made.

(}00D»: YEAR

Detachable Aeroplane Tires

The Goodyear Detachable Tire embodies the principles
of the famous Goodyear No-Rim-Cut Auto Tire.

The resiliency is the greatest possible
—the extra tough tread makes the tire
almost non-puncturable. In weight it
is extremely light.

Judge the Goodyear by the fact that
these aviators have equipped their own
machines with it: Brookins, Parmelee,
Grahame- White, Garros, Glenn Curtiss,
Hilliard, Capt. Thos. Baldwin, J. A. D.
McCurdy, Charles J. Hamilton, Hark-
ness, and scores of other famous Ameri-
can and foreign aviators.

Goodyear Rubberized Aeroplane Fabrics
are used by The Wright Co., Burgess Com-
pany & Curtis, The Curtis Aeroplane Co.,
and practically all American manufacturers.
These pioneers know what is best.

Goodyear Rubber Shock Absorbers are
used extensively where floating type wheel
attachment is used.

The Goodyear Tire & Rubber Co. @*" ois” ep Ohio

Branches and Agencies in 103 Principal Cities (309)

In answering advertisements please “mention hee magazine.

ABPRONAUTICS

May, rort

CLEVELAND METAL MONOPLANE.

The Burgess-Wiseman Mfg. Co., Cleveland,
O., is to put out a monoplane, designed and
built by E. H. Wiseman on somewhat different
lines than the present monoplanes, and enjoys
the distinction of being the first Cleveland
machine to make a successful flight. However,
since that flight, which occurred shortly before
Curtiss made his flight to Cedar Point and re-
turn, Mr. Wiseman, desirous of building a more
improved machine, upon which he had been
working for some time, became associated with
R. C. Burgess, who furnished the capital nec-
essary for the completion of the present ma-
chine and formation of the company, which is
incorporated for $10,000.

Wiseman is a thorough mechanic, having
constructed the entire machine, including tlie

motor, and, considering the success he attained
with his former machine, which might be de-

The Gary Flyer—Befor

e and After.

scribed as crude compared with the present
machine, the company has no fear for the
complete success of it.

The main plane measures 26 by 6 ft., not

including space out for fuselage, covered with

Goodyear fabric. Elevator 3 by 6 ft.; rudder
2 by 3 ft. The lateral beams are of 1144-inch
No. 18 steel tubing. The ribs are of basswood
1% in. by % in. by 6 ft.

The motor, 4-cylinder, double opposed, 25
h.p., A. L. A. M. rating, 2-throw crank, steel

cylinders 4x4, copper
weighs stripped 90
Shebler carburetor.

DETROIT SEES NOVICE FLIGHT.
Detroit, Mich., has been backward in the way
of flying machines, so the flight of Donald
Gregory, 19 years old, of 803 Spring St., Michi-

gan City, Ind., was a novelty in that city.

jackets, automatic intake,
Ibs. Ignition by magneto,

The Burgess-Wiseman Machine.

173

AERONAUTICS

May, 1911

Ed. Wilson in DeChenne Aluminum Machin.

Just previous to the flight, young Gregory
had done a little “grass cutting,’ and then
arose for a rather extended flight. He made
a circle of the Athletic Field, which is about
a mile in circumference, at a height of about
40 to 50 feet, and then attempted to rise. Ap-
parently the plane rose faster than the aviator
had anticipated, and to check himself he threw
the elevator down too hard and simply dropped.
The Detroit Aeronautic Construction Co. motor
was running when he struck the ground. The
biplane is a wreck, but neither the aviator nor
the engine were injured.

The engine is placed in front, as in a mono-
plane, the elevator being in the rear.

The manufacturers of the engine have sold
another one for use in Japan.

BALLOONIST BUILDING NOVEL ’PLANE.

Jos. A. Blondin, well known in the history of
American aerostation, who is now living at 3209
S. Main street, Los Angeles, Cal., has an aero-
plane well along. He has incorporated into it
several novel features. The machine rests on
skids and lands on skids. In starting, it is pos-

sible by moving a lever to push down the
wheels, with which the machine is also
equipped, into contact with the ground. The

aviator’s seat is capable of swinging from side
to side as the machine tilts, automatically
operating the ailerons.

To avoid any turning movement of the aero-
plane which may be caused by operating the
ailerons, due to unequal pressure on either
aileron, a system of differential gearing has
been devised so that the resistance of either
aileron will be exactly the same as the other,
irrespective of whether both have or have not
the same angles of incidence, negative and posi-
tive. It is reported that there are several ap-
plications in the Patent Office covering this
same point.

It will be remembered that one point in the
Wright-Curtiss injunction case was that of one
aileron alleged to have a different angle with
respect to the line of flight than the other,
claimed to result in a turning of the aeroplane
as a whole, to be corrected by the vertical
rudder.

~

‘

IN INDIANA AND OHIO.

At Muncie a party by the name of Frazier
Warner is building a monoplane of the Bleriot
type; also manufacturing propellers on a small
scale. Clarence Boomer is building a mono-
plane of the Bleriot style also, and Arthur
Humfeld is constructing a biplane.

I spent a morning at the Wright factory
and the afternoon at their training ground,
where Walter Brookins was instructing Lieut.
Rodgers how to fly. Some very pretty flights
were made in a 20-30-mile wind, and every
day the weather permits they instruct one or
more prospective aviators.

At Cincinnati Chas. Ambrose has constructed
a lightweight monoplane of original design,
fitting it with an 8-cylinder, water-cooled motor
that he built himself. A Mr. Schillinger, of
the Schillinger Hardware Co., at 8th and Main
streets, has built a biplane and is now ready
to equip it with two motors and two propellers,
although I was unable to secure definite in-
formation on its construction.

There is much activity in the aero motor
building department of the Dean Mfg. Co.,
makers of the Fox motor, and they seem to
be very enthusiastic over their product.

RR: JOS RUISE IE ret

New Aeroplane Engine.

A new two-cycle aeroplane engine has been
put on the market by H. J. Leighton of Syra-
cuse, a well-known builder of engines for rac-
ing boats. It is unique as far as aeroplane
engines are concerned, in that it has as much
bearing surface on the crank shaft as is found
in most marine motors. The weight of the
entire engine is guaranteed to be not over 260
pounds. and the horsepower not under 50—
practically 1 horsepower to every five pounds
of weight. The motor works on the two-cycle,
three-port system, and is of remarkably com-
pact construction.

The Motors Engineering and Sales Co. is the
metropolitan distributer, and this company has
a motor on exhibition in its showroom at 250
W. 64th St., New York City.

4

AERONAUTICS

May, rorr

MOTORS
PUSH

-More per i 3 a : \ Pound Weight
With higher \ee “= 9 999 Pitch of

, 60. 40 yy :
Propeller JINX Nitti Ff than any other

170 Pounds =———>|s | Weight complete

400 to 450 pounds ¢ Thrust (2.35 to 2.65 ibs. thrust

WRITE FOR per pound of Motor.)

CATALOGUE TO-DAY

“| ee Never
Vibra- | ~ ae Backfire

THE ROBERTS eee COMPANY

O° eam Avenue -:: 2: Sandusky, ae U.S. A.

In answering advertisements ease renee om this magazine.

AERONAUTICS May rome
:

Ge WRIGHT FLYER

!

UR aeroplanes are not experiments. Every part
is tested, standardized and made under constant
expert supervision in our own shops.

The WRIGHT FLYER holds all American records.

ALTITUDE—11,474 Ft.

DURATION AND DISTANCE—3 hrs., 39m., 48s.
CROSS COUNTRY—106mi. (two passengers)
SLOW FLYING—5 1-4 mi. in 13 m., 48 s.
ACCURACY OF LANDING—5 ft., 4 in.

@_ These records together with the wonderful work of Model B, for the
army on the Mexican frontier proves beyond dispute that THE WRIGHT
FLYER has established its position not only as the PIONEER but the
PEERLESS machine. Manufactured under the Wright Brothers’ patents
and fully protected. @ Already our orders exceed our production for April
and May. 4 Orders should be placed at once to secure summer delivery.

Ge WRIGHT COMPANY payron' tc

oo© OOOD ©OOOO@

The Scientific American Trophy

(WON THRICE AND FINALLY BY GLENN H. CURTISS)

WAS THE FIRST AVIATION TROPHY

offered in America. Likewise, the Scientific American
was the first weekly in the United States to treat
of Aeronautics. All important advances in this engros-
sing science have been chronicled in the pages of the
Scientific American during the past 66 years, and
the huge strides now being made so rapidly are
reported from week to week. Only by reading the

SCIENTIFIC AMERICAN

regularly can you keep up-to-date in Aeronautic matters.

@ Send us $3.00 and we will place your name on our
mailing list for one year beginning April Ist, and send you
besides our 11th Annual Automobile Number, as well as
the Special Mid-month Number for February and March.
The Scientific American for 1911 has been enlarged and
improved. A big special number with colored cover is
issued every month. Two of these will be devoted to
Aviation. Subscribe now and follow the progress in
Aeronautics, Mechanics, and Electricity week by week.

MUNN & CO,, Inc. [3mHneAseices
361 Broadway 3 2 New York

AERONAUTICS

iN OVICES

May, rort

Ne ore Ne eR AN: Cl Ser

|

£0

Be

Two Views (1 and 2) of the Meyerlk

THE MEYERHOFFER TRIPLANE.

By Cleve T. Shaffer.

HIS interesting and beautifully made ma-
chine has been miscalled a biplane, a fol-
lowing plane and a multiplane; but while
it is a combination of the above, the cor-

rect appellation should be “triplane.” The de-
sign has a suggestion of the Goupy in the
placing of the upper plane forward and of the
Montgomery glider in the placing of the upper
planes one behind the other in the line of
flight.

The spread is 32 ft. by 33 ft. fore and aft.
Two planes, 5-ft. chord, placed one behind the
other a distance of 4 ft., are superimposed 5 ft.
over a similar plane set below and between the
upper surfaces; a side view gives the appear-
ance of a “V’’ with a plane at each point.

The upper rear surface is set at an agle of
incidence considerably greater than the front
and the lower plane (due to the downwardly
moving and disturbed air from the front plane
which it so closely follows). While an almost
equal lift is thus obtained, the drag neces-
sarily calls for a greater expenditure of horse-
power. Mr. Meyerhoffer, the designer and oper-
ator, claims, however, that the greater stability
obtained by the use of a following plane more
-than compensates for the additional propeller
thrust required. The following plane incor-
porates several other unique ideas with a view
to stability. For instance, the center section
of the upper rear plane has been left entirely
open over the propeller;and extends 2 ft. fur-
ther laterally on each -side than the front and
lower planes. There is also a raise toward the
center, or open space, giving the two sections
a slightly inverted dihedral angle. This would
seem to lessen the lifting efficiency of this
plane to a small extent.

Ailerons, 2 ft. x 6 ft., pivoted to the front
vertical struts on either side, are operated in
a novel manner. A belt which buckles around
the operator under the arms takes the place of
the familiar shoulder fork.

A slight flattening of the planes on the outer

175

hoffer Machine. No. 3 Is the Fortney.

sections is noticeable. Camber in center sec-
tions 334 in. in end sections 34 in. This idea,
while not a new one, has been adopted by few.
It would seem to give some small amount of
natural stability.

The planes are single surfaced, of Naiad
cloth, tacked to the under side of the ribs and
to front beam, laced to section ribs, and at
the rear to a wire passing through ferrules in
the ends of the ribs. An efficient drumhead-
tightness of surface results. Ribs are lami-
nated of clear spruce, “Camasco’? made. The
section ribs, 4-ply, 3% x %4 in.; center section,
5-ply, % x 1%; intermediate, 3-ply, 9-16 x 9-16
in. Ribs attach to front beam by flattened
steel ferrules and to under side of rear beam
by suitable clamps. Beams are 1 x 2% in.,
clear spruce, of a special stream line form.
Center section beams are laminated, 2-ply, of
slightly larger size. Struts are of stream line
form. Strut connections, ‘‘Camasco” design,
are of steel, no aluminum sockets whatever
being used. This follows the latest practice.
While but slightly heavier (?) than aluminum,
or alloy castings, they are far superior in
strength, have little head resistance, are neat,
mechanical and allow of quick assembling and
disassembling by a very slight loosening of the
guy wires; and furthermore, it is impossible
for the struts to work loose or drop out.

Nickel steel eyebolts are used. In the upper
beams the eyebolts receive the upper ends of
guy wires, while all turnbuckles are below and
easily accessible, being directly connected to the
lower strut connections by a short steel strip
which holds one of the turnbuckle eyes. Roeb-
ling stranded steel ‘“‘Aviator’ cable is used
throughout; there being no wiring, however, in
the center section, which is braced by 16 ga.
steel tubing diagonally to the oak engine bear-
ers. This is a very good feature.

Three 20-in. ‘‘Camasco” wide-hub wheels sup-
port the machine, without any type of shock
absorbers. <A 6-cyl. 90-h.p. Eldbridge engine
drives direct an S8-ft. x 6-ft. pitch propeller.

AERONAUTICS

El Arco radiator. Thrust, 420 lbs. Brakes are
fitted on both front and rear wheels. The ele-
vator, rudder and ailerons work as in the Cur-
tiss.

Mr. Meyerhoffer has made a number of flights
in this machine in which almost no attention
was paid the lateral balance. The machine was
built in the California Aero Mfg. & Supply
Co. shops under the designer’s directions.

SHEAF & DE BERRI BIPLANE.

A Farman-type machine that managed to

clear “Calamity Gulch” and almost make the
half mile was a novelty, but it met with the
usual fate upon. landing.

Spread, s0P it. tone andlafkt 36 ft. .chordb: ft
6 in., camber 3% in., “Camasco” ribs. Single
fromeelevator sett. ax i ft. Nailleiskids) and

A small castor
diagonal; skid

wheels are usual I'arman type.
wheel supports tail, tubing
struts are used instead of wood.
Farman flaps operated by Curtiss-type con-
trol. Weight 900 lbs.
Mr. Geo. Loose, who flew the machine, claims

it was out of balance longitudinally, being
heavy in front. It made a ereditable flight,

however, considering that the engine was giv-
ing trouble.

Power Plant: a 4-cylinder, 5 x 6, 60-h.p.,
McDermott motor, weighing 325 Ibs., drives

direet an 8-ft. dia., 6-ft. pitch propeller. Thrust
(stated) 500 Ibs., at 1,200 r. p. m. An aluminum
tube radiator of novel construction weighing
19 lbs. was fitted.

KEARNS BIPLANE.

This Curtiss-type machine of very crude con-
struction made several short flights over
“Calamity Gulch,” but collapsed each time upon
landing, the last flight wrecking it beyond im-
mediate repair. General dimensions are sim-
ilar to the Curtiss except the chassis wheels.
Weight (stated) about 425 lbs. An Elbridge
40-60-h.p. motor drives direct a Requa-Gibson
propeller, 6-ft. diameter and 414%-ft. pitch.

FORTNEY MONOPLANE.

This large monoplane, viewed from a dis-
tance, had a very fine appearance, but close in-
spection showed a number of weak points in
construction. Spread 46 ft., fore and aft 33 ft.,
total surface 300 sq. ft. Planes double covered,
S-ft. chord in center, sloping to 5 ft. on ends.
Camber about 6 in. Fuselage entirely covered

by cloth, main longitudinal members are en-
circled at proper distances by bicycle rims,
upon which are nailed thin wooden strips to
which the light cloth covering is tacked. At
the rear, vertical and horizontal fins end with
double rudders and elevators.

Aileron flaps are attached to rear ends of

176

May, 1911

WLEMAN ‘FAIL
TONS olds, metod g c/-
Tevtné Gihle a SIUC
ln GVAH aid Gov bse

TUIC EF —

planes. The running gear was apparently too
light and not well enough braced for such a
large machine. In general design it was simi-
lar to one of the earlier Antoinette models, the
planes having supplementary supports in this
case, a wheel at the end of a tube placed ver-
tically through the center of each plane.

A short skid carries the usual single main
supporting mast. Two 20-in. wheels pivoted
on either side work through a sliding collar
against a spring encircling the mast. A wheel
is also placed under aviator’s seat, while a skid
supports the tail. Weight (stated) 850 Ibs.

Power Plant: a 4-cylinder, 5 x 5, 60-h.p.
Knox automobile engine, weighing 400 Ilbs.,
drives direct an 8-ft. diameter, 4-ft. propeller.

This machine after two short jumps met
with the usual fate of the novices. Louis Fort-
ney, the builder, deserves credit for staying in
the game, as this is his third machine to be
destroyed.

AERONAUTICS May, 191i

The AEROMOTOR

STANDS THE RACKET

The AEROMOTOR is made of the very lightest and toughest
stuf chrome nickel and vanadium steels, aluminum, man-
ganese bronze, etc., without stint of time and money. And

not a pound has been taken off at the expense of strength.

The AEROMOTOR is made by the workmen and designers
who built the motor-boat engines that for five years held the
Detroit Championship against the speediest racers in the United
States.

It’s the systematic designing of the parts that makes the
AEROMOTOR so remark: ubly compact. The manifold, for in
stance, is built mnto the cylinders, and the mechanical oiler into
the crank case.

When you start into the air for that trying first fiight you'll
have enough to think of without worrying about your engine.
If your engine isan AEROMOTOR you won’t have to worry. You
can be sure the AEROMOTOR will stand by you as it has stood
By aviators scattered over 14states and sever: 1] foreign countries.

The AEROMOTOR stands the racket,”’ they tell us.

SeoFoodordeofocgo oho fo cfo fe ofooge fe oforteofocte foohonoodoodeofoage Hooke ke

Do you want the Aeromotor booklet?

Aad Gy clewmuadnsstacecdnocssescscesogcc AIXilianyelixhaust. cee. cece scene SOs owEliaaes
Avandi6) Gylinders®..casa.-e1ssece WVabrationless 2... 2.00<; 200 to 400 Ibs. Thrust

AEROMOTORS FOR THE AIR |
DETROIT AERONAUTIC CONSTRUCTION CO.

Foot of Crane Avenue Detroit, Michigan, U. S. A.

Cee eee ener see ea ennn eats sds terse iekieeleees

PEPER EEE EEE EEE EEE EE Poe pele ede ete fete fefesore feo ofe ofa ofa ofa ofe ole ole ofa ele afeufe oe ofeofeofeofeofe fe efeag.

PB bbe foofefefer feof efor foofoofo fo cfofe ofo ogo ofe ofeofoohe ofe oe oho ofoohe ofoohoofoafochonfonfeafocfoafoode ofe oho foafe fe chooks

REQUA-GIBSON PROPELLERS

EAE SAFEST

What! Still not convinced that I print only the truth—then read this letter:

Apr Tele Sithy selOielke:
Mr. Hugo C. Gibson,
806 llth Ave., New York City.
Dear Mr. Gibson:—

In my recent trip to the Orient and the Straits
Settlements I used a Gibson propeller exclusively, without
an accident or a breakage of any kind. To my mind, it is
the best propeller made and the results obtained are abso—
lutely perfect.

Very truly yours,
(Signed) THOMAS S. BALDWIN.

Still a little dubious? Then there is only ONE HOPE for you—BUY ONE
to start with—Your order will receive prompt attention—Send for Red Book

"Phone 3672 Columbus

Designer and Manufacturer

Consulting Engineer E. W. BONSON

HUGO C. GIBSON, A.M.I.E.E. 806 11th Avenue, New York Cy

In answering advertisements please mention this magazine.

AERONAUTICS May, mori

Successful Flight

At first attempt has been
Invariably Achieved
by all users of

RINEK

ENGINES

It’s the THRUST per H. P. that COUNTS!

THRUST stands for a definite factor, in other words it’s the actual force which
drives your plane in the air. When you buy H. P. you are investing in an
unknown quantity,—it has yet to be applied—utilized. | When you buy
THRUST you are getting a definite amount of PROPULSIVE FORCE.

RINEK engines produce a greater actual THRUST per H.P. than any

other engines, Foreign or American, on the market to-day, and are
unsurpassed for reliability and durability.
Catalogue and prices on application

RINEK AERO MFG. CO. Easton, Pa.

THe Witcox Ware GHosr ONE
OF THE MANY SUCCESSFUL PLANES
usinec RINEH ENG/INES

SNS.

Aeronautical
C. & A. & A. En Engineers ineers
‘LEADING AEROPLANE MANUFACTURERS OF THE

UNITED STATES

Aeroplanes
Gliders—Supplies

@. The Wittemann Biplane built for safety and
reliability, equipped with double controls,
strongest spring landing chassis. Construction
embodies the best design, and a desirable factor
of safety allowed for all material used in our
machine.

@ We carry a large stock of steel fittings, lam-
inated ribs and struts of all sizes and designs,

wat=— m also all other materials which are used in stand-
Sema oe. ae Rit ard makes of machines. Complete sets of Biplane

Cie é oho. ee parts knocked down and accurate fitted. Send
MPR Rage. for list. " 3 2

CATALOGUE ON REQUEST

Works: OCEAN TERRACE and LITTLE CLOVE RD., Staten Island, N. Y. City
Telephone: 112 W. West Brighton, Post Office, Stapleton

In answering advertisements please mention this magazine.

AERONAUTICS

JOHNSON MONOPLANE.

The Bleriot type machine of Johnson Bros.,
Sunnyvale, Cal., has some interesting and novel
features. Mquilibrium is obtained by a unique
system, the basis of which is a variable cam-
ber: for instance, on the side that is down, the
eamber is increased, and vice versa. Another
novel feature of this Bleriot type machine is
the landing gear, where, instead of the large
swivel wheels usual in a Bleriot, the frame is
supported by two rigid wheels with no shock
absorbers The large tires, however, make
landing easy. Pennsylvania tires are 20 by 4
and Goodvear cloth is used throughout. An
Anzani 25-30-horsepower engine drives direct
a Requa-Gibson propeller 6 ft. 10 in. diameter.
2 ft. 9 in. pitch, obtaining 200 pounds thrust,
which is claimed is sufficient for flight. Total
surface 180 ft. Weight 460 pounds. Mr.
Johnson reports that he has made_ several
short flights up to 600 ft. The machine is of
neat workmanship.

Each plane (spread 30) ft. fore and aft, 27
ft.) has the regular two parallel wing bars or
beams 14 ft. long, fitted into sockets on the
fuselage and held in place by the usual stay
wires. To these beams the ribs are suitably
fastened. being made of laminated spruce, the
first five on each side nearest the fuselage have
a fixed curve of 1 in 20, while the outer ribs
are flexible, and by the inward movement of a
wire, between the beams, connected to bow
wires fastened to each end of these flexible
ribs, the camber is increased. The outer ribs
on the other plane being simultaneously flat-
tened. The center or warping wires are suit-
ably connected to the control wheel.

The idea is that when the machine is flying
to increase curvature of wing on the low side,
thereby increasing the lift, at the same time
the other wing is made flatter, correspond-
ingly decreasing its lift and thus bringing the
machine to equilibrium. It is said that the
most noteworthy effect gained so far is that
the machine is not deflected from its course by
the curve variations, it being unnecessary to
use the rudder in keeping a straight course.

The principle seems a good one, and further
results will be eagerly awaited.

BREWER BROS. BIPLANE.

Composite type machine, slightly
of the Farman.

suggestive
Spread lower plane, 30 feet;
upper 35 feet. Fore and aft 33 feet, chord 6
ft. with a 4% in. camber. Ribs of novel con-
struction very strong and light; consists of a
thin upright piece sawed out to the proper rib
shape, which have two small half rounds glued
on top and bottom, the half round having a
groove which fits over the upright piece.

Rear beam is placed underneath. Skids wih
two sets of 24-in. Farman-type wheels are hung
by steel and rubber springs. A small 20-in.
wheel is set in front, as in the Voisin, to pre-
vent a too steep landing.

A rather unique system of truss work is used
under and over the center section, which con-
struction seems unnecessary. The head resist-
ance of the chassis is increased, but, of course,
so is the factor of safety.

The joining of the diagonal skid struts with
the upright should be at the skid instead of
above it, to take care of sidewise landings.

Ailerons pivoted to front struts are opel rated
by a wooden shoulder fork. Steering wheel
controls double front elevator, by a push rod,
and rudder by turning. é

A thrust of 240 pounds by a 40-h.p. Rutenber
automobile motor weighing 350 pounds was un-
able to raise machine. Propeller 6 ft. 6 in.
diameter, 5-ft. pitch, 1,200 r. p. m. Bosch mag-
neto, Schebler carburetor. Cooling by a 3-gal.

radiator weighing 18 pounds, made of 32-ga.
copper tubing Weight of machine (stated)

675 pounds.

May, 1ort

WHEELER MONOPLANE.

Bleriot type with fan tail. Spread 32 ft., by
24 ft. fore and aft, chord 6 ft. 6 in., camber
5% in., 1-3 back from front edge.

This machine, of very neat construction, was
under-powered and unable to attain sufficient
speed for flight.

Planes are double covered, have three wing
bars which fit into tubing sockets in the fuse-
lage. Thickness of planes 6 in. in center. Two
20-in. Wheels are used instead of the 28-in.
usual in the Bleriot. Skid in rear.

The two main uprights are of 115-16 ash
round. A mast is placed underneath the fuse-
lage, but is brought almost too near the ground
by the small wheels used. The rear controls
appear a bit heavy. A single semi-circular ele-
vator is operated by the movement of a steer-
ing wheel fore and aft. Turning wheel op-
erates ailerons.

Weight 700 pounds. Power plant: a Frank-
lin 26-h.p. automobile motor drives direct a
7-ft. diameter, 4-ft. pitch propeller at 900 r. p.
m. Thrust 250 pounds.

GISELMAN BIPLANE.

The construction and general details are prac-
tically similar to the Brewer Bros. machine,
with the exception that the ailerons are pivoted
diagonally to the line of flight. Weight (stated),
800 pounds.

The power lent consists of a 40-h.p. Pope
Toledo automobile engine, weighing 300 pounds,
driving direct a T7-ft. propeller with a 5-ft.
pitch. After several short flights across

‘Calamity Gulch,’ the machine was converted
into kindling w ood upon landing.

FACTS ABOUT SOARING

(Continued from page 155,)

tThe name turkey buzzard is sometimes in-
correctly applied to all vultures of the south-
eastern states.

Victor Longheed is responsible for the state-
ment that in California he has seen a condor
start from a fence post and soar over the
mountains without the stroke of a_ wing,
when no rising current was perceptible. To
my mind these observations prove that a force
like gravity can act on a body like a bird in
such a manner as to make it rise against the
force. Just as a force, the wind acts on a
body, the sail boat which in turn moves
against the force. In fact, I think we are
deeply indebted to Prof. Montgomery for the
twenty years of labor and study applied to
solving the ages—old problem of human flight
in a way that will rival even the condor and
the albatross. Experiments are now being
recommended by Prof. Montgomery in Cali-
fornia and it is to be hoped that he will
soon be able to accomplish the long-looked-for
soaring flight.

IT have also been making some experiments
at Daytona Beach, Florida, with a Montgomery
glider. The picture shows the glider in the
course of a two mile flight which was accom-
plished by towing the machine behind an
nutomobile. When the tow rope was slackened
during the flight the machine would begin
to glide at a very flat angle. With this fact
in view I had intended to tow the machine
into the air, then release the tow rope and
glide to the earth, but owing to an accident
in which the machine was smashed and my
foot hurt, I did not get an opportunity to try
this out. In closing I wish to warn other
experimenters to profit by my experience and
avoid all forms of towing flight. I have
found this to be dangerous. A machine which
if free would be perfectly safe is made as
erratic as a child’s kite by the attachment
of a rope. I, for one, shall seek other means
of getting into the air.

177

AERONAUTICS

May, ror

ie Ris

Garros Flying Over Vera Cruz.

eo a <
aoe ie RENE

EB XHLBITION (FLYING AND Vlei

SWAIN CIRCUIT.—The W. I. Swain Show
Co., of New Orleans, started out the end of
March with Walter Johnson, flying the Thomas
headless biplane; William Evans, to fly the
Swain’ Farman, and J. J. De Praslin, of St.
Louis, a novice, under the name ‘‘National Avia-
tors.”’> They started at Morgan City, La. (with
a two-day meet scheduled at each place), where
there was a big crowd the first day and no
one the second. Johnson only one to attempt
flight in strong wind; smashed. The local com-
mittee cancelled the second day at Houma and
New Iberia. Lafayette was a ‘frost,’ as the
aviators had trouble with Swain, and no flying
was done. Lake Charles and Crowley cancelled
flights. Evans could not do anything with
Swain’s Farman, and the Johnson machine was
the only one to fly, with bad grounds, muddy
fields and rains.

The aviators left Swain and started to fly in
the small towns. Johnson flew his machine
successfully at Lake Charles and Crowley. At
Crowley, on April 17, made some very good
flights. William T. Thomas left on this day
for Natchez, Miss., to arrange for flights there.

HAVANA, Cuba, March 22-27.—The Moisant
Aviators flew for the new Aero Club of Cuba.
Henry A. W. Wood represented the A. C. A. at
the flying, as it was thought a new altitude
record might be made.

Mr. Wood furnished valuable information in
behalf of the running of the meet, also how
official records were to be taken for altitude,
duration and speed; and drafted a set of forms
for them for that purpose, which proved very
valuable. Wonderful flying was done by. Gar-
ros, Simon, Barrier and Audemars. St. Croix
Johnstone made a remarkable flight over the
city, dropping two oranges at Morro Castle at
the height of about 2,000 feet, one fell in the
harbor and the other hit in the Castle yard.
The flight was about 41 minutes, covering about
38 miles. His highest altitude was supposed to
have been about 3,000 feet; he used a Bleriot
with a 50-h.p. Gnome. The attendance was fair
and greatly appreciated the flying.

Cuban records were
(Garros, 6,818 feét) and
50 feet 36 inches).

3arrier flew from the grounds out to Morro
Castle and back, repeating the McCurdy flight,
the prize of $3,000 having been extended. Bar-
rier beat McCurdy’s time and claimed the prize.
It was later definitely awarded McCurdy, as the

created for
for duration

altitude
(Simon,

A. C. of Cuba realized it had no right to extend
the time limit after it had been flown for.
PINEHURST, N. C., March 30-April 5.—Lin-
coln Beachey (Curtiss) finished up the tuition
of Roland G. Middleton, who has been learning
to fly the 4-cylinder machine. Commander

Shichigora Saito, of the Japanese Navy, was
one of Ely’s passengers. During this week
Beachey spent 18 hours in the air in seven
days.

DAYTONA, Fla., March 28-30.—McCurdy
(Curtiss) flew.

ST. AUGUSTINE, Fla., April 2.—McCurdy

and Ward flew.

GREENSBORO, N. C., April 7-8.—Beachey
flew.

FAYETTEVILLE, N. C., April 9.—Beachey
made flights.

KNOXVILLE, Tenn., April 12-13.—McCurdy

and Beachey filled this date.

SAN DIEGO, Cal., April 2.—H. A. Robinson,
Curtiss aviator, gave a bomb dropping exhibi-
tion with California oranges. Liuet. Ellyson
and C. C. Wittmer, another new Curtiss aviator,
did some grass-cutting.

RAPID CITY, S. D.,-April 10-12. H. A. Rob=
inson flew here. Weather prevented very suc-
cessful flights. Additional surface had to be
added to the plane.

PUEBLO, Colo., April 17-19.—Moisant Avia-
tors flew. From here they come East, flying at
towns along the way.

SAN BERNARDINO, Cal., Mareh 26.—Wil-
lard and Robinson made four flights each be-

fore 10,000 people.

PASADENA, Cal., March 29-30.—Willard and
Ely made exhibition flights.

SALT LAKE CITY, April 6-10.—Brookins,
Parmalee, Ely, Curtiss and Willard flew. All
made fine flights, reaching altitudes above the
ground up to 4,000 feet, and flying over the
Great Salt Lake and above the smelters. Cur-
tiss flew his water machine, but had difficulty
in getting up, due to the great percentage of
salt in the water and the high altitude of the
lake, 4,300 feet. Ely got up to 8,300 feet above
sea level, or 4,000 feet above the lake. Brook-
tional flying in windy weather. Barrier flew
over the city. The bird-like flights for which
ins and Parmalee’s bomb dropping exhibitions
and glides were sensational.

HUTCHINSON, Kans., April
Aviators, Simon and

13-15:—Moisant
Barrier, provided sensa-

178

AERONAUTICS . May, 1911

THE SAN DIEGO UNION, THURSDAY MORNING, MARCH 2, 1911-4
7

SURTISS MACHINE
SUPERIOR T

WRIGHTS

Passenger Carrying Tests
Demonstrate Efficiency to
Military Representatives.

pmpany’s palatial steamer Yalegg@Mich is scheduled
fternoon at 4 o'clock, on jig lal trip from San

CURTISS FEATURES

The fastest biplane in the world;
Sree:

STUDENT MAKES FLIGHT

equipped with famous Curtiss

Lieut. John C. Walker, Jr, ;
power ptant.

Pilots Aeroplane Over
North Island Course.

land or water; parts standard

Hydro-aeroplane built to fly from
[Jury

Two filghts made by Glenn H Curt- * 1
iss at the army and navy aviation Sarr. | o
school on North Island yesterday Rael anc interchangeable.
proved the passenger-carrying quall- Sore ___

ties of the Curtiss biplane to military
and naval representatives
The first passenger to ride with

Instinctive controls for balancing,
5 ONTROL : elevating and steering; double

the birdman yesterday was Lieut f= iS
Sega ainaciers eet waalate oe wired, separately connected.

tached to ¢ho lower’ plane to the left
of the pilot'n seat This war occu- NYE WOT
pled by Lievtenant Walker. and with ns :
Curtiss at the wheel the biplane
soared to a helghL on g00 feet, making
1 the

May be packed for shipment in two

(Jompactness: boxes in one hour; weighs 1,000

pounds completely packed.

acefu =
(Wand demonstrating its adWgta-

siren taken slot’ by Curum and re Ml Sudithogn Simple in mechanical details, re-

machine’ again demonstrated its effi- olxe .

See eee aes CONOMY : quiring no trained labor; fewer
repairs than other aeroplanes.

teenth infantry war the next pass-

trips made vesterday proved the su-
periority of the Curtiss machine over
the Wright aircraft for carrying pass-
engers. The officers were well pleased
with the fights The mochine, despite
ita lond of 300 pounds. the welght of
Curtiss und the passenger was ai
easily handled as it Is when only ¢

aviator Is seated In the craft

: trussed; no warping to weaken
structure of planes.

arrive Rigid frame, laminated and double
| Garey

OW stC
mint ff a similar im- Ag ae
his fi joted by th: F O G ;
Remy ‘officers, After Cottirs han fin: jon to Strong, rigid, shock-absorbing

ished his flights with the lHeutenants.
the practice machine, which was din-
abled a few Anys ago by thé breaking
of a crank shoft. was put into com-
miraion snd manned by Lieutenant

anit Greenate : chassis; double covering on all

planes; effective vibration ab-

Wolker ‘
ident ~ -
The lieutenant made on short fight y
over the island course and handled jortly n sor ption Sy stem.
the machine with much ekill consid: ith &° —_——_

ering the experience he has had tn
aviation The filght made by Walker
was pronounced by Curtlym to be the
eet made bw any of the atident avin-
fora since the xchool war establiehed
at North Island

LOHMAN ENTERS UPON —

=, IT HAS STOOD THE TEST
"fag ITS CONSTRUCTION IS BASED ON EXPERIENCE

Orders for late Spring and early Summer deliveries should
be sent promptly.

Je Plain Cathe
For terms and delivery dates address:

CURTISS AEROPLANE CO., “NEw ore”
“WHO ENTERS HERE LEAVES DEATH BEHIND”

HW a a a aa\

She won’t upset in a whirlwind mind, and goes like where the lost Souls are confined—Birdman?

Her engines will turn more heat into work than ever before, combining the best features of
Hot Air with Internal Combustion.

JOS: E. BISSELL (Box 795) PITTSBURG, PA.

In answering advertisements please mention this magazine.

AERONAUTICS R May, torr

THE GREAT ATTRANSE ORMATION

By Henry Harrison Suplee

To BE ILLUSTRATED WITH ORIGINAL DRAWINGS
By Ottorino Ronchi

A Series of Articles Upon The Vital Topic of the Day
DEVELOPMENTS IN

Commerce, Government

Warfare, Daily Life

How the Man who Lives in Three Dimensions is to
Transform Society and Make the World Over

oe oe aon

WHAT THE DOMAIN OF THE AIR REALLY MEANS

This intensely interesting series of articles will discuss, in the
light of what Professor Tyndall called the scientific use of
imagination, the result of the work of the engineers in the air.

This series will be commenced in

CASSIER’S MAGAZINE FOR MAY, 1911,

and continue through the year

Do not miss this series of valuable articles

SPECIAL OFFER

Cassier’s Magazine from May to December, 1911, covering
all these articles, 8 ae for $1. 50 Regular sub-
scription price, $3.0 a year. Or twenty
months subscription, Ma; to December, _ TST IS 4 00
and the twelve months of 1912. 20 months for ——

The Cassier Magazine Co., 12 West 31st St., New York

In answering advertisements please mention this magazine,

AERONAUTICS

Simon has now become famous, caused amuse-
ment as well as real fear for his safety in
some of his daring exploits.

NO BELMONT ELIMINATION MEET.

The meet planned by the Aero Club of Amer-
ica for the latter end of May at Belmont, dur-
ing which the American team in the Gordon
Bennett aviation race would be selected aftez
an elimination race, for which Robert J. Col-
lier has offered a $5,000 prize, has been called
off as it did not appear that enough aviators
could be expected to enter to insure a meeting
comparable to that of last fall. It also seers cer-
tain that there is no machine in the hands of
Americans at the present time that will have a
look-in for the Bennett prize.

There is still the hope that the Wright Broth-
ers will bring forth another speed marvel which
will be far and ahead of the one which Brook-
ins had the misfortune to smash at the Belmont
meet.

NEXT MEET PURELY SPORTING.

It is very likely that the next meet conducted
by the Aero Club of America will be run ona
purely sporting basis. This is a step in the
right direction. The publication of a note in
the last issue of AKRONAUTICS urging the
placing of flying on a sporting basis suggested
a good strong speech on the same subject by
Major Reber at the Collier dinner. The club
will demand entrance fees and all contests will
be contests in fact as well as in name. It will
mean that makers will have to do their best
to produce machines suitable for the contests
in which they enter. Heretofore there has been
no incentive of this kind at the meets.

Competition in meets conducted on a sporting
basis would be a privilege for the entrant. In
the past it has been necessary for the pro-
moters of meets to pay out considerable sums

as appearance money, the result being the
prizes were nominal.
Competition is a matter of life or death for

an aviation meet, as has been amply proven.
The excitement is gone when the conclusion is
foreseen. There ought to be just as great an
element of uncertainty about the result in an
aviation contest as in a horse race.

GORDON BENNETT AVIATION RACE.

There will be 15 aeroplanes in the interna-
tional aviation race to be run in England on

May, ro11

July 1: three each from America, Austria, Eng-
land, France and Germany.

ee O. Parmelee (Wright) is desirous of com-
peting if the Wright Company decides favor-

ably. Charles I. Willard with his Gnome-en-
gined Curtiss has written in for details.
Americans abroad will have the privilege of
flying before official timers and will have a

chance on the team.

OPEN FOR ENGAGEMENT.

Listing in this column is free. State quali-
fications, kind of machine, permanent address
and experience at flying, giving places where
flights were made.

CAPT. THOMAS S.
ison Sq. P. O., New
Pilot A. C. America.

WALTER JOHNSON, care Thomas Brothers,
Bath, N. Y., Thomas biplane.

WM. EVANS, 2024 Agnes Ave., Kansas City,
Mo., biplane.

LADIS LEWKOWICZ, 51 West 84th St., New
York, Bleriot monoplane. Pilot A. C. France.

CALENDAR FOR THE UNITED STATES.

BALDWIN, Box 78, Mad-
York, Baldwin biplane.

May 4-6—Boston, glider contests of Har-
vard -A. S.

May 4-7—Wichita, Kan., Curtiss exhibition.

May 4-7—Washington, D. C., Curtiss exhi-
bition.

May 11-13—Bridgeport, Conn., Curtiss ex-
hibition, with McCurdy, G. H. Curtiss and
Beachey.

May 29-June 2—Wilkesbarre, Pa., Curtiss ex-
hibition, Beachey. McCurdy, Ward.

May 29-June 3—Columbus, 0O., Wright ex-
hibition.

June 2-3—Fort Wayne, Ind., Wright exhibi-
tion.

June 9-10—-Joliet, Ill., Wright exhibition.

June 13-14—Peoria, Ill., Wright exhibition.

July 1—Gordon Bennett aviation race, Eng-
land.

July 10—Gordon Bennett balloon elimination,
Kansas City.

July 17-24—Saratoga Springs, N. Y., meet.
Date and arrangements not certain.

August 26-September 4—Boston, meet of
Harvard A. S.

October 5—Gordon Bennett balloon race,
Kansas City.

January 10-20, 1912—-Los Angeles, aviation

and arrangements not certain.

AERONAUTICAL MANUFACTURERS ASSOCIATION (Continued from page 162)

The following letter from Mr. Custis points
out some pertinent matters:

Philadelphia, April 19, 1911.

Editor of AERONAUTICS,
New York City.
Dear Sir:—

The proposed organization of a _ na-
tional aeronautical trade body seems to
me the most important step forward ever
conceived by the exponents of the sci-
ence and industry in this country. The
formation of an aeronautical manufac-
turers’ association should accomplish
even more than is outlined in the tenta-
tive plan that has been made public.
The industry has now reached a point
where its members need more accurate
recognition in their individual lines, as
well as protection from charlatans.
Through such an organization as is pro-
posed, the legitimate dealer in aeronau-
tical apparatus and equipment will be
strengthened, and his opportunities for
developing his end of the industry will
be increased.

It seems to me most important, too,
that through the medium of such an or-
ganization the public shall be made to
realize that the aeronautical industry is
already established on clean business
lines. There seems to be some misap-

1

‘

9

prehension on this point, many persons
assuming that aviation, in particular, has
not yet reached the stage of development
where there is standardization of mate-
rials and accessories. Those of us who
know how splendidly the various
branches of this new industry have been
built up, in the face of scepticism and
extraordinary liability of loss, will wel-
come such a campaign of education as
will follow the formation of the new
association.

We Americans have encouraged the art
of flying with an enthusiasm that at
times has threatened to develop into hys-
teria. The time has come when we
should extend more active support and
co-operation to the men who make flying
possible by the building and improving
of the machines. The manufacturers are
the men behind the guns. To them, more

than to the pilots or aviators, we must
look for the future progress of aero-
nautics.
Faithfully yours,
JOHN TREVOR CUSTIS.
(Mr. Custis is Managing Editor of “‘The
Philadelphia Inquirer,” the first newspaper in
the United States to have a regular weekly
aeronautical section, and is also well known

as a writer on aeronautic topics.)

AERONAUTICS

May, 1911

on March 23rd. The engine
aeroplane and passengers, was 2,600 lbs.
to the French army to use on the

Sommer carried 8 people for 1144 hours.

Ne Ori BS

FLIES FROM LONDON TO PARIS.

Pierre Prier Makes the 223 Miles Without a
Stop.

BREAKS CROSS-COUNTRY RECORD.

Journey Occupies 236 Minutes.

Issy-Les-Moulineaux, April 12.—The aviator,
Pierre Prier, flying a 50 Gnome Bleriot, arrived
here at 5:35 o’clock this evening from London,
having made the trip of about 223 miles, with-
out a stop, in 236 minutes.

Prier left the aviation grounds at Hendon,
near London, at 1:37 in the afternoon. Above
the English soil the aviator found fogs and
squalls, and, going higher and higher in an
endeavor to obtain better weather, crossed the
English Channel near Dover at a height of
over 3,000 feet.

Leaving the channel behind him, Prier en-
countered fine weather until he reached Beau-
vais, fifty-four miles from the French capital,
and from that city the rest of his voyage was
made through a haze.

Prier is an instructor at the
in EHngland

The average speed
an hour.

WHITE, BLERIOT, MAXIM, LTD.

On April 1 the organization of the above
company was announced, and subscriptions to
stock are being solicited. Three of the five
directors are Sir Hiram Maxim, Louis Bleriot
and C. G. White. White has been engaged as
manager for ten years, Bleriot as technical ad-
viser for five years, and Sir Hiram Maxim as
chairman of the company.

The capital stock is $1,000,000, of which 300,-
000 shares are offered to the public at par;
260,000 shares ($325,000) have been issued in
part payment of the purchase price,
With $160,000 in cash.

Bleriot school

was more than 56 miles

Bok OO) MM

together
The company takes over

Breguet biplane, which carried 12 people for 3 kilometers at a speed of 60 miles an hour
was a 100-h.p. Gnome.

The total weight lifted, including

Two of these Breguet machines have been supplied
western coast of Africa to carry mail.
day Roger Sommer carried 12 passengers, or 13 in all, flying a kilometer.

The following
A few days previous

A BR Oya.

flying ground, the British patents of Bleriot
and inventions, present and future, for Great
3ritain, Colonies and India; $35,000 will be
spent on the erection of factories: and ‘$25,000
for the purchase of machines, leaving available
for working capital out of the stock to be sold
a sum of $113,000.

The prospectus states that Bleriot has sold
from his factory in France more than 300 mon-
oplanes, and it is expected that the company
will dispose of 100 machines the first year ata
profit of $1,000 a machine. Aeroplane sheds
will be rented at an average yearly rental of
$500 each. During the past 14 months 200 pu-
pils have been instructed at Bleriot schools in
France, and 100 pupils yearly are figured on
for the new company. It is proposed also to
give exhibitions, the receipts from which are
figured at $50,000 for the year. The estimated
yearly revenue from the company is figured to
be $197,000, of which but $60,000 are expenses.

MICHELIN CUP RULES.

The holder of the International Michelin Cup
for 1911 will be the one who covers the great-
est distance over a closed circuit before No-
vember 1. The distance must exceed 582.935
kilometers. The flight must be made around
two points and not less than 50 and not more
than 100 kilometers from each other, in the
proximity of a large town. He is permitted to
land as often as necessary to take on oil and
gas. But the time will be counted in as for
the lap, and the total time for the lap must not
equal or exceed a time calculated by the time-
keeper as representing a speed for that circuit
of 50 kilometers per hour.

THREE MORE DEATHS.

An Italian aviator, Joseph Cei, flying a Cau-
dron biplane, met his death on March 28. Cross-
ing the River Seine on an attempted cross-
country flight, the motor failed and he fell on
an island. He was taken to a hospital, but died
three hours later.

CHEVREUSE, France, April 14.—-Lieutenant

0

AERONAUTICS May, 1911

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Manufacturer and Exhibitor of Biplanes and Monoplanes

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AERONAUTICS

May, rorr

The Morane Monoplane.

while making an aero-

Byasson, of the Navy,
fell wt hissMmachine )
Aa LE

plane flight here to-day,
and was mortally injured.
Lieutenant Byasson died
maneuvering a monoplane over
when the machine capsized.
VERSAILLES, France, April 18.—Capt.
ron, of the French Army Aviation Corps,
with his aeroplane from a height of 250 ft. to-
day and was crushed to death. The aviator left
Orieans for this city and was midway between
Villacoublay and Versailles when his machine
plunged to earth, turning over/as it fell. . Car-
ron was caught under the wreckage... Z 2

MEXICO BUYS AEROPLANES.

It is understood that the Mexican govern-
ment has placed an order for six aeroplanes
in France Roland Garros of the Moissant In-
ternational Aviators, upon his return from
France, for which country he left America in
April, will take charge of the aviation depart-
ment of the Mexican army after completing
his contract with Moisant.

The poor showing made in
machines of J. J. Frisbie and Charles K.
Hamilton has materially assisted in. turning
the order for the aeroplanes abroad. Hamil-
ton, as is well known, severed his connections
with the Moisant aviators at Mexico City and
Frisbie broke his propeller the first time he
tried to fly, and, unfortunately, this created
a bad impression of the American machine.
EK. L. Ramsey of Vera Cruz has started the
construction of a Bleriot XI, which he ex-
pects to equip with an American engine.

EH. L. RAMSEY.

tater He was
the field here

Ve

Mexico by the

PROFITS OF GNOME ENGINES.

The last fiscal year the Gnome. engine
makers made $459,359 net profits, nearly twice
the capital of the company. The net credit

balance was $355,824.
The Bleriot factory made $66,800 net;
$260,000.

capital

rattempt.

WINS $4,000 PRIZE.

On April 24 Pierre Vedrime, who left Paris

in his 100-h.p. Gnome-engined Morane mono-

plane on April aN arrived in Pau on Monday,
April 24, covering a course of 500 miles in 6
hours 55 minutes actual flying time, winning

the $4,000 prize offered for the fastest flight be-
tween the two cities by way of Bordeaux. Sev-
eral stops were made on the way. Several
trials have previously been made by him, each
ending in an incident which necessitated a new
On March 3 he flew back from
Poitiers to Paris, after one of his attempts, a

distance of 180: miles, :in 2 hours 12 minutes,
with a 25-mile wind behind him. His speed
averaged 81.8 miles an hour. At times his speed

an hour. out his

miles

was 94 miles
speed was 67

On the way
an hour.

NEW SPEED RECORDS AT PAU.

On the 12th of April Alfred Leblanc (Bleriot)
established a new speed record of 68 miles an

hour. The new times are as follows
5 kil.—2 m. 41. s.
10 kil.—5 m. 30.8 s.
40) kil ——22° m: 12:2) s. ee
50 kil.—27 m. te@t-ST T1-e '
100 kil.—54 m. 55.6 s.

The time for 20 and 30 kilometers was slower
than the Belmont figures. The new records for
a certain period are as follows:

4 hour— 26.1996 kil.
4 hour— 53.4246 kil.
1 hour—108.4246 kil.

German Wright machines are being
with 50-h.p. M. A. G. engines and
compressed air starters to start
after soaring.

equipped
automatic
the engine

Apparently nothing further has been done
wath the Bleriot XIII which carried eight peo-
ple

ih NEW FRAUD: MEDIUM

charlatan, the fakir, the schemer and the fraud-
ulent promoter.

r

Aprilia eoiealr

I have been reading regularly six aero-
nautic publications, but I must say I
think they are mostly “twaddle.” -Your
editorials on ‘““What Our Aeroplane Build-
ers Need,’ and “Stop! Look!! Listent!1”’
are excellent. There is grave danger of

5

e!

181

(Continued from page 165)

discrediting the “game” in its early
stages, which will set it back twenty
years in development. I have had some
experience with the wireless telegraphy
business, and that is what happened
there, alas! Hoping you will continue
your excellent policy of “show down,” TI
remain, Very truly yours
SUBSCRIBER.

AERONAUTICS

May, 1911

Nw“s, Genel

WRIGHT PATENT CASES.

So many inquiries have been received re-
garding the status of the Wright suits that the
following summary is printed:

The Wright Company’s testimony in the
Wright-Curtiss case is in, and the Curtiss tes-
timony is due within a limited period. It is
believed that the Curtiss testimony will be
taken shortly.

In Germany, the Wright patent has been
upheld. The litigation in France has not yet
been actually settled. Reports from France
state the foreign makers no longer deny that
their appliances constitute an infringement.
They only contend that the value of the patent

of 1903 is rendered null by the publicity which
they say was previonsly given to the inven-
tion. The suit in this country against C.

White has not been settled. White has, it is
said, been advised by his attorneys not to de-
fend the suit, but let it go by default, on the
ground that the makers of the aeroplanes,
Farman and Bleriot, should protect the user.
If this case should go by default, it will secure
the Wright Company the right of obtaining
injunctions on Farman and Bleriot machines.
The suit against Louis Paulhan is still open.

PRIZES FOR AMATEURS.

R. O. Rubel, Jr., & Co., of Louisville, Ky.,
manufacturers of the ‘Grey Eagle’ Curtiss-

type biplanes, and jobbers and retailers of
aeronautical supplies, have offered 40 handsome
silver trophies valued at $1,500 as prizes for
flights made with aeroplanes equipped with
power plants purchased of them.

The cups are offered in five classes: (A) to
the first 27 aviators who make a 50 0-yard
flight within 90 days from receipt of motor;
(B) to the first 10 who fiy for 30 minutes
within 90 days of receipt of motor; (C) the
first aviator who carries a passenger for 10
minutes; (D) for the longest cross-country
flight during 1911 and the first two months of
1912; () to the aviator who stays up the
longest period over an hour before February
29, 1912. The cups increase in value consecu-
tively in classes B, C, D and E.

The Rubel company handles the following
motors: Gnome, 3rott, Kirkham, Harriman,
Aircraft, Gray Eagle, Elbridge, Detroit Aero-
plane, Fox, Emerson, Boulevard, Call, Aero-
motor, Rinek and DeChenne.

CURTISS BACK EAST.

Glenn H. Curtiss arrived in his home town
of Hammondsport, N. Y., on April 17, after
finishing the winter experiments with the
hydro-aeroplane and the training of aus army
and navy officers at San Diego, Cal. He
stopped off at Salt Lake City to give an
exhibition with the water machine, and spent
a day at St. Louis.

No definite plans
in regard to the near

have been made as yet
future of the work at
Hammondsport. Mr. Curtiss has personally
purchased the factory from the receiver of
the bankrupt Herring-Curtiss Co. for $25,100.

The mortgage which he hoids on_the plant
is considered as part payment. It will be

operated by the Curtiss Aeroplane Co.

INCORPORATIONS.

1327 S. Broad St.,
$1,000,000. J.

Aero-Development Co.,
Philadelphia, Pa. Capital stock,

H. Keeler,
A. Hutson.

Lundgren Aeroplane Co.,
Capital stock, $10,000. Will
patented by Earl Lundgren.

Burgess-Wiseman Mfg. Co., Cleveland, O.
Capital, $10,000. HE. H. Wiseman, president;
R. C. Burgess, secretary- treasurer; We.
Clevey, manager.

Detroit Aeronautic Construction Co., Detroit,
Mich., $65,000. Max MJDingfelder, president;
Emil W. Snyder and John T. Patterson.

The Aircraft & Auto Parts Mfg. Co., Bran-
ford, Conn., has been incorporated with capital
of $24,000. The directors are Edwin E. Rob-
erts, Frank W. Gordon and Frank S. Bradley.

United Aeroplane Mfg. Co., New York, $100,-
000. The directors are: William G. Lovatt, 144
W. 64th St.; David A. Sterling, 28 W. 112th St.,
New York City; J. Harry Aushutz, 724 Wash-
ington St., Pittsburg, Pa.

Dillon Aviation, Co., Dillon, S. C. The pro-
moters of the company are: W. Murchison, J.
D. Manning, F. Thompson, Fred. EK. Rowe, R.
L. Lane, J. L. Bridgers, E. V. Richards.

Chickasha Aeroplane Co., Chickasha, Okla.,
$1,500. C. C. Kirkpatrick, M. S. Blackburn.

Cooley Aerial Navigation Co., New York.
Manufacturing aeroplanes, ete. Capital, $70,-
000. Incorporators: J. Cooley, Rochester; J.
Goldenson, A. D. Cameron, New York City.

National Aerial Navigation & Equipment Co.,
Cullman, Ala. Incorporated with $125,000 cap-
ital stock. Fred. J. Buchanan, president; L. N
Buell, secretary; George Steifelmeyer, treas-
urer; Fred. L. Schauffler, manager.

The Baltimore Monoplane Co., incorporated
to build aeroplanes, have elected the following
officers: President, D. J. Carter, 2009 Boone St.;
vice-presidents, W. L. Anderson, 911 N. Gilmor
St., and Dr. Clinton Blades, N. Broadway; sec-
retary-treasurer, Edward Wolfsheimer, 710
Newington Ave.

G. R. Combs, Henry Keeler and Wm

Youngstown, O.
build machines

BALDWIN HOME.

Capt. Thomas S. Baldwin has returned from
his tour with J. C. Mars and Tod Shriver
through the Orient. This last winter they
left San Francisco for Honolulu, where flights
were made. From there the tour followed to
Hong Kong and Tiapo, in China; thence to
Manila, back to Shanghai and from there to
tthe following points in Japan: Nagasaki,
Kobe, Osaka, Kioto, Yokohama and Tokio.

The second Baldwin machine was sold, after
putting in Shriver’s Kirkham engine, to an
experimental school in Manila. The Cur-
tiss engine which Captain Baldwin had been
using was put in the Shriver ’plane and Mars
had the first Baldwin ’plane with the Hall-
Seott engine, which the captain bought while
in ’Frisco. :

A new machine is being built at Mineola
now with parts made to specifications by C.
and A. Wittemann, in Which one of the two

new type A-2 Hall-Scott motors ordered will
be inst: alled. This will be along the same
lines as its predecessors, but with longer ribs

and less spread to the planes.

Mars and Shriver were to leave for home
on April 15. Great crowds attended all the
exhibitions. In one place the number was

given as 400,000.

182

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of the World

VULCANIZED RUBBER MATERIAL
of the Leading Makers, Germany, France and America

Burgess -Curtis

Rubber

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Passenger
Balloons,

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Models
Gin to: Finy Paasercces Ei
Contractor to the United States Government
AND
Ninety-five per cent. of the Clubs in this Country
| GIBSON PROPELLERS |
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AERONAUTICS May, Torr

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PROPELLERS | NAIAD

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We are now booking for exhibitions
with licensed aviators,

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

P. BRAUNER & CO.

330-332 EAST 98th STREET
» Phone, 6006 Lenox ::: NEW YORK

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: 312 West 52d Street, N. Y.

Aviation Grounds, Mineola, L. I.

Let Us Figure

WITH YOU ON YOUR

Aeroplane
Requirements

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Quality and Delivery.

Construction Course 2*
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Manufacturers of
BIPLANES
MONOPLANES
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First Practical School in America

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BRIDGEPORT CONN.

HERONAUTICS

CUPS FOR MODEL BUILDERS.

Two solid silver cups, both 18 in.
are to be competed for by amateur
a series of model aeroplane contests under
the auspices of the West Side Young Men’s
Christian Association, No. 318 W. 57th St.
The cups are identical in make and design.

A. Leo Stevens, the aeronaut, has given one
of the cups, and the other is the gift of Syd-
ney B. Bowman, the American agent for the
Clement-Bayard airships and the Santos Du-
mont Demoiselles.

The Bowman cup is to go to the best con-
structed model aeroplane and the Stevens cup
is for the longest flight. Both cups will be
awarded at the close of the contests for the
season.

The contests are open
ages of 12 and 18 years, whether or not they
are members of any Y. M. C. A. -The only
conditions are that the model aeroplanes must
be made by the boys and must rise from the
floor under their own power.

Besides the cups, Louis F. Ragot of the
New York Aero Club offers a silver placque
for the model aeroplane showing the greatest
lifting power.

in height,
aviators in

to boys between the

NEW BOOKS.

THE FLIGHT OF BIRDS, by Giovanni A.
Borelli, is the title of the sixth installment of

the “Aeronautical Classics” published by the
Aeronautical Society of Great Britain, which
may be had at one shilling from King, Sell &
Olding, 27 Chancery Lane, London, W. C. This

is edited by T. O’B. Hubbard, secretary of the
Aeronautical Society, and J. H. Ledeboer, ed-
itor of British AERONAUTICS.

QUESTIONS AND ANSWERS FOR
MOBILE STUDENTS AND MECH
Thomas H. Russell, A. M.,
Charles’ C. Thompson Co., Chicago, Ill., at $1.
Bound in cloth. The book includes 600 ques-
tions and answers on engines and motor cars.
There is a great deal of material in here of
prime interest and value to the experimenter
who is buying or using an engine.

ELEMENTARY AERONAUTICS, by Albert
P. Thurston, B. Se., 8vo., cloth, 126 pages, il-
lustrated, published by The Macmillan Co., 66
Fifth Ave., New York, at $1.25.

Contents:—Normal and _ =MInclined' Planes;
Aerocurves; Automatic Longitudinal Stability
and Manual and Automatic Control; Automatic
Lateral Stability; Propellers; Helicopters; Cal-
culations Relating to the Design of a Flying

AUTO-
ANICS. By
M. E. Published by

Machine; Laboratory Instruments and Appa-
ratus; Types of Machines; Aeronautical Wn-

gines.

The aim of the author has been to present
to the reader a simple and concise account of
the action of air upon moving planes, aero-
curves, propellers, bars and the like, and the
application of these principles to practice.

In a letter to the Wright
Parmalee tells of descending into the Rio
Grande River on the recent trip from San An-
tonio to El Paso, 106 miles each way. After
dragging the aeroplane out on the banks they
found that the wings were not affected a parti-
ele by the thorough drenching. The cloth was
absolutely moisture-proof and did not shrink a

Company, P.O.

particle. Had it been any other fabric, Mr.
Parmalee says, the wings would have been
twisted all out of shape by shrinking of the

cloth.

in Dallas,
the first to

T. B. Funk, af/ automobile agent
Tex., will soon fa Wright flyer,
be owned by a/Texan.

Harry S. Harkness is reported to have given
the big biplane built for him by the Eaton
Bros., of Los Angeles, to his mechanic, J. E.
Kiley. The machine, along Curtiss lines, with
a biplane tail and double vertical rudders, fitted
with a Macomber rotary engine, was given its
first flight on April 8 by &. F. Walsh, who made

183

May, r9rt

a 3-mile flight. Kiley himself then took it and,
after some grass-cutting, flew it for a straight-
away jump.

Cc. F. Walsh had his old machine out on April
9 and 12, with Elbridge engine; trying for a
pilot license. A broken wire delayed trials and,
as the machine is old, he will transfer the mo-
tor to a new plane.

Otto Brodie, who fiew the Curtiss machine
bought by James E. Plew, of Chicago, has been
making flights with the Farman sold a Chicago
concern by Clifford B. Harmon. A Gnome en-
gine and Gibson propeller is used.

R. St. Henry, a Canadian, is the latest grad-
uate from the Curtiss California school.

Cc. F. Walsh, of Los Angeles, after putting

J. J. Slavin’s old Elbridge engine in his own
machine, made a 15-minute flight.
Hugh L. Willoughby’s ‘Pelican’ is almost

completed and is now being taken in boxes to
his aerodome at Atlantic City to be finished.

Dr. Walter F. Provan, dentist, of Dorchester,
ase and Gil Rankin, N. E. Agent for AEKRO-
NAUTICS, 1 Beacon street, Boston, are building
a monoplane especially for passenger-carrying
cross-country flights. It is along the general
lines of the Bleriot 12, a notable ‘feature being
the elimination of special fittings, for in so far
as possible every bolt, nut and other fitting
will be of ‘stock’? hardware that can be easily
replaced anywhere at any time in case of acci-
dent.

The wings will measure 16 ft. by 7 ft. 6 in.,
making the spread about 34 ft. and giving a
sustaining surface of 204 sq. ft. in the main
planes. The chassis will extend back 10 ft.,
and at 11 ft. there will be a take-down joint;
another at 16 ft. back, the length of fuselage
being 26 ft. in all. The stabilizer tail will be
fan-shaped, 10 ft. long by 6 ft. at the extreme
end, to which will be added the elevating rud-
der. The vertical rudder will resemble Har-
roun’s, as will, in fact, the whole tail.

Dr. Provan is well known locally as a wrest-
ler, having held the N. E. amateur champion-
ship until recently.

who attempted to fly

Ee HY vkearny,; the
Pfitzner monoplane at the Boston meet, sud-
denly appeared in St. Louis with a Tarman-

type machine. Leland Scott, of the Hall-Scott
Motor Co., supplied an engine for the trial, and
on April 6 made one flight, his first, in this
machine. A broken stay wire caught the pro-
peller and broke it.

Thomas Benoist, of the Aeronautical Supply
Co., St. Louis, is building more machines for

his school work.

Mr. Orvar Meyerhoffer, of Oroville, Cal., has
been making some good flights in that vicinity,
but on his last met with an accident. After
flying in fine shape for % mile, in passing over
a tree, his running gear caught in the topmost
branches and threw the machine to the ground.
The belt device that operates ailerons undoubt-
edly saved Mr. Meyerhoffer’s life, as he was
violently thrown forward and would have been
thrown out of the machine but for the belt.
The machine escaped without any serious in-
jury, despite the height from which it fell.
This is no doubt due to its very. strong con-
struction. Apropos of this, Mr. Meyerhoffer
can, by supporting both ends of the machine,
take off the tires, ete., the machine being sus-
pended by the end supports; furthermore, it is
so rigid that he can walk from end to end on
the top while suspended.

The British War Office Committee has now
been appointed. It consists of three officers
appointed by the War Office, C. Grahame-White,
Alexander Ogilvie, Roger Wallace and Col. J.
D. Fullerton representing the Aeronautical So-
ciety, with two or three more. One meeting
has already been held.

AERONAUTICS

\
hh

we
)

A. C. A. FIRST TO HAVE OWN CLUB HOUSE.

The Aero Club of America is to have one fine
big club house at 297 Madison avenue, New
York, corner of Forty-first street. It is a five-
story private dwelling house, of unusually at-
tractive and dignified architecture.

At a meeting of the members, at which more
than a dozen were present in person and over
a hundred by proxy, held April 10th, it was
unanimously voted to secure a two-year lease
of the property at a rental of $5,000 a year.
The sum of $2,500 was made available for some
slight changes in furnishings and the installa-
tion of suitable furniture. <A buffet will be ar-
ranged and members will have the privilege of
putting up out-of-town guests there. The house
is very nearly complete as to hangings and car-
pets, so that little money is needed in this
direction.

It is the plan of the members and officers
who started the club house movement to in-
crease the membership and provide an attrac-
live place where members may congregate. Up
to the present the club has not been in a posi-
tion to support a club house of its own and has
occupied small quarters which were used more
for an office than anything else. They were
certainly not attractive for members, but it ‘s
hoped that this is all changed and that hence-
forth the having of a home will stimulate
greater activity.

A. C. A. BANQUET.

The Aero Club of America held its fifth an-
nual banquet on March 29, attended by about
150 guests. Allan A. Ryan presided, with James
Cc. Montgomery as toastmaster. The guest table
was decorated with trophies won by pilots of
the club, including the Lahm Cup, the Gordon
Bennett balloon and aviation, the Duration
Cup, won by Arch Hoxsie at the Belmont Park
meet; the Michelin Trophy, won by Wilbur
Wright in 1908, and the Scientific American
Cup, won by Glenn H. Curtiss in his flight from
Albany to New York.

Mr. Montgomery’s remarks occasioned con-
siderable merriment owing to his lack of knowl-
edge of aviation matters and the fact that he
almost presented to Alan R. Hawley the cup
intended for Glenn H. Curtiss. In the absence
of Mr. Curtiss, Augustus Post received the
Scientific American Cup for the longest flight
from Charles A. Munn, owner of the “Scientific
American.”

Brigadier-General James Allen, Chief Signal
Officer of the U. S. Army, whose remarks are
printed in abstract elsewhere, made the prin-
cipal address of the evening.

THE AERONAUTICAL SOCIETY HAS
MANENT ROOMS.

At the Aeronautical Society’s general meeting
held March 23d, a resolution was unanimously
passed renting the rooms on the eighth floor of
the building, 250 West Fifty-fourth street, op-
posite the Automobile Club, beginning May Ist.
The furnishing and lighting and general ar-
rangement of the rooms has been finished and
a library of patent publications, periodicals,
models, photographs and other paraphernalia
will be provided for the benefit of members at
any time they choose to call, whether for loung-
ing or studying.

PEHR-

LECTURES CONTINUE.

EK. W. Marshall, of the American Society of
Mechanical Mngineers, patent expert and attor-
ney, made a most interesting address on ‘“‘Prac-
tical Experiments and Demonstrations with
Gasoline.” The interest was enhanced by the
simple nature of the experiments and the non-
technical language describing them, and was

May, rorr |

particularly instructive in illustrating clearly
the harmlessness as well as dangers in the use
of gasoline. A gasoline can was lit at the open-
ing, showing that there was no danger of ex-
plosion, and upon heating some gasoline in a
test tube it was shown that the fumes are
heavier than air and could be ignited consider-
ably below the opening of the test tube but not
above. Mr. Marshall smoked a cigar and ex-
tinguished it in gasoline, proving that the em-
bers of a cigar are not hot enough to ignite
gasoline, and then he made a carburettor of this
cigar by drawing in from this saturated cigar
and blowing a mixture which ignited over an
alcohol flame. Water is not a proper extin-
guisher for a gasoline fire, because it goes to
the bottom and does not have the effect of
smothering the flames was clearly shown in a
small bowl which was ignited and then water
poured on, which went to the bottom and was
not extinguished until a chemical extinguisher
was poured on, creating fumes that filled the

flame. A paper bag was inflated with a com-
bustible mixture through spraying gasoline

through a perfumery spray nozzle and exploded
by an electric spark while the bag was held in
the hand. Kerosene oil was heated in a test
tube to show that the fumes emanate there-
from were equivalent to the fumes of cold gas-
oline and demonstrating the fundamental dif-
ferences in an oil engine and gasoline motor.
To prove that gasoline without the connection
of air to add oxygen was not in itself inflam-
mable or dangerous, an electric spark plug was
introduced in a glass filled with gasoline and a
continuous series of visible sparks ensued
without any result until the spark plug was
drawn away from the liquid where the oxygen
came in contact, when it was ignited above the
liquid.

On April 13th the general meeting was ad-
dressed by Prof. Dwight Hering, of New York
University, on compressed air, illustrated with
lantern slides. His address was particularly
clear in language and expression, and very in-
structive by pointing out the many different
uses of compressed air, both for static, passive
and dynamic forms.

In its application to aeronautics, Prof. Her-
ing thought there would be many uses, among
others the ability to let out jets of air current
to counteract disturbances on one side of an
aeroplane, and gave illustration of what
amount of air can be confined in a tube and
its weight and length of operation to enable
the members to form their own conclusions
with a view to making experiments.

OVINGTON GIVES FINE TALK.

Earle L. Ovington, who has just returned
from the Bleriot school of aviation at Pau,
France, after having obtained his license, made
some very interesting’ remarks about the con-
ditions in France to-day. Mr. Ovington was
formerly president of the Mederation of Amer-
ican Motor Cyclists, and becoming interested
in aviation through attending the several ex-
hibitions of the Society at Morris Park, and
determined to fly his own machine. With this
purpose in view, went to France and has
brought back with him a Bleriot machine and
a certificate as an acomplished aviator. One
ramarkable comment Mr. Ovington made re-
garding progress in France was that no effort
is being made to obtain automatic stability,
but altogether towards speed or weight carry-
ing capacity, and that the forward attacking

edge of the aeroplanes were getting thicker
and thicker, showing advantageous results in
each instance and proving thereby that there

was a law of currents that we do not fully un-
derstand yet. The latest Bleriot has a wooden
tube structure at the forward edge close to 5 in.

184

AERONAUTICS May, rgrt

30—40 Horse Power

rs Gray Eagle Motor

GUARANTEE
Thrust 210-250 Pounds Workmanship and Material one year
EQUIPMENT

Bosch Magneto, Schebler Carburetor, Oiler Plugs and Wire.

R.O.RUBEL, Jr.& Co. COMPLETE, $485.00

The Aero Supply House of America Circular for Stamp

132 N. 4th Street $1500.00 in Prizes to Aviators who use or fly our Motors
qe

LOUISVILLE, KY.
=
ae oA
a K

ve =
WEIGHT ee ie
6-4 oz. per square A fe a
0 wae

VIN.

A perfect material for covering planes. Is thoroughly water-proofed
STRENGTH \\ on both sides by a rubber-coating. It will not stretch or absorb moisture.
130 Ibs. }

It is at least three times as strong as any other fabric on the market,
er square inch with only a slightly additional weight.
breasts A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. acropLane TIRES IN ALL SIZES.

BRANCHES
Pittsburgh, 505 Liberty Ave. :: 2 Chicago, 1241 Michigan Ave. $ 3 Detroit, 882 Woodward Ave.
PENNSYLVANIA RUBBER CO. OF NEW YORK, New York City, 1741 Broadway

PENNSYLVANIA RUBBER CO. OF CALIFORNIA | pam Francisco, 513 Mission. St.

Aeroplane Cloths

WILSON & SILSBY—YACHT SAIL MAKERS
ROWE’S WHARF, BOSTON, MASS.

We have furnished covers for C. B. Harmon’s Farman biplane, Burgess Co. & Curtis biplanes,
Grahame - White’s special biplanes, and Glenn H. Curtiss

AEROPLANE RADIATORS

IN STOCK OR TO ORDER
EL ARCO RADIATOR CO. PpPAS TE Sits ees

In answering advertisements please mention this magazine,

AERONAUTICS

+4+4+4444

California Aero.

Mfg. & Supply Co.

MOVED TO
781-3 Golden Gate Avenue

2 Floors, 50x120 each

“CAMASCO”

(Trade Mark)
High Grade Aeronautic Materials

We have several slightly used Standard
machines for sale at low figures.

“‘Camasco” Knock Down Planes
from $150.00 up

Curtiss (type) Biplanes $500.00, without
power.

Agents: Elbridge Motors, Requa-Gibson
Propellers, Goodyear Fabrics, Naiad
Cloth, all makes of Aero Tires. Detroit
Motors, El Arco Radiators.

B44 44A4 44 4444444444444 444-444 4

Sb ebetedoodecdefeofoofesfoohoohe foobe rhe cfoofeofoobeoposfeofeheferberh bok

Aeroplane Supplies

FOR ALL TYPES of MACHINES

Bleriot Turnbuckles.......:. .... $ 45
Lock Re-enforced Turnbuckles — .20
Plain oe cs 15
Turnbuckle Wrench............. .10
SOOM MGM Calolerassscasese seca 12.50
14-22-96-30 g, Wire per lb.... 77
9-3-4 Way Terminals each..... .10
WeBoltsnauee es tar oneean sccetne 5110
4"-6" Bed Rail Clamps each... .50 4
Round Post Sockets.............. 30
OvaldRost Socketss-escestes cee eos: .50
Farman Gear complete.................. 75.00

Kyelet Outfit...... $ 1.80
25.00
9.50

Ailerons per pr.....
5 gal. Copper tank
7' Gibson Prac.
Propellers......... 15.00
20x2 Wheels........ 10.00
DOXS Ee as 15.00 |!

Send for a catalogue
of fittings and parts

New York Aeronautical
Supply Co.
50 B’way Dept. 3 New York

SEER PEE EEE EEE EES

ee eee sete ret

May, 19g1T

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Wolverine Aero
$350 ——=

220 lbs. thrust at 1000 rev. guaranteed.
Complete with carbUretor, battery

ignition and laminated spruce mo
: oak propeller

PROPELLERS $25.00

6 and 7 feet, any pitch laminated
Wolverine wire tighteners, aeroplane
hs parts, ete. AE

WOLVERINE AERONAUTIC Co.
Albion :: 3: 3: 3: 3: Mich.
eee bebdebeebdebeeebeeeebebb

i Ali ci ile le a EA I ENE BE
BLE ge

A New Industry

Free Tax Industrial Alcohol

From Corn Stalk and Cobs, Waste Vegetables and
Wood Waste, Shavings and Old Saw Dust are now con-
verted into Industrial Alcohol at 10 Cents per Gallon;
sells for 50 Cents. Unlimited demand in every Village
for Motors, Automobiles, Cooking Stoves, etc. A 5 Gal-
lon Apparatus makes | Gallon per hour; is simpleas a Corn
Mill, almost automatic, inexpensive, pays for itself eve ry
month.
free.

No tax, no licenses, only a permit and that is
Orders come in fast. Write to-day for

Free Banocks Circular No. 2
ADDRESS

THE WOOD WASTE OS TEENIE co: Inc.
Wheeling, W. Va. . U.S. A.

DETROW-ARO-POWER PLANT
COMPLETE Sul ) READY TO RUN

‘\
INCL. PROPELLER-CARBURETOR- BATTERY |GNITION- \
OIL TANK - CABLE - SWITCH - MOUNTING BOLTS

's GUARANTEED. 7

200 LBS MIN STATIONARY THRUST
150 LBS. MAX. WEIGHT(COMPLETE)
36 HOURS DELIVERY

CATALOGUE FREE

MISS-DETROIT
MONOPLANES
PRICE $1500

INCL TUITION AND DEMONSTRATION

DETROIT AROPLANE CO‘

DETROIT MICHIGA\ N \

In answering advertisements please mention this magazine.

AERONAUTICS

in diameter which does not seem to present
any extreme resistance. Some tails of mono-
planes were provided with surfaces of inverse
angle which apparently added about 5 miles to
the speed without any other difference to the
machine.

AHRONAUTICAL SOCIETY BANQUET.

By the time this issue is received, the big
dinner of the Aeronautical Society, at the Hotel
Astor, on April 27, will have been a matter of
history. More than 700 guests are expected
from all parts of the country. Sir Hiram
Maxim, brother of the Society’s President, Hud-
son Maxim, is coming and several foreign clubs
have appointed delegates.

Among the notable guests are:
William H. Taft, Hon. George von
Meyer, Hon. Jacob Dickinson, Hon. William
Randolph Hearst, Hon. Charles D. Walcott,
Prof. Robert Simpson Woodward, Dr. Willis L.
Moore, Dr. John Henry MacKracken, Hon. Ed-
ward B. Moore, Brig.-Gen. James Allen, Hon.
J. S. Martine, President Ackerman, of the Sen-
ate of the State of New Jersey; Hon. John J.
Fitzgerald, Hon. Timothy D. Woodruff, Hon.
John W. Goff, Admiral Fletcher, Rear Admiral
O'Neil, Col. O. B. Mitcham, Capt. Washington
Irving Chambers, Hon. James M. Beck, Dr. W.
Payson Richardson, Gutzon L. M. Borglum,
John Temple Graves, Arthur Brisbane, Glenn
H. Curtiss, J. A. Haskel, Thomas Sopwith and
many others.

There are sixty-two boxes in the big ball
room, and these are not being sold, but are be-
ing apportioned in return for voluntary dona-
tions to create a fund to erect a monument at
Washington, D. C., in memory and honor of
those who have lost their lives in the cause of
aviation. Applications have come in with checks
varying from $50 down to $10.

President
Lengerke

The Aero Club of Cuba, Havana, has affiliated
itself with the Aero Club of America. The list
of officers and members are as follows: Presi-
dent, Regino du Repair de Truffin; Vice-Presi-
dent, Dr. Ricardo Dolz; Secretary, Dr. Manuel
M. Coronado; Vice-Secretary, Evelio Cuervo;
Treasurer, Juan Arguelles; Consulting Engi-
neer, Dionisio Velasco; Directors, Marco A.
Carvajal, Ramon G. Mendoza, Enriqu: Conhill,
Orestes Ferrara.

Among the members are: Elicio Arguelles,
Emilio Alamilla, I. D. Duque Galdos, Joaquin
Gelats, Ernesto P. de la Riva, Ernesto Sarra,
Bienvenido Saavedra, Herman Upmann, Ignacio
Weber, Carlos de Zaldo.

The Aero Club of Tilinois has established per-
manent headquarters at Room 1380, Auditorium
Hotel, Chicago, Ill.

NEW AIR CLUB FORMED TO PROMOTE
AVIATION.
The Aviation Club of Nebraska, which ex-

pects to build, exhibit and operate aeroplanes
in Omaha, has been organized by a number of

Omahans interested in aerial navigation.
Clarence I*. Adams, former sergeant of Fort
Omaha Signal Corps and builder of several

aeroplanes, was elected chief aviator, and J. J.
Deright was chosen business director and man-
ager. The other officers are: Harry Sackett,
assistant chief aviator; Ray L. Whitmore, pres-
ident; Hugo Heyn, vice-president and photogra-
phér; Leonard Sjoberg, recording secretary;

Daniel McCarthy, treasurer; Arthur Frenzer,
correspondent; Louis Wade, assistant corre-
spondent; Fridolf Engstrom, inspector, and
Kenneth Norton, field officer; Carroll Eng-
strome, librarian.

The club now has two aeroplanes and six

gliding machines, which were ready for opera-
tion April 1.

Aero Club of Long Island, incorporated April
22, 1911, with office at Garden City. The club
has leased several hundred acres of land be-

tween Garden City and the Meadow Brook
Club. The directors are: Gage E. Tarbell, head

of a local land company; Philip Wilcox, Fred-
erick J. Dollinger, assistant secretary of the

18

a | May, 1911

National Council: A. J. Moisant, A. E. W. Up-
permann and Albert S. Le Vino, of the Moisant
International Aviators.

The Michigan Agricultural College Aero
Club, East Lansing, Mich., has been organized
among-a number of students of the Engineer-
ing Department. The club has the use of a
glider owned by one of the members and will
probably undertake the construction of a Cur-
tiss-type machine.

The officers are as follows: Ion J. Cortright,
president; H. W. Schneider, vice-president; A.
N. Hall, secretary; A. M. Lynn, treasurer.

The Southwestern Aeronautical Association
has been incorporated under the State laws of
Texas.

It may be well to state that the old Aero
Club of Fort Worth was the father of this
organization. After its failure the Southwest-
ern Aero Club was created, changing into the
Southwestern Aeronautical Association.

HOWARD H. MARTIN,
POF Boxe S2ile

The Aero Club of Pennsylvania held a meet-
ing on April 7. which was addressed by Geo.
H. Cove and W. C. Jennings. Mr. Jennings
showed, among others, a picture of Boston,
taken from a balloon. On the 9th the club
sruprised the veteran balloonist, Samuel A.
King, on the occasion of his 83rd birthday.

Dr. T. Chalmers Fulton, president of the
3en Franklin Aeronautical Society. made the
address presenting the purse of gold to Prof.
and Mrs. King.

Prof. King was born April 9, 1828, in Old
Cohocksink, and in 1851 made his first ascen-
sion in Fairmount Park. Since that time he
has made 458 free ascensions in all parts of
the United States. In a number of races and
distance attempts he has been lost in the
region of the Great Lakes and the forests of
Wisconsin and Canada. In addition to the
many free flights he made and the experiments
he conducted for clubs and societies, he held
a number of important positions with the
United States Government, especially aero-
nautical adviser and balloonist for the Signal
Service.

It is estimated that in his time he has ecar-
ried more than 1,000 persons in free balloons
and thousands in captive ascensions.

The Aero Club of Delaware, Wilmington, has
been incorporated.

The Aero Club of San Jose (Calif.)
formed.

The Milwaukee Aero Club has elected Wm.
G. Bruce president; John H. Kopmeier, vice-
president; A. O. Smith, second vice-president;
Frank A. Cannon, secretary, and Gladstone
Cherry, treasurer.

The Aero Club of Connecticut held its first
annual banquet at the Stratfield Hotel in
Bridgeport, Conn., on April 20. About sixty en-
thusiastic guests were assembled to give prom-
ise of a live organization. Mr. Beers, of New
Haven, told of his flights abroad as a passen-

is being

ger in various aeroplanes. He has ordered a
Wright machine for delivery in May. Other
speakers were: Hiram Percy Maxim, H. A. W.

Wood, Allan A. Ryan, Augustus Post, Captain
Baldwin and Representative Judson. <A. Hol-
land Forbes, the club’s president, presided.

To those who delight in calling attention to
the alleged special dangers of aviation, one
can point out the fact that during 1910 the
gentle art of mountain climbing as practiced
on the Alps caused the death of 128 people.
In 1909 the list totaled 144. In two months
out of the twelve, 45 were killed. The fatali-
ties of aviation totaled in 1910, 27. Unfortu-
nately, no figures are at hand on the number
of people who enjoyed the pleasures of moun-
tain climbing during this period. It is likewise
impossible to arrive at a total of the flights
made, but it is safe to assume that there were
at the close of the vear in all countries in the
neighborhood of 2,000 aeroplanes making short
to long flights.

AERONAUTICS

IN THE AERIAL

NEW EXHIBITS AT “AERONAUTICS.”

There have been recently added to the Per-
manent Exposition at AKRONAUTICS’ office
samples of Wilson & Silsby fabric. These
have attracted considerable attention, and
show already evidence thereof, with sample
pieces cut out here and there by enthusiastic
builders.

WwW. C. Durgan, of 115 Brown St., Syracuse,
N. Y., has installed an exhibit of Curtiss and

Demoiselle laminated ribs. These are exceed-
ingly well made and the makers deserve the

patronage of those who have use for such ribs.

Another exhibit is of “‘Ambroid” glue and
varnish, made by the West Mfg. Co., 350

Broadway, New York.
Rubel Makes Motor.

After nine months of continual hard testing,
the “Gray Eagle’ aeronautical motor has been
placed on the market by R. O. Rubel, Jr., &
Co. of Louisville, Ky.

Many things of interest could be said about
this particular motor. Its strongest points 1o
be considered are the liberal 14 in. of bearings

on the crankshaft and its large concentric
valves.
Unlike most air-cooled motors, the “Gray

Eagle” is capable of continually running with-
out overheating. Although the general design
follows that of successful automobile motors,
it has several features not found on cther
types of aeronautical motors.

It is a four-cylinder, 30-40-horsepower air-
cooled engine of the four-cycle type, having a
bore and stroke of 44%, by 4% in.

The large overhead concentric valves de-
signed and patented by R. M. Roof, M. E., are
somewhat similar to the well-known air-cooled
Franklin automobile motor.

“Gray Eagle’ Air Cooled Motor,

Much of its success is attributed to these
concentric valves, which are in size nearly as
large as the bore of the motor. This facili-
tates cooling and inereases the actual horse-
power. The intake valves are made of nickel
steel, with electric-welded valve stems, and
the exhaust valves are made of a special cast
semi-steel.

The cylinders are machined on the inside
and outside from a solid 380 per cent carbon
ingot. Each cylinder casting weighs 55 pounds
and is carefully machined to a net weight of
less than 11 pounds. Turning each cylinder
from a solid cast ingot of steel insures an
even radiation of heat and cylinder walls of
uniform thickness. This is the method of
manufacture that the celebrated Gnome air-
cooled motor follows.

The crankease consists of two aluminum
alloy castings with under-pan, which is easily
removed, allowing a rapid examination of
bearings or adjustment.

May, 191t

Mi AVROKE T° Pearce

The four-throw chrome nickel-steel crank-
shaft runs in five large bearings. These bear-
ings are made of a high-speed nickel alloy,

measuring 14 in. in length.

The “Gray Eagle’ motor is equipped with
Bosch high-tension magneto, Schebler car-

buretor, force-feed oiler, Bosch plugs, terminal
and oil tank.

The makers expect to build not less than
75 of these motors during this year, and have
reduced the cost of manufacturing to such an

extent that the complete motor with equip-
ment will be sold at $485.
A thrust of 210 pounds to 250 pounds is

guaranteed with an expanding pitch propeller
and the motor is fully guaranteed for one year.

Although the weight of the radiator, water
and pump are eliminated, the ‘Gray Eagle”
motor was designed for hard use and abuse
such as they are likely to receive in the hands
of amateur aviators, and their net weight of
178 pounds compares well with any motors of
the same horsepower. At the present time all
of the endurance records are held with air-
cooled motoss.

By using an air-cooled motor, the incon-
venience and weight of water, besides the re-
duction head resistance, makes it a desirable
featur.

School for San Francisco.

The California Aero Manufacturing and Sup-
ply Co. of San Francisco have moved to new
and larger quarters at 781-3 Golden Gate Ave.,
where they now have two floors, 50 by 120
each, and will be fully equipped to handle and
build machines of any design. <A large ma-
chine shop, forges, etec., have been installed,
and preparations are being made to install an
aero school in conjunction with an automo-
bile school. The course will consist of train-
ing in the construction of gliders and ordinary
types of machines, such as the Curtiss and
Bleriot and actual flying practice on grounds
which they are now negotiating for.

S. Doi, a Japanese of San Francisco, is
constructing a biplane of original design. He
is using “‘Camasco’’ material throughout. A
description of his machine will shortly appear
in AERONAUTICS.

John W. Hamilton of San Francisce is build-
ing a Bleriot No. 11 monoplane, which is re-
markable for its fidelity to the original. It is
neat and well made. He will use a 40-60
Elbridge Aero Special.

Cc. E. Fredrickson of San Francisco is build-
ing a biplane on original lines. He will use a
two-cycle motor of his own design.

The California Aero Manufacturing and Sup-
ply Co. reports the sale of two 1911 Aero Spe-
cial Elbridge engines, one to John W. Ham-
ilton and one to the Diamond Aeroplane Co.
Both orders were taken inside of a week. They
also report the sale of two Detroit aero motors.
The demand is good for standard materials,

such as Requa-Gibson propellers, Goodyear
tires and cloth, stranded aero cable, which

they carry in stock.

Wolverine Two-Cylinder Motor.
The Wolverine two-cylinder opposed air-
cooled aero motor was recently placed on the

market by the Wolverine Aeronautic Co. of

Albion, Mich.

The design is extremely simple, and, hav-
ing only two cylinders, makes it possible to

produce a light-weight motor which is at once
economical in fuel consumption, strong, pow-
erful and can be relied on to deliver its full
rated power continuously.

The bore is 5% in., stroke 5 in, horsepower
25 to 30, depending on the speed; weight 138
pounds.

The motor sells complete with battery ig-
nition, Schebler carburetor, a 7-ft. spruce and

=6

AERONAUTICS May, rors
ee — JOO EC OE

Aeroplane Supplies

REGULAR TURNBUCKLES

10 and 12 cents

Have You a New Idea

Experimental

Machines

Designed and Built by Practical Men
cAny Standard Type
Built to Order

cAgents for Roberts
Aero Motor

WEEKS BROTHERS
Biimneolassia clas) x 57 NvY:.

E. J. W. LOCKTURN BUCKLE

17 and 20 cents

BLERIOT TYPE TURNBUCKLE

25 to 35 cents

Ribs, Struts, Ailerons, Running Gears, Front and
Rear Controls, Complete Forks, Wheels, Tires, ete.

All included in our

NEW. CATALOGUE
WORKING DRAWINGS
of

Curtiss, Farmanand Bleriot
Machines
Mailed free on request

E. J. WILLIS CO.
85 Chambers Street - 67 Reade Street
Telephone Worth 3624 New York City
Me III IIA IH III III KI IAA A II IH ot

LEE EEE EEE EEE EEE EE EEE EEL EEE EEE EE EEE EEE LEE PEE EE EEE EEE EE EE EEE TE

AIRSHIP PARTS, WELDED or BRAZED

Let us make your running gears or any
metal parts to be brazed or welded
ESTIMATES FURNISHED
We make turnbuckles. Send 25 cents for sample.

SOOO OOOO OOOO IO OY
JOO GOOG OUR UU UU OULU OOOO OOOO UO LOL EC a aE

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NATIONAL WELDING & MFG. CO.

Welders and Braziers of all kinds of Metals

527 W. JACKSON BLVD. Telephone Harrison 1889 CHICAGO, ILL.
F he Dpofpofe feof ofecfe oko fo ofo feof ole fo chong nfo fe ofe fo nfo fe of ofe eGo ofe ese nfo ofa ofoofo nfo oho fe oho fe oho fo oho ofa nfo ohn oho oho oe ofs oe ofe ofa oho ofe of ofs oho ofe fe ofe feof:

bob bebe bebo boob bbe bbs

Wh elorfofecdeofortoofoefecfoo]eete

WOCQOD for AEROPLANES

We manufacture RIBS, SKIDS, PROPELLERS, HOLLOW WING BARS, Etc.
Our equipment is perfect and we are prepared to execute any special work.

me ce eres eee
oon Embossed Mldg. Co., °°? °Gucaco mL

Sine answering adz ertise ments please mention this magazine.

AERONAUTICS May, ro1r

ROPELLER
For All Aerial Craft

WRITE US FOR PRICES, STATING JUST WHAT YOU REQUIRE

F.T. SANDFORD Se COMPANY

44-46-48 West 43rd Street. - - - - NEW YORK

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size—Any speed
Reliable, conclusive and _ confidential
reports. .

JOSEPH TRACY ©

Consulting Engineer

116 West 39th St.

New York

-

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The “Aviator” Leather Cap:

DESIGNED BY

Aviator Bernard Levey

Specially made for

= Aviators and Automobilists

BEFORE IN FLIGHT AFTER yyy ater proof. sdietenrone
Send on Receipt of and comfortable in any
$4.00, EXPRESS COLLECT weather

Aviation F ield Co., Bernard ao Mer.
Cap Dept., Clason Point, New York

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| Geode ooferfocfeofecfocfocfoofoofecfoofoofecferpeafoes fecha ofeofe ofoofe oho of ofoohe che ofooge ofe oho hohe oho oeefoobeofoofecde forks

In answering advertisements please mention this magazine,

AERONAUTICS

Wolverine Turnbuckle and Tool.

oak laminated propeller, for $350, guaranteed
to deliver 220 pounds thrust at 1,909 r. p. m.
Bosch magneto, $50 extra.

The company also manufactures propellers
and aeroplane parts, both wood and metal.
One is a special wire tightener and tool for
applying same, which does away with turn-
buckles and enables the wires to be quickly
connected or disconnected or tightened as much

as desired. The tool sells for $3 and the
tighteners 8 cents each.
They make propellers from several kinds

of wood and sell for different prices, the high-
est being spruce and mahogany, laminated and
highly finished with. rubbing varnish, 6 and
7 ft., any pitch, $40. The lowest-priced is
made from oak and white wood, finished with
shellae, 6 and 7 ft., any pitch, $25.

All propeliers are formed on a machine from
accurate master propellers, so the lowest-priced
are just as accurate, efficient and strong ss the
highest-priced.

Aeroplanes, any type, designed and built to
erder.

Dean Six-Hour Test.

Lieut. John Rodgers of the United States
navy was present at the factory of the Dean
Manufacturing Co. April 9 to witness a six-
hour endurance test of a four-cylinder 4%, hy
44% Fox De Luxe aero motor, 60 horsepower.
The motor was started at 10 a. m. and shut
down by Lieutenant Rodgers, who wrote as
follows:

May, rorr

“At 4.06 p. m. I shut down the Fox De
Luxe four-cylinder motor (aero, 60-80 horse-
power, No. 3645), after witnessing a six-hour
run, during which time the engine ran at a
speed of between 1,200 and 1,300 r. p. m. At
the end of the run the motor was cool, in
good condition and ready to start up again.”

Following this test a special half-hour run
was made at 1,450 revolutions to give the exact
gasoline consumption at this speed.

Fully 100 people witnessed the test,
there were 18 present at the starting.

A full account of this test will be sent by
the manufacturer upon application to parties
who are interested in aero motors by writing
to the Dean Manufacturing Co., Newport, Ky.,
who manufacture a line of 22 sizes of marine
ana aero motors.

The aeronautical booking office and exchange
for new and unused aeroplanes and supplies,
is the latest development. The Aero Clearing
House of 299 Broadway, New York, has for
some time been working up a booking business,
and they state now that they are booking the
Rex Smith, the Kirkham-Eells, the Thomas
aeroplanes and Ladis Lewkowicz, the Russian
aviator.

These men are being placed on a no-flight-
no-pay basis; the local people are required to
put up a cash guarantee sufficient to cover
expenses, and in case bad weather prevents
flights during the week, a bonus of about one-
half the guaranteed money; then the flights are
charged for by the day, gradually growing
less, in proportion to the length of the en-
gagement. The men are being placed at prices
from $1,500 to $3,000 for the week.

Two or three good aeroplanes are for sale,
both foreign-made Bleriot and American-made
biplane types. There are many demands for
motors, but only a few write that they have
motors for sale.

The concern states:

“We have just completed arrangements with
the United Fairs Co., the fair department of
the United Booking Offices of America, by
which we furnish them all the aeroplanes they
use for their exhibition work this year and in
return by which we give them exclusive rights
on all the fair territory east of Cincinnati.

“There are a number of Western dates com-
ing in, and we are now negotiating with some
Western aviators to take care of that terri-
tory, so as to prevent any long jumps for our
eastern men.”

and

The Goff Aeroplane Co. of Chicago have
been appointed Western agents for the Rinek

Aero Mfg. Cos makers of the Rinek
engines.
A branch office of the Goff Aeroplane Co.

has been opened in Milwaukee at 558 Jeffer-
son St. in the Studio Building. Mr. A. Gunde-
lach has been appointed manager.

The new catalogue of the Goff Aeroplane
Co.,. 219 S. Dearborn St., Chicago, Ill., is sur-
prising as showing the extent to which the
model-making business has reached. Every-
thing necessary for building of models is
listed. In addition, this concern has models
ready built at but 30 cents each, postpaid.

New Wolverine Engine

187

AERONAUT:CS

Carl Chapmun of the Kalamazoo. Aeroplane
Co. has a new monoplane ready for the field.
He has installed one of the 1911 models El-
bridge Aero Special engines.

Five machines have flown at Mineola so far
this year, and three of them were equipped
with Elbridge “Featherweight” engines. The
engines were 1910 models in use for a year or
more, but all gave good results.

With more than 300 machines building in
the vicinity, Philadelphia promises to have en
active season in aviation. Carman & Bowes,
Bourse Building, the Philadelphia representa-
tives of the Elbridge Engine Co., report a num-

ber of orders and much interest in the new
“Aero Specials.” : : F
J. N. Sparling of the Sparling aviators, East

St. Louis, bought his third Elbridge engine a
few weeks ago and has already orders: a
fourth.

Acting on the advice of J. J. Frisbie, Lieut.
A. F. W. McManus of San Antonio will install
a more powerful motor in his monoplane. He
has ordered an Elbridge 40-60.

Tom Gunn, said to be a representative of the
Chinese navy, has arrived in New York from
Oakland, Cal., to take up some work at the
Aeronautic School of Engineers, 312 W. 52d
St., New York.

The school
genus Curtiss.

has built three machines now,
Both, equipped with Elbridge

engines, will be at Mineola before the 1st of
May. One is a two-man machine. The chassis

of an electric automobile has been used a= a
running gear for one machine, which wiit be
employed as a “‘grass-cutter,” in which the
students will run over the ground, learn the
sensations of bumping along the handling of
the engine, ete.

Arthur Maynard, a student from Holyoke,
Mass., has completed a course and has taken

to his home town a Curtiss
which he built at the school.
are being built and
two-evlinder 1911

type machine,
Two Demoiselles
a Detroit Aeroplane Co.
motor is on hand for in-
stallation in one of these. A contract has
been made with the Goodyear and El Arco
radiator people to use their material as stand-
ard equipment. The school is now controlled
by Frank Iitz Simons, Frank J. C. Ferris and
Henry J. Winter.

Andy Brott, the Denver aero engine builder,
has already shipped one of his engines to Teo-
ledo, O. (eight cylinder), and is just com-
pleting his second (four cylinder), which is to
go to Seattle, Wash. His motors are water-
cooled, V type, and seem to give results. Mr.
Brott will not say to whom the motors are
shipped.

The Walters engine, which is buiit py Guy
& Walters of Denver, is to be tried cut on
Mathewson ‘plane No. 2 in competition with
the Elbridge. As yet he will give out no
details. E. Linn Mathewson, financier of the
Mathewson Aeroplane Co., who reported he was

to open an aero school, may not do this. Mr.
Mathewson does not know whether he can
spare his aviator, George Thompson, and

helper,

George Van Arsdale, for this kind of
work.

He will decide this very shortly.
ROBE ERD AL =D ONATED SON:

Glenn Curtiss

has now taken up Goodyear
fabric, the Army machine using the number
seven. The detachable tires made by the Good-
vear Company are being used by Curtiss,

Walker and Robinson.

Chicago Aeroplane

2 Cottage Grove Ave.,
large number of students
tical course in actual
planes. A 28-ft.

Manufacturing Co.,
Chieago, Ill., has a
taking their prac-
construction of aero-
Curtiss type machine has
been completed, to be equipped with a Boule-
vard motor, and another is being started.
Hight are expected to be finished this summer.
The students have outdoor work and learn to
fly. A correspondence course is also conducted
weer the charge of We J. Jackman, A.’ B:;

The
2999

May, rgit

The opening of spring has brought a great
impetus to aviation—both manufacture and ex-
hibition. Ample evidence of this is furnished
by the Glenn H. Curtiss offices in this city,
where increased space has been taken to accom-
modate the growth of business. Twice within
the year the Curtiss offices at 17387 Broadway
have been moved into larger quarters in the
same building.

Jerome Fanciulli, general manager of both
the Curtiss Aeroplane Company and the Curtiss
Exhibition Company, announces that the Ex-
hibition Company has already made contracts
for exhibitions aggregating $200,000, covering
the period from April to October. The pros-
pects for sales of aeroplanes are also very
bright, and Mr. Fanciulli reports a number in
hand for May and June delivery.

“There is great interest in
spring,’ said Mr. Fanciulli, “and this year
promises big business. Aside from our exten-
sive bookings for the Summer and fall through-
out the country for our eight aviators, there
are many inquiries from those desiring to pur-
chase aeroplanes. This is proof that the won-
derful strides in flying by aviators is fast con-
vincing the public that the aeroplane is no
longer a toy, but a practicable machine, safe
and serviceable. I believe we are just on the
eve of great activity, such as now exists in
France, and that the coming summer will wit-
ness some wonderful performances in flying.

“Mr. Curtiss has just returned from San
Diego, Cal., where he carried on his experi-
ments and the training of five military officers
during the winter, and is now at his factory
at Hammondsport, N. Y. He will devote him-
self entirely to experimental work, with an oc-
casional -exhibition flight in his new hydro-
aeroplane. This machine will prove to be the
biggest development in aviation in recent years.
It will be a great thing for beginners, as it re-
duces the danger of accidents and enhances
the pleasure of flying by making lakes and
rivers available for aviation fields.”

Mr. Fanciulli has been with Mr. Curtiss ever
since the Hammondsport manufacturer re-
turned from Rheims, France, where he won the
first international cup for America. Before en-
tering the business side of aviation, Mr. Fan-
ciulli was one of the star men for the Asso-
ciated Press at Washington, being attached to
the Capitol staff, where his work in reporting
the proceedings of the House gave him a wide
acquaintance with the public men of the coun-
try.

He brought great energy and executive abil-
ity into the aviation business, and has been

aviation this

most active in keeping Mr. Curtiss and the
Curtiss aeroplane before the people of the
United States. Through his personal efforts

and under his management, the first aviation
meet in New York to prove financially success-
ful was pulled off under the Curtiss auspices
at Sheepshead Bay last summer, and his ex-
ploitation of the Curtiss machine, with the re-
sultant sale to the Government and the excel-
lent reputation of the Curtiss flyers, is evi-
dence of the value of good advertising and pub-
licity.

The executive staff of the Curtiss Exhibition
Company in this city numbers eleven persons,
and those of the Aeroplane Company five. In-
cluded among the former are Mr. E. D. Moore,
formerly night manager of the Associated
Press in New York, who is in charge of the
publicity work; Thomas T. Tuttle, a _ well-
known young newspaper man; A. L. S. Me-
Curdy, brother of the noted aviator, road man-

ager, and J. K. Lockwood as Mr. IFanciulli’s
secretary.
Among the noted aviators on the Curtiss

staff are Eugene Ely, J. A. D. :
Ward, Lincoln Beachey, H. A. Robinson, C. C.
Witmer and R. C. St. Henry. The last two are
new men, but as they were thoroughly trained
by Mr. Curtiss himself at San Diego, they are
expert flyers.

McCurdy, J. J

188

AERONAUTICS

een ert > A I E N ' S PPE beh ebb eye

20 Years Experience

PH Fo oheofeofo oho ojo fe fe cfoofecfe ofoofecks

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK,

913 F STREET, WASHINGTON, D.C.
| HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

May,-toii

Cy

SPECIAL ATTENTION TO AERIAL
NAVIGATION

PATENT ATTORNEY

256 BROADWAY, NEW YORK CITY

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ABLE IDEAS WANTED

Manufacturers are writing me for
patents obtained through me.
Send for 72-page guide book; list
of 200 inventions wanted. Free
upon request. My clients’ patents
sold free. Personal services.

Aeronautical expert.

RICHARD B. OWEN, Dept. 5, Washington, D.C.
Safety Aviation Motor

PRIMARY AND SECONDARY ENGINE
One for Working, other for Reserve

U. S. Patent issued
Partner wanted for Foreign Patent Rights. Liberal Interest.
Write promptly for Particulars

F. G. DIETERICH, *%,0-.Box 2408; St=G-

WASHINGTON, D. C.

Patent Secured Quickly

or ALL your money back—think of it, Every Cent
returned. No others give this absolute guarantee; 30

years experience has taught me how.
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Fee $25; total cost of patent $65.

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ists in Aeronautics.
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PaTENT LAWYERS

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PATENTS

Cc. L. PARKER

Late Examiner U. S. Patent Office
Attorney-at-Law and Solicitor of Patents
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with special regard to the complete legal protection of
the invention. H:ndbook for inventors sent upon request

30 McGill Bldg. WASHINGTON, D. C

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a specialty. Free
opinion as to patentability of invention.

JOHN O. SEIFERT, solicitor of

American and Foreign Patents, Designs and Trade- Marks

500 Fifth Avenue - - New York City

Patents control the Automobile.

of successful patents, mailed free.

eT niriee A SPECIALTY

LT
Improvements in Aerostructures should be protected without delay.
experimenting, and your discoveries may be made and patented by others.

unimportant point to-day, may control the Aeroplane
Do not give your ideas away ; protect them with solid patents.

We render an opinion as to the patentability of any invention without charge.

sketch and desc ription, photographs ora model for immediate report.
Vooklets giving full information in Patent Matters, a list of needed inventions and a history

Write for them.

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Thousands are
A seemingly
and Dirigible in the future as the Selden

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1247 F Street, Washington, D.C.

7
a, ,
~

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RACING MODEL

vice and book sent free.

GEO. C. SHOEMAKER, Patent Atty., 929 F St.,
CLARKE’S FLYERS— Best and Go Furthest

Latter has flown 600 ft.
D, 1-0z., RECORD OVER 900 FT.,

Send for Big Catalogue Models and Supplies
T. W. K. CLARKE & CO., High St.,

PATENT YOUR IDEAS =

TERMS LOW.
Washington, D. C.

37 cts. to $5.28, postpaid.
$1.08 POSTPAID.

Kingston-on-Thames, England

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AERONAUTICS

special list of prizes offered for Aeroplanes.
q patents in Airships, 10 cents each.

Main Offices -

robe FerfooGoofocfooge ofocfe coche oho che ofo nfo cfooferforderde

PATENT

PROPELLERS FOR MODELS: lish smooth, aluminum

’ blades; variable pitch, steel
shaft accurately and securely attached; 35g in. 15c., 5 in. 20c.,
6 in. 25c., 8 in. 35c., 10 in. 50c. Post-paid. Low quantity prices.
Jersey Skeeter Aeroplanes 25c,Flying Squirrel Aeroplanes lic.

LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York

== Fon, sale ==
At Bargain Price Absolutely New
30 Ft.

Gurtiss-Farman Biplane

complete with
Radiators, Propellers, Tanks, etc.

all except engine.
Can be seen any time. Also A-1 tent

Curtiss, c. 0. Aeronautics
9 PRESERVATIVE
WRINKLE’S patton VARNISH

An Elastic Non-Porous Varnish for Silk, Linen,

Muslin and other Fabrics used in manufacturing of

BALLOONS, DIRIGIBLES, AEROPLANES, TENTS, etc.
More Balloon Varnish sold than all other Manufacturers combined.
Sample Can Free.

WRINKLE PAINT MFG. CO., COLUMBUS, OHIO

FOR OO

Chicago Aero Works

H. S. RENTON, Prop.

AEROPLANES

Accessories Motors Parts
Hardware Propellers Wheels
also Models and Models Stock

Aviators Taught Flights Furnished

Established 1909
First in Chicago and the Middle West

164 U Wabasht Avene mnClicne anil

RRR POR OOOO OOO

JOO OR
OOOO OE

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department. Copies of
Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

724-726 NINTH ST.,N.W. =

May, I91T

“+P AT ENT S stcureo on Fee Revurnep

Send sketch or model for FREE Search of Patent Office records.
and What to Invent with valuable List of Inventions Wanted sent Free.

Write for our Guide Books
Send for our

WASHINGTON, D. C.

fe fo ofe ofonfoofe ogo ofeofeofe ego ofe feof efoofooge

Popep oof ofoofecseofeofoofoofe nfo ofeofeofe of ofeofeofoofe nfo ofofecfoofeofeogeofeege ofe eho ofecfo fe che fe ofe che ofe oho oho fe foo oho ofe oho oho oho fe ofe oo ofo clonhe donde Ff ofe

| St

SANTOS DUMONT TYPE

AEROPLANES, IMPROVED
—— $1000.00 ——

Write for prices of material for Bleriot
and Curtiss-type aeroplanes.

Get our prices on complete machines,
Turnbuckles, ‘“U” bolts, Sockets, Wheels,
Steering gear, Landing gear, made in our
own factory.

Craftsman perfect propellers, $40.00.
Oval seamless steel tubing, 25c. per foot.

M, STUPAR, °°22.ERE AVENUE

CHICAGO, ILL.

E.B.Heath Aerial Vehicle Co.
Makers of AIRCRAFT

Everything for

Laminated spruce and mahogany propellers any size, any pitch im-
mediate delivery; $6 per ft.
Aeroplane hardware Aeroplane woodware

3403 Southport, Chicago

Send Six Cents in stamps for illustrated catalogue

‘ ‘
i ‘
i ’
’ '
\ = ‘
X THE MASTER MAGNETO--F. & S. BEARINGS ‘
‘ ll BOWDEN WIRE. J.S. BRETZ CO. (iil ‘|
’ 250 West 54th St. Phone, Columbus 8758 ‘
ee eal
’ \
’ '
’ '
'

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AERONAUTICS .

The Arbogast Aero Co., a $10,000) corpora-

tion of Anderson, Ind., purchased a_ 30-ft.
“Gray Eagle” biplane of O. Rubel, Jr., &
Co. of Louisville, Ky. They will use it for

exhibition purposes throughout the states of
Indiana and Ohio and have contracts for 40
engagements.

This is the fourth aeroplane sold by the
Rubel company this year, and prospects look
good for the sale of at least 20 more before
the season closes.

Co., 1200
been or-

The Ideal Aeroplane and Supply
Bedford Ave., Brooklyn, N. Y., has
ganized by H. Rosenstein.

AERONAUTICS has received a letter from
one of the purchasers of ribs from W. C.
Durgan of 115 Brown St., Syracuse, N. Y.,
commenting most favorably on the workman-
ship. It is a pleasure to read letters compli-
mentary of the product of our advertisers.

“AERONAUTICS”

WANTED—To interest someone financially
in a new principle of flight embodying revolu-
ble beating wings, means of supplying air be-
neath them and other salient features. Can’t
capsize. Will fly straight up, back or forth at
will of operator. Good results from principle
under test. Address H., care AHFRONAUT-
res:

FOR SALE—40 to 60 H. P. Elbridge 1911
Aero-Special engine, complete with Bosch
magneto and G. & A. carburetor. Brand new,
in perfect condition, has never been used.

Also 12-gallon gasoline tank, El Arco radi-
ator, 1 Requa-Gibson propeller, 1 Paragon pro-
peller and Requa-Gibson propeller flange.

Complete plant cost over $1,600. Will sell
for cash for $1 350.

Immediate delivery.

M. F. H. GOUVERNEUR,
Wilmington, N. C.

$1,000,000 NOT WANTED, but a party with
a few hundred dollars to invest in good-paying
proposition. Read A. O. Paulson’s adv. op-
posite page 193.

MAN OF ABILITY, now taking course in
practical flight, desires offer for subsequent
engagement, preferably on shares. Specialty,
cross country and long distance. Address A.
R., care AEFRONAUTICS.

GREAT SACRIFICE.

32-ft. Curtiss type biplane, with or without
motor; duplicate parts and material enough to
build another plane, ribs, tires, wheels, spruce
lumber, ete.: shipping boxes; with or without
30 by 60-ft. tent. A complete outfit ready for
the road. Stored in New York. Flew at Min-
eola last fall. Owners in business in South-
ern Florida have no time or place to _ use.
“Opportunity,” box 79, 1570 Broadway, New
York City.

AVIATOR, INVENTOR, DESIGNER AND
BUILDER OF THE FIRST AMBERICAN
MONOPLANE TO FLY, HAVING AERO-
PLANES AND MANUFACTURING, HOUS-
ING AND FLYING FACILITIES, SUITABLE
FOR ELYING SCHOOL, EXHIBITION OR
MANUFACTURING PURPOSES, OFFERS
SPLENDID OPPORTUNITY TO PARTY DE-
SIRING TO JOIN AS PARTNER OR SHARE-
HOLDER. ADDRESS INVENTOR, CARE OF
AERONAUTICS.

189

May, ro1r

Ribs made by Durgan are all laminated, sev-
eral times as strong as all spruce, and every
rib is weighed, so that all ribs are of exactly
the same weight.

These recent foreign records establish the
fact that the Bosch-equipped motors have won
every existing record of the aeronautical
world, or to .be more. specific, the Bosch-
equipped aeroplanes hold the following records:

Speed records in a closed circuit, either for
distance in a given time, or vice versa; aviator
alone, or with passengers.

The greatest speed obtained irrespective of
circuit; aviator alone, aviator with 2 passen-
gers, and aviator with 4 passengers.

The greatest duration of flight; aviator alone,
aviator with 1 passenger, and aviator with 2
passengers.

The greatest altitude;
aviator with 1 passenger.

The greatest weight or
gers.

The greatest cross-country distances covered
in one continued flight.

aviator alone, and

number of passen-

EXCHANGE COLUMNS

PATTERNS AND CASTINGS for aeroplanes.
Send sketch for estimate. “Mail Order” Garage,

Fox St., Bridgeport, Conn.

VOISIN TYPE biplane, entirely of steel
tubing, same as the standard Voisin sold in
France to-day. With or without power plant.

Address Manufacturer, care AERONAUTICS.

EQUILIBRIST, SLACK WIRE WALKER,
well educated, good business training in office,
experienced in shop work, four seasons operat-
ing own automobiles, wishes to associate with
manufacturer to give flying exhibitions, train
others and prosecute business generally. Ex-
cellent reputation. Address “Equilibrist,”’ care
“AHRONAUTICS.”

FOR SALE—50-horsepower “HF,” or Harri-
man, aviation engine, new $700. This is the
same size engine that the Harriman Motor
Works are charging $1,675 for. Address~- Box
3, Girard, Kan.

LEARN AT HOME, in a few evenings, how
to construct, operate and repair Flying Ma-
chines, Commercial Trucks, Automobiles, Mo-
torcycles, Motor Boats, Gasoline Engines,
Electric Motors. Big demand, with good pay
for competent men. Thousands of positions
open. Let us help you in place and pay.
A postal card will do. Address EXTENSION
DEPARTMENT, The Charles C. Thompson Co.,
549 Wabash Avenue, Chicago.

SITUATION WANTED—Active and clean-
cut young man, ex-observer of U. S. Weather
Bureau and Meteorological expert, desires af-
filiations with aeroplane manufacturing com-
7, with object of being instructed in prac-

flying, for which tuition will be paid.
Proficiency acquired, position of demonstrator
and salesman for company would be expected.
A-1 references given and required. Address,
Harry T. Johnson, 1213 Emerald Ave., Chicago
Heights, Ill.

“AERONAUTICS’—COMPLETE
NUMBERS WANTED, Srare Price,
7321 Bond Avenue, Chicago, III.

FILES OR BACK
J. S. STEPHENS,

AERONAUTICS May, rgtt

UNITEDsSTATES PATENT ABSTRAGIES®

H. L., A. E. & H. 0. SHORT.
WHEELED CARRIAGE FOR FLYING MACHINES,

SG.

SPUT PN 2p 984,497.

Albert H. Friedel, 984,270. Filed June 23, ible plane surface, cellular system attached,
1909. “Patent covers a flexible leading edge. bracing, etc.
lorward of the usual front lateral beam open R. W. Stewart, Oakland, Cal., 984,311, Feb.
aeroplane. Introduces a rotating combination 14, 1911. Wiled eb. 15, 1910. “ABRIAL MA-
horizontal and vertical wing tips or extensions CHINE. Claims cover combination of a series
to wings for increasing or diminishin~ the lift of following, laterally offset integral sections
of either side, thus affording a means of se- arranged in echelon formation; propeller be-

curing later equilibrium. These produce a tween rear following sections; balancing
downward pressure at one side of the snero- planes adjacent to the lateral sections, tail
plane and an upward one on the other. planes and rudders.

Henri Peuvot, Paris, France, 984,295, Feb. 14, Horace L. Short, Albert E. Short and Hugh
1911. Filed June 14, 1909. “KIT.” rlex- O. Short, Battersea Park, London, England,

190

AERONAUTICS

Kirkham Motor

KIRKHAM AERONAUTICAL MOTOR

cut will reveal some of the
features that make the KIRKHAM
MOTOR the most RELIABLE medium
weight motor on the American
Market.

Note the symmetry of design

and the sturdy construction,
which in connection with the high
class material and workmanship
employed and the Motor Know-
ledge that the Designer has put
into this motor, makes it The
Motor YOU ought to have in your
plane if you want RESULTS.

Better Get Literature and Prices

Charles B. Kirkham

MANUFACTURER

BATH - :: : 3 NEW YORK

q A careful study of the above

May, Torr

wie

Troubles
Eliminated

by the use of the

G&A

Adjustmentless
CARBURETOR

Special Aeroplane Type
Practically all Aviation Records
are held by the

E Adjustmentless 6 & A Carburetor

All climatie conditions taken care of with-
f out the use of any springs or any adjustments.

Send for booklet on carburetion and
Special Offer to Aviators

G. & A. Carburetor Co.

pS West 49th St. New York J

IMMS

MAGNETOS

FOR AERO ENGINES

THE SIMMS MAGNETO CO.

NEW YORK CITY
New York

1780 BROADWAY

London

WHEELS

Stock Sizes Prompt Deliveries

16 x 142 in. Monoplane Tail Wheel. Weight 3 lbs.
20 x2 in. Curtiss Type. Weight 7 lbs. Rims, either
wood or steel
20 x 242 in. Wheels for Single Tube Tire.
20 x 3 in. “ “ « “s “
20 x 4 in.
24x 3 in.
HUBS Furnished 4 x 5x 5'2 or 6inches wide. Fitted
with Plain or Knock Out Axle or Bronze Bushed to fit
lin. Axle. Other Sizes to Order.
FARMAN TYPE RUNNING GEAR
14-INCH STEERING WHEEL
Don’t Fail to Get Our Prices

J. A.Weaver, Jr., Mfr. i2 sees NY

Paris

Z Clincher Tire.
‘ ae ‘

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AERONAUTICS May, rorr

JUST PUBLISHED
NEW CATALOGUE OF

Aeronautical Supplies

Contains more than 150 illustrations of complete Aeroplanes, Motors, Propellers and Fittings

PROMPT SHIPMENTS AND LOW PRICES

$1500. 00 IN PRIZES TO AVIATORS WHO PURCHASE MOTORS OF US.

Enclose 8 cents in stamps

R. O. RUBEL, “i & CO., 133 N. 4th St., LOUISVILLE, KY., U.S. A.

HE AERO SUPPLY HOUSE. OF AMERICA

Write for interesting circular describing
these efficient propellers.

SOLD ON A BROAD GUARANTEE

The ‘‘ EXPANDING PITCH ”’ , Propeller. Guaranteed to deliver a thrust of 6.25 to 9.25

pounds per actual horse power at 1200 R. P. M.

R. O. RUBEL, JR. & CO., - (133 N. 4th Street) - LOUISVILLE, KY.

THE AERO SUPPLY HOUSE OF AMERICA.

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THE LEIGHTON MOTOR

Designed by H. J. Leighton, of Syracuse, N. Y.

Is sold subject to Dynamometer Test of The Automobile
Club of America—We guarantee 40 Horse Power
4 Cyl., 5x5, 2 Cycle, Back Fiting Eliminated

MOTORS ENGINEERING AND SALES CO.

250 WEST 54th STREET, NEW YORK
BEEP EE rete eet Cet et ee ee

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ie answering advertisements please mention this magazine.

AERONAUTICS

984,270.

A. H. FRIEDEL.
FLYING MACHINE,

984,497, Feb. 14, 1911. Filed July 28, 1910.
“WHEELED CARRIAGE FOR FLYING MA-
CHINES.” Claims cover the combination with
paralelly arranged skids [1, 2] extending longi-
tudinally, and framework connecting same to
flying machine; tubular axle 6, extending trans-
versely over and laterally beyond said skids,
means for resiliently connecting axles to upper
surfaces of skids and permit upward motion
of axle 7, wheels carried and freely revoluble
and capable of endway motion, locating of one
wheel adjacent to the inner face of each skid,
means for resiliently limiting the endway mo-
tion of each wheel upon axle, a vertically ex-
tending strut 10 adjacent to each wheel, means
for connecting the lower enus of axle struts
to axle, a collar 9, fixed on the axle adjacent
to each wheel, means for connecting the lower
ends of axle struts to axle or to collars, a tie
11 connecting upper ends of axle struts and
extending to and connected with outer ends
of axle, means 12 for tensioning same, rear-
wardly extending struts 18 connecting flexibly
or otherwise the upper ends of axle struts
to the rearward framework of skids to mains
tain axle struts approximately vertical, means
for flexibly connecting the forward ends of
upper struts to the upper end of axle struts
[Fig. 4] and for connecting the rearward ends
of said upper struts flexibly to skid. Frame-
work [Fig. 5] and stays 14-15 connected to
axle and extending and connected to the for-
ward portion of skids to support axle against
rearward motion; rigid stay flexibly connected
to and extending diagonally from each outer
end of axle forwardly to the respective skid
adjacent to axle end, means for flexibly con-
necting the forward end of rigid stay to skid,
and a fiexible diagonally extending tension
stay for each end of axle connected to skid at
one end and to axle at its other to support
axle against rearward motion

John W. Hearst, Oakland, Cal., 984,667, Feb.
21, 1911. Filed March 17, 1910. “STORAGE
BATTERY ATTACHMENT FOR AIRSHIPS.”

W. B. Luce, Hingham, Mass., 984,683, Feb.
21, 1911. “TOY FLYING MACHINE.”

John W. Hearst, Oakland, Cal., 984,812, Feb.
Zieeeloil enileds Jans lb) L9L05 PROP M EE ER
WHEEL FOR AIRSHIPS.” Hub, blades ex-
tending therefrom to a run.

James A. Horne, Portland, Ore., 985,034, Feb.
21, 1911. Filed April 14, 1910. “FLYING MA-
CHINE.” Biplane with the upper surface in
sections each mounted on a pivot running fore
and aft. Normally these sections stand ver-
tical. A crank operates all those on one side

4 iG IDES

ilgnt

May, rorr

LATED ee
“PANLROYS

LANES AT

together and by movement thereof causes all
on one side to lie horizontal giving lift on
that side of the machine by making vir-
tually a plane horizontal surface. Propulsion
is by a paddle wheel arrangement.

EK. K. A. Baumann, Stuttgart-Oberturkheim,
Germany, 985,126, Feb. 28, 1911. Automatic
longitudinal and lateral STABILITY.

James Rooney, Croton, N. Y., 985,372, Feb.
28, 1911. Novelty in CONSTRUCTION for
lightness and small resistance.

NG

James Rooney, Croton, N.

985,373, Feb.

28, 1911. Means for WARPING and tilting
planes.

A. W. Schaef, Wellington, New Zealand,
985,375, Feb. 28, 1911. In an aeroplane, the

combination with the main frame thereof, of
a horizontal rear plane pivoted at its rear end
to the main frame and overhanging the same
for elevation and depression, and a vertical
rudder plane disposed over said rear plane
and pivoted at its end to the rear part thereof
for lateral shifting in relation to said rear
plane and being adapted to move up or down
with the rear plane.

AERONAUTICS May, rort

M. B. Dunkle, Moscow, Idaho, 985,665, Feb. Charles A. Kuenzel, Buena Vista, Colo., 987,-
28, 1911. Device for allowing planes to auto- 380, March 21, 1911. Improved suspension, di-
matically change their angles of incidence, to- rection, ete., of a DIRIGIBLE.

gether or separately, to provide STABILITY. 1 la M. DeGre C , N. J. 987.439
David Smith, Deverre, Nebr., 985,849, March P es a'¢ ne eS _ am om, trp hae 987,439,
7, 1911. Manually operated OSCILLATING StATCh te eee ee a count eee
WINGS. > E E plane ¢é connecting wing
John H. Nolan, Boston, Mass., 985,925, March
fp, igi, TsuaILACloyPaMailas,

Karl Hipssich, Bremen, Germany, 986,002,
Marehy ie eeelonel: Shape and arrangement of
planes to preserve STABILITY.

H. Mitchell, St. Paul, Minn., 986,195, March
7, 1911. Pendulum-operated STABILITY de-
vice.

Henry W. Yost, Springfield, Ohio, 986,258,
March 7, 1911. HOLLOW LAMINATED
POSTS.

Melvin D. Compton, New York, 986,364,
March 7, 1911. Flying machine in which wings
consist of a frame inclosing SHUTTERS
which open and close mechanically.

Wm. H. Harrison, New York, 986,418, March
7, 1911. Flying machine using JET PROPUL-
SION.

James O. Brookbank, Driftwood, Pa., 986,431,
March 14, 1911. DIRIGIBLE.

warping or ailerons with the rudder for ob-

Charles A. Kuenzel, Buena Vista, Colo, 986,- taining STABILITY.

579, March 14, 1911. DIRIGIBLHE. Louis Bleriot, Neuilly-sur-Seine, France,

Ernst Werndl, Pyrach Post Garsten, near Ss s40) “March 215 hohe = billedsianeae eles eloOlo.
Steyr, Austro-Hungary, 986,882,. March: 14, Ilexible system of RUNNING GEAR, as used
1911. STEERING GEAR. on all Bleriot monoplanes.

987.662. o 2
0. & W. WRIGHT. ,

N
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Ny
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| BERONAUTICS

(; AERO SUPPLIES

Models, complete stock, largest in Chicago

J

Send for catalogue. Prompt efficient service.

New No. 219 Dearborn St.
\14-15 CHICAGO

OA GOFF AEROPLANE GO. Sox
TO GO
“UP IN THE AIR” P AYS

No Salary Limit for Aviators

@ We teach you to design, build and fly aeroplanes.
Special course to out-of-town students. We need com-
petent aviators in our exhibition department. Can place
you with exhibitors and manufacturers. Write for booklet.

Chicago School of Aviation, (Dept. C) Chicago, Ill.

Phone
4186 Worth

ERO CLEARING HOUSE

For Everything Aeronautical. New and
used Machines, Motors and Accessories
bought, sold and exchanged. Booking
House for Aviators. Tentative arrange-
ments with Foreign and American
Aviators of Reputation.
RATES EXTREMELY REASONABLE

299 Broadway, New York. Cable bees lenienss

(To order)

W. H. AITKEN i":
: © set Curtiss-
Willard Type Ribs, 16 large 42 small, main beams
and uprights, laminated spruce and ash, only $75:
Turnbuckles only 10 cts. each, sample rib $1.00

Address all communications to New York office

337 Adams Street - Brooklyn, N. Y.

BLUE PRINTS AND $4.00
WORKING DRAWINGS & Each

We furnish you full size working drawings of the Curtiss,
Farman and Bleriot aeroplanes. Also, blue prints of model
Wright, Curtiss, Bleriot and Antoinette aeroplanes at the
same price. Address department R

CHICAGO AEROPLANE MFG. CO.
2230-38 Cottage Grove Ave. i zt Chicago

IQII

May,
CURTISS (Type)

AEROPLANES ‘550

We furnish you this biplane in 28-foot size complete in
every detail except the motor, in the knocked down
style ready to assemble.

The aviation season for 1911 is close at hand. Grasp
this opportunity and be in shape to compete for the rich
purses and exhibition prizes which are now being offered,
which at the present date amount to over $750,000.

Write or wire at once as we are only putting out a
limited number of these aeroplanes at this price.

All parts of any make Aeroplane at low prices.

CHICAGO AEROPLANE MFG. CO., Inc.

2230-38 Cottage Grove Ave., Dept. C, Chicago, Ill.

H. W. WALDEN

Designer and Sole Patentee of

The Walden -Dyott Monoplane

Announces that hereafter he will build,
fly and market the Walden Monoplane

under his original patent.

H. W. WALDEN

FACTORY - - MINEOLA, N. Y.

Mo Ree

TRADE MARK

We manufacture propellers from four inches up, also
M.A P. Monoplanes with an automatic lateral stability.

M.A.P. MONOPLANE MFG. CO.. P. 0. Box 66, Station D., New Yor,

R. I. V. RADIAL BALL BEARINGS

eve COM1771

Used by Leading Aviators.
Light in weight —
Strong and
Durable.

Variety of types and sizes

in stock.

Absolutely Guaranteed.
Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

Broadway, New York

In answering advertisem vents please mention this magazine.

AERONAUTICS

MODEL AEROPLANE SUPPLIES

q Engines, 14 H.P., Weight, 442 lbs.—1 H. P. 642 lbs. Very
strong, powerful and efficient. Complete line of acces-
sories, ball-bearing propeller shafts. Miniature pneu-
matic tire wheels, made in six sizes. Turnbuckles, metal
fittings, propellers, rattan, bamboo, all six sizes of select-
ed woods, finest grade English Rubber strand, etc.
CORRECT PRICES, COMPLETE CATALOGUE SENT ON REQUEST

THE WHITE AEROPLANE COMPANY, Brooklyn, N.Y.
Office and Salesroom: 337 ADAMS STREET Telephone, 3878 Main

EMERGENCY RATION

prepared as per formula of U. S. Army Emer-
gency Ration. This ration weighs 8 oz. net and
will sustain the average U. S. Soldier for a
period of 24 hours in perfect physical condition.
Prepared by

POWELLS, Canal and Sullivan Sts., New York

WwW I R E Aviator wire of high

strength—Plated finish—Easy to solder
—Aviator cord of twisted wire.

John A. Roebling’s Sons Co., TRENTON:

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. All Grades In Stock.

J. DELTOUR, INC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

AEROPLANE WHEELS

built to order on extremely
c All Sizes short notice. @We do ex-

perimental work of all kinds. @We are
specialists in light, tubular, frame construction
work ee ee oe oe ee ee

Tiger Cycles & Aeroplane 60.
FOR AEROPLANE MOTORS USE
PEDERSEN LUBRICATORS

@. The P pump is the smallest practical rotary pump
and can be regulated.

782 Eighth Ave., N. Y.
Phone, Bryant, 1268

Write for circulars.

644 FIRST AVENUE, NEW YORK, U.S.A.

EDWIN? EEVICK

Aeronautical
A N D M A RINE

Photographers

108 FULTON STREET
NEW YORK

Photographs of Practically every Aeroplane and Airship in the World

Cable
Photonews, N.Y.

Telephone
100 John

Lantern Slides and Enlargements our Specialty

White for Catalogue Agents Throughout Europe

May, rgo1r

» Aviation is the coming 4
@ profession, In three
years the demand for
experienced Aviators
and Mechanicians will J
be as great as the demand
for Chauffeurs and Auto Ex-
perts is today. No Books Used--No Tools to Buy.
We teach you to fly, care for, assemble and
repair aeroplanes Unlimited course; BS
practical work; flying prac- ;
tice on Aviation Field, Ref- PSe2
Write to-

erences required.
day for full particulars 3
eS AVIATION TRAINING SCHOOL

1195 Locust St.,

- + Missouri

@assessan
STRUTS & SPARS
Laminated to Order

RIBS “2-222

SEE OUR EXHIBIT AT ““AERONAUTICS”’ OFFICE
115 Brown Street Syracuse, N. Y.

OPPORTUNITY IS KNOCKING
AT YOUR DOOR! - IT SAYS:

A practicable monoplane allowed nine
basic patent claims, containing parachute
feature if desired—new and _ positive
control—no experimenting—wants_ to
a9 make money for you ee
New and Practical Automatic Stability Idea
and also New Aero Engine Invented
Capital wanted to push those sure money
makers, or manufacturer to manufacture
8 on royalty 2:
For particulars address

ALBERT O. PAULSON, Oakes, N. Dak.

Among the first in Aeronautics in America

COMPLETE PRICE LIST OF “IDEAL”

MODEL AEROPLANE SUPPLIES

on request, if you mention “Aeronautics”
LET US GET ACQUAINTED!

Seamless Miniature Rubber We manufacture all accessories.
Tired Wheels and Ball Bearing Propeller Shafts our specialty.

IDEAL AEROPLANE & SUPPLY GO, '200,BEDF0R0 AVE.

BROOKLYN, N.Y.

ADAMS-FARWELL

THE WORLD'S LIGHTEST AND SIMPLEST

MOTOR

Y Less than 3 Ibs. per H. P.
A. L. A. M. rating

Self cooled
by its own
revolution

AN
ADAMS COMPANY
DUBUQUE, IOWA, U.S.A.

THE

In answering advertisements please mention this magazine,
=) u

AERONAUTICS

Johann Schutte, Langfuhr, near Danzig, Ger-
MAN OSilicn. Miarch 21° elo, DRIVING
MECHANISM for DIRIGIBLES.

M. A. Parisano, New York, 987,596, March
leet Oils Cylinder with propellers in side,

outspreading wings from sides of cylinder.

Frederick Hansen, Stratford, Ont., Can., 987,-
624, March 21, 1911. Novel PROPELLING
MECHANISM, usable for steering.

Orville and Wilbur Wright, Dayton, O., as-
signors to the Wright Co., of New York, 987,-
662, March 21, 1911. Filed Feb. 17, 1908. The
object of the invention is to maintain LAT-
ERAL BALANCE by horizontal surfaces ad-
justable to different angles of incidence on
right and left sides of the center of the ma-
chine, in combination with adjustable air-re-
sisting surfaces on the right and left sides
of the center of said machine, and means for
controlling either, separately or in conjunction.

In order to compensate for the unequal re-
sistance to -advance when the planes are
warped, vertical rudders or vanes 15 are ar-
ranged at each side of the machine. These
vanes are actuated by cords 18, which pass
over pulleys and around the drum 19, provided
with a lever 20 and friction clamp 21. The
handle 20 extends parallel and close to handle
10 which warps the planes, so that both may
be grasped in one hand and both operations
made simultaneously. When the lever 20 is
moved in one direction one vane takes the de-
sired angle to the line of travel and, the other
end of the cord being slack, the opposite vane
is free to take a position parallel to the line
of flight.

This new patent closely follows one allowed
in England Nov. 10, 1908 (No. 24,077), filed
Nov. 18, 1907.

PATENT COVERS AILERONS.

That the Wright Brothers had in mind what
are now called “ailerons” is shown by the
following paragraph:

“Tt is to be furthermore understoood that
while the horizontal adjustable surfaces are
herein shown as composed of integral portions
of the main aeroplanes themselves, they may
be otherwise constituted. And so also the re-
sistance surfaces 15 may be otherwise consti-

tuted without departing from the spirit and
contemplation of our invention. It will also

be understood that while the invention is here
shown as applied to a biplane it is equally
applicable to any flying machine comprising
one or more aeroplanes. It will, likewise, be
understood that the words ‘horizontal surfaces,’

May, torr

to adjustable wings or lateral surfaces which
effect lateral balance, irrespective of whether
or not the adjustable surfaces are formed in-
tegral with the supporting surface.”

Cl] Ee (Cornelins® sbresno) “Calitey | Osage:
March 28, 1911. Assignor of one-half to James
Warrington, Fresno. Monoplane with means
for changing the area, and to assume a para-
chute-like condition in descending.

Joseph Ostand, Cincinnati, O., 987,819, March
28, 1911. Gas-supported apparatus with para-
chute attachment.

Wm. J. Craig, Belvidere, Ill., 987,963, March
Zoe Ouile aE Olek E:

J. J. Slavin, Los Angeles, Calif.,
March 28, 1911. AUTOMATIC STABILITY
device, supplementary surfaces, each movable
by action of the air on the others individually
through a plurality of pistons.

Charles Kramer, North Braddock, Pa., 988,-
113, Mareh 28, 1911. Superposed oscillating
planes on aeroplane, former connected on the
principle of lazy tongs.

Edward B. Latch, Merion, Pa., 988,115, March
28, 1911. Utilization of the head wind in rais-
ing a dirigible.

Preston A. Watson, Dundee, Scotland, 988,-
415, April 4, 1911. Rigid, non-warping plane
above main plane of aeroplane, movable about
its longitudinal axis.

J. K. Toles, Stockton, Calif., 988,523, April
4, 1911. HELICOPTER.

ARMY AVIATORS AT SAN ANTONIO.

On April 18 Lieuts. Beck, Kelly and Walker,
of the U. S. Army, took up duty at San An-
ronio. Eugene Ely, Curtiss aviator, officially
delivers the Curtiss army machine and demon-
strates it for acceptance by Major Geo. O.
Squier, Chief Signal Officer of the Maneouver
Division, U. S. A.

The military and naval aviators who have
learned during the last winter to fly aeroplanes

988,039,

are as follows: Lieut. John Rodgers, U. S.
Navy, who learned at the Wrights’ Day-
ton camp; Lieut. Theodore G. Ellyson, U.
S. Navy, and Lieuts. Paul W. Beck, G. E. M.

Kelly and John C. Walker, Jr., U. S. Army, who
took their training at the Curtiss camp at San
Diego.

Mieuitee 5, Dy houlors
Lahm, both Wright operators, are
two army aviators. Lieut. Lahm is not doing
aeronautie duty at this time. Lieut. Foulois, as
is well Known, has been flying the Wright ma-

Frank P.
the other

and Lieut.

‘adjustable horizontal surfaces’ and the like, chine loaned the Government by Robert J.
as used in the specification and claims, refer Collier.
The complete model, READY MADE KNOCKDOWN
: weight 1-1 1-2 ounces and ya STE 2 1) ms)
This successful Flyer is made is almost unbreakable pee Ile ets re
from silk, bamboo and fine Antoinette 5.00 2.00
English block rubber and is Grade 3.00 2.00
: E Farman 8.00 2.75
fitted with our hand-made Gantine 5 8:00 O75
wood propeller. Wright 2 prop. 9.00 3.20
EFFICIENT PROPELLERS
(Laminated)
6 inch Ss 45 S .50
ite 20D .60
Sis 0 1)
9 80 .85
10° 90 1.00
[hats 1.00 1.10
5 arke 12 oe 1.15 1.20
The only exact real fiying model on ite mre
Tt z 2k " o . ains ¢ arts reaay 2
The knock-down model contains al! parts Te Sendistamp tor Pricediet

for making above wonderful exact model except(tools).

CHARLES

LATEINER

Successor to Lateiner & Cutter

106 LIVINGSTON STREET
| 19

BROOKLYN, N. Y.

ep
v

AERONAUTICS May, ror

Beebe be feceofe cde ofe feof fo ofe feof of ofo oho nfo fe ofo cho ofe oho oho fo ofe ofa ofe oho fork

BALDWIN’S
VULCANIZED

For Aeroplanes, Airships, Balloons.

First rubberized aeroplane on the
market. Lightest and strongest ma-
terial known. Dampness, heat and
cold haveno effect onit. Any strength

or color.

Captain Thomas S. Baldwin

BOX 78, MADISON SQUARE, NEW YORK

PROOF
MATERIAL

In answering advertisements please mention this magazine.

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4

AERONAUTICS May, 1911

| Aviation Motors

THE ONLY AMERICAN BUILT AVIATION MOTOR SOLD TO PROFESSIONAL AVIATORS

Our Type A-I power

plant develops a sus-

tained thrust of 250-260
pounds at 1200 R. P. M.,
enough power to fly a Curtiss
type plane with reserve
power at command.

Its absolute simplicity of de-
sign, accessibility to parts,
ease of adjustment and light
weight, particularly adapt it
for use of beginners in aviation
as well as for professional
work in lighter type machines.

Motor complete, with Mea-
Magneto, carburetor, oil and
water pumps, $1,500.00 f. 0. b.,
San Francisco.

The “New 1911” Type A-I

Complete power plant consisting of motor, 7' diam., 45' pitch blade
radiator, copper gastank, and connections, $1,650.00 f.0.b., San Francisco

Write us for further particulars regarding this and other types

New York Representative

HALL-SCOTT MOTOR CAR CO. JOHN H. DAVIS

San Francisco, Cal. 25 Broad Street

In answering advertisements please mention this magazine.

AERONAUTICS May, 1911

CPPPEEEE bbb ehh heleok feof peo ofecs: Loge ofocfe ole ofe ocho oho cge oho ofe oho nfo oho oho ofe oe ofe ofe fe fe oho ofe feof oho fe che ofe fod

Can’t Keep Our Balloons Down

PILOT ASSMAN TAKES LAHM CUP FROM FORBES, SAN
ANTONIO TO GOWER, MO., FEB. 24, 1911,—715 MILES

efece

bebe

UR Balloons Won

National Contest 1909,
also Made Good in National
Elimination Races 1910—
Result: The only Two
American-made Balloons in
the International Contest, St.
Louis, Oct. 17, 1910.

a

UILT thirty-four (34)
Gas Bags in a Single
Year More than All Other
American Manufacturers

Combined.
i
Can’t We Build Yours?
Our Records:

““Miss Sophia,’’ winner of the Lahm Cup—Feb. 24, 1911.

CHICAGO—9 Competitors—Won both Distance and Endurance
trophies by a big margin.— Water Record of the World—350 miles

INDIANAPOLIS—6 Competitors, Ist and 3rd prizes.
PEORIA—3 Competitors, Ist Prize.
ST. LOUIS—9 Competitors, Ist, 2nd and 4th Money.

CAN YOU BEAT IT?

How we do it: By using the very best material in the country; building on safe,
practical lines, with good workmanship.

AIRSHIPS—AEROPLANES— INSTRUMENTS

FRENCH AMERICAN BALLOON CO.

H. E. HONEYWELL, Director
4460 Chouteau Avenue, St. Louis, U. S. A.
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In answering advertisements please mention this magazine.

Vol. VIII, No. 6. JUNE, 1911 Serial No. 47

Zp
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< PUBLISHED MONTHLY BY SST X
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—_ AERONAUTICS PRESS, Inc. = oe
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SINGEE -NUMBERS. 25: CENTS

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ridge Engines Have Proved Successful

Weight
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inders

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Back view 4 cyl. Elbridge “ Aero-Special”

“American Amateur Aviation’ gives a con-

lge Engines have been put to the test
roved their merit. Not in single iso- densed history of amateur achievements
cases, but in all parts of the country, during 1910, also proof positive that Elbridge
varying weather conditions and in Aero Engines made more successful novice
standard type of aeroplane. flights during 1910 than all other makes
combined.

Write to-day for 1911 catalog and copy of this booklet

RIDGE ENGINE CO., 10 Culver Road, Rochester, N. Y.

REPRESENTATIVES

Aero Mfg. & Supply Co. Arthur P. Homer

- Wait & Co. Cal.

Chicago San Francisco Boston
Marine Engine & Supply Co. Mathewson Auto Co.
enver

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iladelphia Los Angeles

AERONAUTICS June, 191

SITIOS SOOO SOOO EO IIL

DON’T BE DISAPPOINTED

but get enough power
to fly and not “‘cut grass”’

i Profit by the experiences of others.

The Engine that stands up to the
work and is the “last word” in engine
building. =

{
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OVER 100 FLIGHTS BY

ANTONY JANNUS and REX SMITH at
Washington, D. C., without a single accident.
cA record unequalled by~ the best of flyers.

Be ‘‘Wise’’ and get our Information

The Emerson Engine Co., Inc.
ALEXANDRIA, VA., U.S.A.
New York Office: 1737 Broadway

(Buick Building)
J. R. Westerfield Telephone 782 Columbus

mane

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AERONAUTICS

Propeller Perfection

MARCH 14, 1911

PATENTED

4 5
“ASHINGTON. DC: ©

OTHER PATENTS PENDING

March 21, 1911.

v
PALACE HOTEL
SAN FRANCISCO

\mérican Propeller Company,

Washington, D. C.
‘entlemen:

Beg to advise you that I received the 7' 9"
dropeller which you sent me and that tho results obtain-
xd with the same are most gratifying.

To anyone contemplating the purchase of a pro=

»eller you may quote me as saying that I consider "Paragon®

in propellers the synonym of perfection in propeller con-
struction at this date. You may rest assured that I will
tive you the order for the two propalloers on the passenger
aachine which I am now building.

Thanking you again for the courteous attention
ind promptness with which you have made deliveries, I beg
so remain,

Sincerely ypurs,
Pu llard

Mr. Willard telegraphs— “Standing thrust
390 pounds at 1100 revolutions, hard wood
screw on Gnome engine (7? feet diameter by
5.70 foot pitch).”

Mr. Curtiss telegraphs—‘“Propeller developed
as follows: No. 2 (7 feet diameter by 5.75 pitch)
360 pounds thrust at 1200 R. P. M.; No. 3 (7 feet
diameter by 6.20 pitch) 350 pounds at 1100 R. P.
M. No. 2 very satisfactory in flight and prob-
ably nearest correct. Ship 7 foot 6 by 7 pitch
to Belmont Park for Gordon-Bennett racer.”’

Roberts Motor Co. telegraphs—“The eight
foot Paragon Propeller with five foot pitch gave
a thrust of four hundred pounds on our forty
horsepower motor when running at only nine
hundred revolutions per minute. We consider
this a remarkable showing.”

Using a Paragon Propeller Mr. GLENN H.
CURTISS won the great speed contest at Los
Angeles in 1910, defeating Radley (Bleriot),
Ely (Curtiss), Parmelee (Wright), and Latham
(Antoinette).

We have sold thousands of dollars worth of pro-
pellers with the remarkable record of not a single
dissatisfied customer, and only one exchange
for a different size or pitch ever being required.

We will send price-list and printed form for
information about your machine so we can
advise you just what propeller to use.

The most successful aviators in America use

and recommend PARAGON PROPELLERS.
American Propeller Co. W2stinstes °-¢

June, 19rr

Che
Wright Flyer

Built to Carry Two People Comfortably

@ Our aeroplanes are not experiments. Every
part is tested, standardized and made under con-
stant expert supervision in our own factory.

The Wright Flyer Holds All
American Records

ALTITUDE—11,474 ft.

DURATION AND DISTANCE—3 hrs., 39 min., 48 sec.

CROSS COUNTRY—106 miles (two passengers)

SLOW FLYING—514 miles in 13 min., 48 sec.—22 miles per hr.
ACCURACY OF LANDING—Sft., 4 in.

@ These records together with the wonderful
work of Model B for the army on the Mexican
frontier proves beyond dispute that The Wright
Flyer has established its position not only as the
Pioneer but the Peerless machine. Manufac-
tured under the Wright Brothers’ patents and
fully protected.

@ Orders should be placed at once to secure
June or July delivery. ‘Training at Belmont
Park, New York and Dayton, Ohio.

THE WRIGHT COMPANY

DEPT. A DAYTON, OHIO

In answering advertisements please mention this magazine.

HEBRONAUGHIEGS June, 1OIT

WINS AGAIN

@ Helmut Hirth, with one Passenger
attains a height of 2,625 feet above
the Exercise Grounds of Stuttgart,
Germany.

@'He flew an Etrich-Rumpler Mono-

plane with a 4 cyl. vertical motor.

OF COURSE

Bosch Equipped

For Ignition Insurance Specify the
Bosch Magneto.

Bosch Magneto Company
NEW YORK

In answering advertisements please mention this magazine,

AERONAUTICS

AE RTA L

MEO Ores

June, IQIr

OF 1°O°--D AS

By George S. Bradt,
TREASURER OF THE AERONAUTICAL SOCIETY.

aviation owes much to the advent of the

automobile, which has pretty thoroughly

sifted out the weak and impractical points
in the construction of the internal combustion
motor.

When we first began to run automobiles, the
motors that were installed at that time were
only supposed to give good service for, say,
1,500 or 2,000 miles, when they must be dis-
carded and termed worn out, while at the pres-
ent date it is not uncommon to have an auto-
mobile motor run and give good service for
50,000 or 60,000 miles and still have quite some
usefulness left in it. Thus it is safe to state
that had the rest of the component parts of
an aeroplane had the benefit of as much ex-
perience as the motor, we would at this date
no doubt be much further advanced than we
are as to the stabilizing of planes, sustension
aeras and propulsion through the air in heav-
ier than air machines.

The manufacturers of aerial motors up and
until the present time have seemingly had a
craze to turn out a very light weight motor,
so much so, that in fact in many instances it
has been carried to extremes, and strength has
been sacrificed to obtain a light weight motor,
which in the end has been found to be entirely
impractical. This is radically wrong, and that
it is wrong is not only proven in theory but
in actual practice. For instance, the Wright
brothers, who probably have done more than
any other individuals to further the art of
human flight, have always used a motor of
about the type of the ordinary automobile mo-
tor, which weighs nearly 8 pounds to the horse
power.

As to the requirements of the aeronautical
motor, the use and abuses it is subjected to
are, in nearly every instance, many times more
severe than that of the automobile motor. The
motor of an aeroplane is usually run at its
maximum capacity, or nearly so,and must con-
tinue to do so for long periods, while the auto-
mobile motor is rarely ever run at its highest
efficiency unless in a contest, but for the or-
dinary and average use is run at about one-
fourth of its maximum delivery of power.

As to the superiority of the 2 or 4-cycle type
of motor, we have the same old wrangle. Both
have their steadfast supporters, and both have
their mechanical advantages as well as their
disadvantages. Points claimed in favor of the
2-cycle type are such as “less vibration, due
to the fact of a power impulse delivered to
the driving shaft at every revolution of the
crank; on this account the base, bearings and
erank-case can be built lighter, as the con-
tinuous application of power impulses at each
revolution does not throw so much stress and
strain on them as a 4-cycle motor does. Also
the fact that it has no valves, and thus requir-
ing no cam-shaft, which does away with many
moving parts in its operation.’’

Some points in disfavor of the 2-cycle type
are as follows: “The crank-case is at all times
filled with vaporized fuel, thus occasioning
great care to have it air-tight. The lubrica-
tion of the bearings is effected by mixing
lubricating oil with the fuel. In some instances
manufacturers advise 1 pint of lubricating oil
to each 5 gallons of fuel.”

As to the intake and exhaust of the 2-cycle
type, these two functions are effected by ports
in the cylinder, which are opened and closed
by the movement of the piston as it travels
up and down, and our best experts do not agree
as to whether or not the cylinder or combus-
tion chamber is thoroughly cleansed of the old
burnt charge before it begins to perform its
work upon the new one.

The foreign makers of 2-cycle motors have
gone a step further and added some valuable
features which seem very practical. It has
always been contended that while a 2-cycle

S O far as aeronautical motors are concerned,

motor (delivering an impulse to the crank at
every revolution) ought to produce twice the
horse power as that of a 4-cycle type of the
same dimensions, yet it does not, and it is
claimed that one of the principal reasons is
that a certain per cent. of its efficiency is lost
by reason of the fact that when the port is
opened for fuel to pass into the combustion
chamber, the movement is so rapid, with the
moving parts also performing other functions
at the same time, the chamber is not filled
with new and fresh fuel to its full capacity.
The foreign makers have placed a pump at
work on the fuel line, so that when the port is
opened a full complement of fuel is forced
into the chamber. One of the motors having
this feature is the ‘Lamplough,’ which is
manufactured expressly for aerial work. <An-
other peculiar feature of this motor is the fact
that it has two pistons to each cylinder. An-
other foreign 2-cycle aerial motor is a product
of the New Engine Company, known as the
N. E. C. Mort. Here the makers have so con-
structed their cylinders that when a charge of
fuel has been fired and the power stroke spent,
a poppet valve lifts and a puff of air is forced
through the cylinder, thus thoroughly cleans-
ing the chamber before it starts upon its work
of compressing and firing the new charge.
Among the favorable points of the 4-cycle
type of motor is the claim of less fuel, due to
the fact that it only delivers an impulse to the
crank at every other revolution of the shaft,
and experts agree that the 4-cycle type does
secure a more perfect combustion because it
takes four distinet actions and two revolu-
tions of the crank to deliver one power stroke
to the driving shaft, and therefore has twice
the time in which to perform its work that the

2-cycle type has.

As to vibration, stresses and strains in the
4-cyele type, there is no doubt that in this
there is more than in the 2-cycle, yet with the
4-cycle motor when four or more cylinders are
used, the vibration is greatly diminished, and
especially in the 6 and 8-cylinder types where
the power impulses overlap one another.

The 4-cycle type seems to afford better
means of lubrication than the 2-cycle does.

During the past, and even at the present
time, the constructors of planes, in many in-
stances, know very little about motors. They
heedlessly rush into the matter without exer-
cising due care in the selection of the motor,
which is really the heart of an aeroplane, for
no matter how carefully you may construct
and work out the details of your plane, if your
motor is faulty, then your plane is sure to be
a failure. More failures and discouraged con-
structors of aeroplanes at this date can be at-
tributed to motors that, which while sold for
aerial work, were not adapted to it at all, than
can be ascribed to faulty planes.

In the selection of a motor for our plane,
what are the chief points to be considered?
First, we are called upon to ascertain whether
the manufacturers of the particular motor in
question have been constructing aerial motors
for some time, or whether they are still in the
experimental field, as it is a well-known fact
that some of the present-day motor manufac-
turers seem to prefer to make their experi-
ments at the cost of the consumer. Another
important point to discover is whether the
bearing surfaces for all moving parts of the
motor are ample or not, bearing in mind that
while a heavier bearing is not necessaril¥
needed, vet more bearing surface is needed in
an aerial than in an automobile motor. Hav-
ing satisfied yourself as to the type of motor

in general, bearings, bore, stroke, aera of
valves and their manner of operating, there

are still three very important points to be con-
sidered, as they pose to make your motor a
success or a failure. These three points are
lubrication, ignition and ecarburetion. And a

195

AERONAUTICS

purchaser is called upon to serutinize and ex-
amine most carefully these three points of a
motor he contemplates purchasing, as all or
any one of the three being faulty will make
the motor a failure. :

Let us touch briefly on these points, taking
first lubrication. The best and least compli-
cated system now in use is the one known as
the dual system. In this type of oiling, the
lower inch or inch-and-a-half of the crank-case
is a separate compartment, and ‘is an oil reser-
voir with a small gear pump to force the oil
from this reservoir direct to the bearings by
leads. Thus it first lubricates the bearings,
and then drips down into the crank chamber,
and is contained there, producing the splash
system, until it reaches a proper height, when,
through overflow pipes, it trickles down and
into the reservoir from whence it first started.
This is indeed an excellent and reliable sys-
tem, as it enables you to carry, as a part of
your motor, 1 or 2 gallons of oil, and if for
any reason the gear pump should fail (which
is not likely), you are still in possession of
the splash system, which some motors rely
upon solely, and which would carry you many
miles before the motor would suffer for the
want of lubrication. Sight feed is used to en-
able the operator to see if the pump 1s. work-
ing properly. Another advantage of this sys-
tem (and a very important one) is the fact,
that no matter how much oil the pump may
force up through the leads to the bearings,
when it reaches its regulated height in the
splash or crank chamber (that is, the top of
the overflow pipes), it then flows back into
the bottom compartment. Thus your splash
system is kept at a constant level, and there is
the danger of excess of oil fouling your spark
plugs, causing your motor to miss fire and
probably making you alight before you care
to, and perhaps in a place where the plane
would be wrecked and the aviator injured. An
instance of this was shown in Hamilton’s re-
turn trip in his New York-Philadelphia flight.
This system can, of course, only be applied to
the 4-evcle type of motor.

IGNITION.

Most motor manufacturers construct their
motors and supply magnetos with them, or so
that they can be readily attached. There are
some firms who are manufacturing magnetos
who make in conjunction with them a small
eoil from which, owing to its peculiar con-
struction, the user obtains two independent
sets of ignition through cne set of wires—the
magneto and the battery ignition. The battery
used in this system only requires 4 volts to
operate it, and through the same wires to the
spark plugs as the magneto ignition travels,
the magneto distributer acting as the battery
current distributer as. well. The magneto
used for this system costs little if any more
than the ordinary one, and could not be dis-
tinguished from it except for an extra ter-
minal or two. The coil and case used in con-
junction with this particular magneto cost
about the same as the ordinary vibrating coil,
and the whole outfit is a great deal lighter
than the old-fashioned way of separate mag-
neto and battery ignition.

CARBURETION.

This subject is, and has been, a
cussed one. Probably no one part of the inter-
nal combustion motor has had as much ex-
perimenting, testing and trying-out as car-
buretion or the vaporizing of fuel. We all
know what its principles are. It is the bring-
ing together of air and fuel in certain quanti-
ties and proportions, which, when properly pro-
portioned, forms a vapor, which is sucked into
the cylinder, compressed and fired. True
enough, we may all know what carburetion is,

much dis-

but do we know what perfect combustion is?
You can use different quantities of fuel and
air, even raw fuel, and your motor will run,

but have you the perfect combustion which is
needed in order to get the efficiency from your
motor that it is supposed to deliver? When
we first began to run automobiles, in tuning up
our motors preparatory to going out upon the
road, we usually adjusted the carburetor—that

196

June, 191

is, the flow of fuel and air—until we got the
motor running fairly well, and if there was a
good cold coating upon the intake pipe between
the carburetor and the cylinders, similar to
beads of sweat or a frosty appearance, we
thought we had a good mixture, or, in other
words, a perfect combustion. But in these
later days, when we are becoming more edu-
cated as to carburetion and its peculiar pranks,
we find that this theory of a frost laden or
cold intake pipe is not entirely the proper one,
and better results are to be obtained by apply-
ing heat up to a certain point on the intake
pipe rather than to keep it so cold.

We have heard of many instances of motors
stopping in high altitudes, causing a glide to
earth. The reason usually given is that the
carburetor froze. It is safe to assume that if
the carburetor did freeze it was not until after
the intake pipe had become so cold that there
was not sufficient heat to successfully vapor-
ize the fuel, and that this was the starting
point of the trouble, instead of the carburetor
freezing as the plane traveled through the air,
as many are led to believe.

Choose the motor which
fold; better still if it is a part of the motor
and cast integral with it, then get the car-
buretor as close to the manifold as possible.
Great care should be exercised that a proper
amount of heat be applied to the intake pipe
between the point where the fuel and air come
together, but no heat applied to the fuel line at
any point before it mixes with the air, as this
would only serve to consume an excess of fuel
and result in combustion that is far from
perfect.

A motor having a lengthy intake pipe can be
greatly improved by tapping the exhaust with
a three-eighths diameter copper tubing leading
the heat from the exhaust and winding around
the intake pipe closely from the manifold down
to the point on the intake pipe where the air
and fuel come together.

The object or point to be attained by the ap-
plication of heat to the manifold is to thor-
oughly vaporize all particles of fuel passing
through the intake before it finally goes into
the cylinder to perform its actual work.

If the motor is made by a manufacturer of
some considerable experience, it is always best
to vse the carburetor he quotes as standard
equipment, as in most cases a manufacturer is
sure to have thoroughly tried and tested this
particular point. Thus the user of the motor
is saved considerable time and expense in ex-
perimenting and ascertaining which carburetor
is best adapted to the motor he may be using.

In conclusion, with reference to the selection
of a motor, get the benefit of all the advice
and experience possible, have a taitk with your
propeller man. He is probably bubbling over
with information. His vocation brings him in
contact with all kinds of motors. If you are

has an iron mani-

a

a member of an aeronautie organization, get
the advice and experiences of your fellow
members. None of us are too wise to learn.

Iirst be sure you are right, and then g
American Motors.

ahead.

WATER COOLED.
1 Aeromotor—4-cyl., vert., 4-cycle.
2 Holbrook——4-cyl., vert., 4-cycle.
3 Boulevard—4-cyl., vert., 4-cycle.
4 Harriman—4-eyl., vert., 4-cycle.
5 Goblin—4-cyl., vert., 4-eycle.
6 Avis—4-cyl., vert., 4-cycle.
7 Kirkham—6-cyl., vert., 4-cyecle.
8 Chicago Aero—4-cyl., vert., 4-cycle.
9 Wolverine—4-cyl., vert., 4-cycle.
10 Hall Scott—S8-eyl.. V, 4-eyele.
1 Hermann—S-cyl., V, 4-cyele.
12 Curtiss—S8-cyl., V, 4-cycle.
13 Christie—Ss-cyl.. V, 4-cyele.
14 tinek—S8-ecyl., V, 4-cycle.
15 Rossenberg—S-eyl., V, 4-cycle.
16 Indian—S8-cyl., V, 4-cycle.
17 H. De K.—8-cyl., V, 4-cycle.
18 Aireraft—S8-cyl., V, 4-cycle.
19 Call—2-eyl., horiz., 4-cycle.
20 Elbridge—4-cyl., vert., 2-cycle.
21 Emerson—6-cyl., vert., 2-cycle.
22 Wox—4-cyl., vert., 2-cycle.

(Cont'nued on page 201)

AERONAUTICS

June, 1ort

HOW aol AND HOW “HIGH MAY -AN
cAEROPLANE GO?

By Harry E. Dey.

“With the aeroplane height record still steadily
climbing into the chill, thin upper air, it is inter-
esting to compare the present top-notch of me-

chanic flight—the 8,792 feet achiered by the
Peruvian Chavez in his Bleriot monoplane near
Paris day before yesterday—with the most in-
spiring things the gas-bag men have done. The

accepted record altitude reached by any man in a
balloon appears to be that of the Germans, Prof.
Berson and Dr. Suering, upon an ascent from
Berlin on the last day of July, 1901. These
aeronauts, Supplied with orygen to assist respira-
tion, reached a point 34,000 feet up. Thus the
balloonists’ highest is approximately sir and two-
fifths miles, while the aeroplanists’ highest is a
meagre mile and two-thirds. That is taking no
account of Glaisher’s famous ascent in the very
infancy of aerostation, when he and his com-
panion, Coxiwell, narrowly escaped asphyxiation at
a height which he estimated at over seven miles,
but which modern scientists suspect to have been
well under sia. In 1875, in France, . Croce-
Npinelli and Sivel were actually asphyxiated in
spite of auxiliary oxryger taken aloft with them,
at a height of about 28.000 feet. It seems safe
to assume, at any rate, that Chavez and Morane
and Brookins and the others whe especially seek
distinction as aeroplane high flyers are in no
danger of Sharing the fate of the two last men-
tioned balloonists, since before the air grows too
thin to breathe it must become far too tenuous to
support the weight of even a very light mono-
plane. There is still, however, the chance of
freezing to death, suggested by the experience of
J. Armstrong Drexel upon his skyrocket flight in
Scotland.”—N. Y. ‘‘Times.”

EROPLANES, at the present time, are
mere copies of the first experimental
ones, substantially the same in size and
design. While the aviators have been
getting more confident, and for this reason,
along with improvements of the motors, have
been making new records, there is very little
of the higher records that are due to improve-
ments in the aeroplanes. When the manutac-

turers get to the point where they can have
more confidence in their product they will
branch out and build much larger machines.

There is no reason why they cannot be made
indefinitely bigger; there is nothing in the na-
ture of machinery that contradicts this state-
ment. Engines, cars, boats, dirigibles, motors,
ete., etc., all follow out the general rule that
if you double the material the capacity will be
doubled, with no limit to size short of man’s
capacity to construct; and the same principle
follows out in nature—the ant and the ele-
phant are built upon substantially the same
lines. For speed, however, the smaller object,
of a given.design, is always handicapped; this
is especially noticeable with boats.

Aeroplanes of the future will probably com-
pare with the present ones as the big ocean
liners do with their steam launches, and when
we get them of such dimensions we may be
conservative in demanding a speed of 200 miles
per hour at an elevation close to sea level. As
we ascend, the air grows rarified and conse-
quently offers less resistance to the forward
progress of the machine. At a height of 3%
miles the weight of the air is about one-half
of that at sea level (Kent), the resistance then
should be about one-half [with the same angle
and speed—Ed.], with the consequent accelera-
tion of the machine to double its sea level
velocity with the same expenditure of power.
True, as the Times stated in its above quoted
editorial, the supporting power of the atmos-
phere has decreased; it has decreased one-half
for the old 200-mile an hour speed, but this
loss has been neutralized by the increased
speed, the net result being the same buoyancy
as formerly, which answers that criticism.

197

Kent states: “It is calculated that at a
height of about 3% miles above the sea level :
the weight of a cubic foot of air is only one-
half what it is at the surface of the earth, at
7 miles only one-fourth, at 14 miles only one-
sixteenth, at 21 miles only one sixty-fourth,
and at a height of over 45 miles it becomes so
attenuated as to have no appreciable weight.”

According to the above statement, at some-
thing like 8 miles high the density. is one-fifth
of that at sea level, so a machine should be
able to go five times as fast, or 1,000 miles per
hour, at this height.

To assume an extreme case, beyond realiza-
tion, it would appear that the assumption of
the speed increasing in an inverse ratio to.the
density of the air is very conservative, for if
we go beyond the limits of the atmosphere it
requires absolutely no power to maintain any
constant speed. This indicates that as we
ascend from the earth the power required to
overcome air friction and displacement de-
creases at a greater rate than we have calcu-
lated.

Another point in our favor is the fact that
at that height the specific gravity will de-
crease somewhere around 2 per cent. and cen-
trifugal force will have a slight tendency to
carry us from the earth.

It may be said that these theories have not
been borne out by the experiences of Hoxsey,
Johnstone and other high flyers: that at their
highest altitudes they have had to fight hard
to attain their maximum altitudes, and that it
was difficult to maintain them when acquired.
This, however, the writer claims is due to the
motor and propeller not being designed to
meet these conditions. The ordinary motors
at those high elevations take in only a small
fraction of their normal charge of mixture,
which in turn causes them to give out a much
smaller fraction even than that of their initial
power. With Hoxsey’s record height of about
11,000 feet, the barometer reading is about 19%
inches, less than two-thirds the density at sea
level. It is hard to state just what the loss in
power would be at that height on account of
so many different elements entering into the
caleulation. The scavenging would be improved
in the light air, which, of course, would improve
the power; then, again, the coldness of the
charge would also improve the power until it
got to the point of interfering with the proper
gasifyving of the charge, which it probably
would reach long before attaining the maxi-
mum altitude. These troubles may be over-
come in various ways: if the intake has a fun-
nel-shaped opening which, when the higher al-
titudes are reached, can be pointed forward it
will receive a considerable access in pressure
due to the motion against the air, or a fan,
pump or any other air compressing device may
be used to keep the ingoing charge up to at-

mospheric pressure. Another method, which
the writer considers preferable, is to design
the engine with a very small compression

space and a variable throw cam that can be
adjusted at will; at the lower levels the cam
would be so adjusted that the valve would
close when only a fraction of the full charge

had been admitted, while at the higher alti-
tudes it would remain open during the whole

of the suction stroke. This design of an en-
gine has been more fully described by the
writer in ‘Machinery’ (April, 1910).

The speed of the engines of the present time
are probably such as to furnish the’ greatest
amount of horse power with sea level condi-
tions, and consequently as they require more

speed to meet the rarified conditions above,
they lose additional power from that cause.

This can be remedied by so designing the en-
gine and propeller combination that the speed
will be far below normal at the lower levels;

AERONAUTICS

this will give it an opportunity to speed up to
the most efficient running point as the plane
ascends, and from that point on the pitch of
the propeller blades may be increased until it
become a very steep angle; the limit of the
latter being the point where the efficiency of
the propeller will become too low to be prac-
tical. To prevent reaching this point before
acquiring the desired speed, a very large diam-
eter propeller will have to be designed. In
proportion to the size of the planes of such a
machine, however, it would probably not ap-
pear out of proportion. There are many dif-
ferent ways of varying the pitch of boat pro-
pellers that would be applicable to aeroplane
work.

When talking upon this subject, the writer
is invariably asked: How can one live at that
height; won’t they be asphyxiated? Won’t they
freeze? In reply the writer would state that
a closed car would naturally be used upon all
the large machines; this car could have a fun-
nel opening in front that would cause the air
to compress in the car, in the Same manner as
that proposed for the engine, or any of the
other means for compressing the air mentioned
there may also be used. If the engine is lo-
cated inside the car it will not require any
separate compression means, as it can _ take
its air right from inside the car; there will be
the added advantage then of the air being of a
normal temperature. The engine will also pro-
vide means for heating the car.

At first thought a thousand miles per hour,
or more, appears impossible for any person to
withstand, but when one analyzes the situation
any argument against it falls flat; the occu-
pant of the car will feel less discomfort than
a passenger riding in an automobile along an
asphalt street at 15 miles per hour. For ex-
ample: when we ride in a railroad train at a
mile a minute speed on a good roadbed we do
not realize how fast we are moving; with a
rough road we appear to be going twice as
fast at half the speed. As a matter of fact,
the only thing that will give us any idea of
motion is passing objects, and as the effect
from them is inversely as the distance away,
and our closest object is 8 miles beneath us
and we are upon a perfect roadbed—the air—and
at that height there will be no cross currents
or eddies, the resistance will be absolutely
uniform so we will hear Mr, Wall Street in-
quiring, ‘“‘What’s the matter with that engine?

Ramana ese

iia CaS ee es enemies sista
ot 3 2 Dn a a od et ds tT al 55 eae

June, TOIT

We are going at a snail’s pace,” and the engi-
neer will reply, “The engine is all right, the
indicator reads 18 miles per minute.”

P. S.—The above article was drafted out by
the author during a voyage to Central America
last October. It was not completed at the
time due to lack of the necessary technical
data, and as the trip consumed several months,
the opportunity of completing it did not arise
until January, 1911, when it was rewritten and
revised. Sunday, February 5, 1911, the New
York Herald published a page article, by an
unnamed writer (he is probably more careful
of his reputation than the author of this arti-
ele), along the same lines. The theories in
both are analogous.

The nameless author states that small birds
migrate at great heights, so high that they
can Only be seen by very powerful telescopes,
and are known to make from 100 to 200 miles
per hour, and that Gaetke, the German nat-
uralist at Heligoland, has recorded the flight
of plover and curlew at the rate of 22,000 feet
(more than 4 miles) per minute. The plover
has only a record of 76 miles per hour when
flying near the earth. He thinks that the 4
miles per minute record may have been partly
due to favorable winds.

Our technical data does not appear to agree.
He calculates at 7 miles to double his speed,
and at 20.4 miles to go eight times as fast as
at sea level, or, with his assumed sea level
speed of 131 miles per hour, 1,048 miles an
hour, “which in the latitude of Paris would
enable one to go around the world in 17 hours.”
Evidently his barometer tables do not agree

with those possessed by the present writer.
In all other respects their theories exactly
agree.

The unique aeroplane of W. S. Romme, which
Harold F. McCormick is financing, called in
New York the “Merry Widow” and in San An-
tonio, where it now is, the ‘‘Umbrella,”’ came
to grief on April 14.

After running over the field between the
artillery and cavalry posts, but never rising
from the ground, the aeroplane struck a de-
pression. At the same time a gust of wind
smashed the machine. The result was a badly
wrecked aeroplane.

W. S. Romme, the operator, escaped unhurt.

x

op eA
Veen g Ae ee ee
PER SBS

Sopwith Flying the Howard Wright.

198

AERONAUTICS

June, IQIT

SUCCESSFUL WIRELESS FROM AEROPLANE

ERY gratifying were the tests with wireless
telegraphy conducted by J. A. D. McCurdy
and the New York World during the
Bridgeport. Conn., aviation meet, May 11,

12, 13 and 14. While no attempt was made to
send long messages, decidedly successful results
wer obtained in sending signals by wireless to the
dome cof the Pulitzer Building, a distance of 55

miles. Several private wireless stations in New
Hlaven also had no difficulty in picking up the
dots and Cashes shot into the air when McCurdy

rapped the key which was placed on his steering
wheel.

The new apparatus for sending aerograms from
aeroplanes was built by Oscar Roesen, a young
Brooklyn man who is an electrical engineer student

at Stevens Institute, Hoboken, N. J. He con-
structed the little set for the New York World

in the short space of three days. It is properly
equipped for both sending and receiving messages
when installed on an aeroplane and every con-
sideration was given to the question of lightness
and efficiency.

That a decided step forward in aeroplane wire-
less sets has been made as a result of the World’s
experiments was generally conceded by those who
closely watched the workings of the new instru-
ment both in the air and on the ground. Its total
weight is between 40 and 50 pounds. The whole
outfit is neatly packed in a light box about the
sie of a dress suit case. Lieut. Fickel, who was
detailed by the War Department to attend the
meet, was very much impressed with the set and
sent a detailed report about the set to the Signal
Corps.

Saturday, May 13, McCurdy took the wireless
set up for the first time: he rose to about 2,000
ft. and sailed in a two-mile cirele around the grand
stand of the aviation field. A temporary wireless

station built on the grand stand received every
signal, sent by McCurdy during the trials, with
pronounced distinctness. Unfortunately, on the

first day of the experiments, May 13, the inter-
ference caused by numerous wireless stations oper-
ating at the same time that McCurdy was trying

to reach the Pulitzer Building made it impossible
for the operator who was listening in the dome of
the Pulitzer Building to detect the signals from the
aeroplane. On the following day, Sunday, when
the atmosphere was undisturbed by the operation
of other wireless stations, the spark sent out by
McCurdy from the aeroplane was plainly heard on
three different occasions. IE. B. Hubinger, of New
Iiaven, Conn., reported that the signals were also
received at his station, located 17 miles from the
aviation field, at Bridgeport.

The receiving qualities of the apparatus were not
tried by McCurdy during the Bridgeport meet, but
after a thorough test it was found that with the
set, messages could be read from distances as far
as 200 miles away. During experiments conducted
from a dirigible balloon in England last February,
aerograms were sent a distance of 50 miles, which
was considered a good feat. The World's tests
establish a new distance mark for wireless from
an aeroplane, which is made all the more im-
portant by the fact that the instrument reached
the heart of New York City, generally considered
to have many adverse elements for wireless work.

CONSTRUCTION OF THE APPARATUS.

The transmitter consisted of four-inch heavy
output induction coil with ordinary = spring
vibrator; 15 dry batteries e.m.f., 1.5 and extra

high amperage, connected in series; high tension
condenser consisting of copper plates with special
insulating compound as dielectric; helix consisting
of wooden frame five inches in diameter, wound
with 12 turns No. 6 B. & S. gauge, and ordinary
telegraph key.

Receptor, two straight tuning coils wound with
bare copper wire, Clapp-Eathahm detector and
Brandes telephone receiver of 2,000 ohms.

The wires were strung from the tail piece of
the machine to a point directly above the ailerons
and constituted the aerial. For a ground, or more
strictly speaking, for balancing aerial, the metal
parts of the biplane were employed.

Previous experiments with wireless were de-

seribed by Harry M. Horton in the January, 1911,
issue.

Sn \.

v/

=e =

= =o
or

oser>

N

Big Picture Shows How Wireless Set Was
Placed on Aeroplane. A.—Wireless Apparattrs
B.—Telegraph Key Placed on Steering Wheel.
C.—Wires Taking Place of a Ground (dotted
line). Small Picture Showing How Aerial Was
Rigged on Tail of Machine.

199

AERONAUTICS

June, TOTTI

STAT#S ALR O LEG Ps Ato

WO bills are now before State legisla-
tures, those of Connecticut and Pennsyl-

vania. The Connecticut bill is about to

be signed and will be~-the first State
law controlling aerial locomotion to be
passed in the United States. The official
title of the bill is “An Act Concerning
the Registration, Numbering and Use of
Air Ships (sic) and the Licensing of Such
Air Ships.” <A. Holland Forbes, who has
worked in the drafting of the bill, at the

suggestion of AERONAUTICS endeavored to
obtain the use of one word in place of the
two words “air ships” and a word which would
be technically accurate. The governor of
Connecticut, however, is averse to making the
change. It was suggested that “aircraft” or
“aerial vehicles” be used.

The use of the “airship” is much to be con-
demned. The international body has already
settled upon the names of the different types
of aerial vehicles. The Aeronautical Society
of Great Britain and the Aeronautical Society
in America have both published pamphlets
dealing with aerial nomeclature. Publishers
of dictionaries are using these pamphlets in
preparing new editions. The “airship” is more
and more being used in its correct sense—a
common name for a dirigible balloon—by the
public and by newspaper and magazine writers.
It would be a most grievous mistake, AEHRO-
NAUTICS believes, if the state of Connecticut
should establish a precedent by adopting “air
ship” or “airship” to cover any type of
aerial craft. No less an error would it be to
use “aeronaut” to cover the operator of any
aerial apparatus. “Pilot” or “operator” would
satisfactorily apply without objection.

Provisions of the Bill.

The term “air ship’ (two words) in this act
is defined as any kind of vehicle intended as
a means for transportation of the air. The
word ‘‘aeronaut” in this act includes the opera-
tor of such machine. The verb ‘fly’? and the

word ‘‘voyage,’ as used in this act, include
every kind of locomotion by “airship.”
REGISTRATION OF MACHINE.

Every owner shall file annually, in the office
of the secretary of state, statement of his
name, residence, post office address, descrip-
tion of machine owned or controlled by him,
and the secretary of state shall register such
vehicle, assign to it a number and issue to the
owner a certificate of registration, which shall
contain the name, place of residence, post
office address of owner and the number or
mark assigned to the vehicle, which certificate
shall at all times be carried upon such vehicle
and be subject to examination on demand by
any proper officer.

Upon the transfer of ownership, registration
shall expire and the person holding certificate
must return it to the secretary with a written
notice containing the date of transfer and the
name, residence, ete. of the new owner.
Registration expires at midnight on the 31st
of December of each year.

Every such vehicle must display in a con-
spicuous place, designated, duplicate numbers
and characters, not less than three feet in
height, so as to be visible to those who may be
beneath it.

LICENSES FOR OPERATORS.

“A person may fly over land or water owned
or leased by him, or over land or water, the
owner of which has given written permission
to him to so fly, but no other person shall
direct or operate an air ship, or act as aero-
naut of any air ship, until he shall have ob-
tained from the secretary a license for that
purpose,” and no license shall be issued until
the applicant has been examined by one or
more competent persons and the secretary is
satisfied that the applicant is a proper person
to receive it.

Nothing in the act shall prevent “the operat-
ing of an air ship by an unlicensed person
over the age of twenty-one years or more,
other than a person whose application has been
refused, or where a license has been sus-
pended or revoked, if accompanied by a
licensed aeronaut, which said licensed aero-
naut shall be personally liable for any viola-
tion of the provisions of this act.’ No license
shall be issued to any person under the age
of twenty-one.

Licenses are to be divided into three sep-
arate and distinct classes: License to opera-
te spherical balloons dirigible balloons, and
aeroplanes [or heavier than air machines].
“Applications for licenses shall be made upon
blanks furnished by said secretary, and such
application blanks shall be in such form and
contain such provisions, not inconsistent with
this act, as secretary may determine. A num-
ber shall be assigned to each license and a
proper record of all applications for licenses
and licenses issued shall be kept by secretary ~
at his office and shall be open to public inspec-
tions. Each license shall state the name, place
of residence and post office address of the
licensee and the number assigned to him.
Such licenses shall expire at midnight on the
last day of February in each year. Such a
license shall, at all times. be carried by the
licensee when he is directing or operating an
air ship in this state and shall be subject to

examination, upon demand, by any proper
officer.

“The secretary shall collect fees as fol-
lows: For the registration of every airship,

five dollars; for examination and tests of ap-
plicant for license to direct and operate air
ships, as provided in this act, such sum as he
may demand, in any instance not exceeding
twenty-five dollars; for license to operate and
direct airships, two dollars; for every addi-
tional copy of certificate of registration or
license, fifty cents.

“The secretary may suspend or revoke any
certificate of registration or any license issued
to any person under the provisions of this act,
after due hearing, for any cause he may deem
sufficient, and may suspend the license of the
operator.”

No airship shall be flown from any point
in this state or to any point in this state,
except the same is registered and except the
air ship is under control and direction of a
licensed operator.

“The air ship must carry throughout any
trip a copy of the certificate of registry and
of the certificate of competency of the aero-
naut.

“Any non-resident of this state who has
complied with the laws of the state within
which he resides, relative to air ships and the
direction and operation thereof, may fly said
air ship in this state not exceeding ten days
in any one year, without complying with the
provisions of this act relative to the registra-
tion of the air ships and the licensing of direc-
tors and operators, subject, however, that the
said non-resident must have been of a state
requiring the registration of air ships and
licenses to direct and operate the same and
must have been so licensed to operate and
said air ship must have been so registered in
that state.

“The secretary of state may issue, without
examination, a license to any aeronaut hold-
ing a license from any association of indi-
viduals or societies, formed for the purpose of
promoting the science of aviation, the stand-
ing and character of which is such that the
secretary is satisfied the said license has been
issued on due examination and deliberation.

“Any person flying an air ship in this state
who faiits to comply with any of the foregoing
provisions of this act, shall be fined not more
than one hundred dollars or imprisoned not
more than six months, or both.

“very aeronaut shall be responsible for
all damages suffered in this state by any per-
son or persons from injuries caused by any

00

AERONAUTICS

voyage of an air ship directed by such aero-
naut; and if he be the agent or employee -of
another, in making such voyage, his principal
or employer shall be likewise resnonsible for
the same.
ents valet
1912.”

shall take effect on January 1,

Pennsylvania’s Bill.

The Aero Club of Pennsylvania has been
able to have introduced another bill providing
for the licensing of aviators flying in publie in
the state of Pennsylvania, with an additional
license for aviators carrying passengers, and
regulating the height which an aeroplane shall
maintain when flying over spectators within
an aerodrome and providing penalties for vio-
lations of provisions of the Act.

Upon passage of this bill, it will be unlaw-
ful for an aviator to fly either for sport, ex-
hibition or prizes until a license is obtained
from the Secretary of State, nor can a passen-
ger be carried without an additional license
permitting him so to do.

A. fee of $5 is charged for an aviator’s li-
-cense, and $25 for a license permitting the
earrying of passengers. No license will be is-
sued until the Secretary of State receives evi-
dence that the applicant is competent to fly.

This puts into control of the State the li-
censing of aviators. Each State, in making
similar laws will, no doubt, demand evidence
of competency, and is likely to make its own
rules. This will mean a loss by the Aero Club
of America of a great share of its powers.
An aviator’s license granted by the club will
be of no use to an aviator, and the Aero Club

June, IQTT

of America will not be able, of course, to
retaliate by refusing the aviators the privilege
of flying in sanctioned meets.

The Pennsylvania bill requires that at ex-
hibitions and meets the machine must fly at a
height of not less than 200 feet if over the
heads of spectators.

It also provides that it shall be unlawful at
a public meet or exhibition for persons with-
out proper credentials to. trespass upon the
grounds set apart for flying.

A fine of $50 or imprisonment of not more
than a month, or both, for the first offense,
and for the second offense $200, or imprison-
ment for not more than a year, or both; and
forfeiture of license for the third offense, are
the penalties for failing to comply with pro-
visions of the act.

A non-resident aviator holding a_ license
from some other State may fly in Pennsylvania
not exceeding ten days in any one year with-
out obtaining a license.

The State puts an official stamp upon the
words “aviation,” ‘aeroplane’ and “aviator,”
as commonly used. An “aerodrome,” hereto-
fore the subject of great discussion, is defined
as a “place set aside for aeronautical experi-
ments or evolutions,’ which undoubtedly is
the best application.

New York State Aviation Bill.

The Aeronautical Society of New York is
having a bill introduced in the New York
State Senate to cover the licensing of aviators
and the control of flying within the State. The
blll will have been in its final shape, no doubt,
by the time this issue is on the press.

AERIAL -MOTORS

23 Leighton—4-cyl., vert., 2-cycle.
24 Roberts—S8-cyl., vert., 2-cycle.
AIR COOLED.

Detroit Aero—2-cyl., horiz., 4-cycle.
Herrack—4-cyl., vert., 4-cycle.
Cowley—4-cyl., vert., 4-cycle.
Brott—4-cyl., vert., 4-cycle.
Metz—7-cyl., rev., 4-cycle.
Holmes—5-cyl., rev., 4-cycle.
Adams Farwell—5d-cyl., rev., 4-cycle.
Rotation engine, 7-cyl., rev., 4-cycle.
Berger—7-cyl., rev., 4-cycle.
Hendee—7-cyl., rev., 4-cycle.
Berliner—7-cyl., rev., 4-cycle.
Macomber—5-cyl., rev., 4-cycle.

Foreign Motors.

AM NwrROwMAGO

etoco coc toto cl bo bo bop bo

WATER COOLED.
1 Panhard—4-cyl., vert., 4-cycle.
2 <Aster-—4-cyl., vert., 4-cyecle.
3 Wright—4-cyl., vert., 4-cycle.
4 Green—4-cyl., vert., 4-cycle.
5 N. G A.—4-cyl., vert., 4-cycle.
6 Wolseley—4-cyl., vert., 4-cycle.
7 Clement-Bayard—4-cyl., vert., 4-cycle.
8 DeDion-Bouton—4-cyl., vert., 4-cycle.
9 Gyp—4-cyl., vert., 4-cycle.
10 Clerget—4-cyl., vert., 4-cycle.
11 Gregorie—4-cyl., vert., 4-cycle.

12 Barriquand & Marre—4-cyl., vert., 4-cycle.
3 Daimler—4-cyl., vert., 4-cycle.
14 Jap—4-cyl., vert., 4-cycle.

15 Boyd—4-cyl., vert., 4-cycle.

16 Eole—8-cyl., horiz., 4-cycle.

17 Darracq—2-cyl., horiz., 4-cycle.
18 Dutheil Chambers—2-cyl., horiz.,
19 Crowley—2-cyl., horiz., 4-cycle.
20 Coudert—2-cyl., horiz., 4-cycle.
91 Clement—2-cyl., horiz., 4-cycle.
22 Gobron Brille—S8-cyl., ,radial, 4-cycle.
23. Anzani—3-cyl., radial, 4-cycle.

24 Esnault Peltrie—7-cyl., radial, 4-cycle.
95 N. E. C. Mort—4-cyl., vert., 2-cycle.
96 WLucas—4-cyl., vert., 2-cycle.

27 Lamplough—4-cyl., V, 2-cycle.

4-cycle.

28 Antoinette—S8-cyl., V, 4-cycle.
2) AE INE Wee Sac Vila 4-cycle.
30 Simms—6-cyl., V, 4-cycle.

OP tt © DAY

(Continued from Page 196)

AIR COOLED.
Gnome—7-cyl., rev., 4-cycle.
Empress—7-cyl., rev., 4-cyl.
Salmson—7-cyl., rev., 4-cycle.
Farcot—2-cyl., rev., 2-cycle.
Pipe—S8-eyl., V, 4-cycle.
Renault—S8-eyl., V, 4-cycle.
Fiat—8-cyl., V, 4-cycle.
Paradox—4-cyl., vert., 4-cycle.
Boyd—4-cyl., vert., 4-cycle.

SUMMARY OF AMERICAN MOTORS.
17 vertical type (14 water cooled, 3
cooled).
2 horizontals (1 water cooled, 1
9 V types (all water cooled).
8 revolving type (all air cooled).
Of above, of the 4-cycle type there are 31
and of the 2-cycle type there are 5.
pole water-cooled total 24 and the air-cooled

“.

OO Co CS G9 CO CO tO CO CO
WOO Col

air:

air cooled).

SUMMARY OF

19 vertical
cooled).

6 horizontals (all water cooled).

5 radials (2 water cooled, 1 air cooled).

7 V types (4 water cooled, 3 air cooled).

4 revolving (all air cooled).

Of above, of the 4-cycle type there are 35
and 4 of the 2-cycle type.

cone water cooled total 29 and the air cooled
10.

FOREIGN
type (17 water

MOTORS.
cooled, 2 air

SUMMARY OF FOREIGN AND AMERICAN
MOTORS.

otal eA mMeniCans alo Lorca syne sts ee ee 36

Ot erOreileny MO UOMGr as omneie oe aie een 39

TOA. Seat ce eka etMal ian eek ata 75

36 Vertical type (31- water cooled, 5 air cooled).

Cr

Hlorizontals’ (7 water cooled, 1 air cooled).
Radials (2 water cooled, 1 air cooled).

V types (13 water cooled, 3 air cooled).
Revolving type, all air cooled.

Aw

1
1

| w

io

Of these, 66 are 4-cycle type and 9 2-cycle;
53 are water cooled and 22 air cooled.

201

AERONAUTICS

U.S) MSE At AS Re

HBP following relates to the progress and in-
struction of officers of the Maneuver
Division, at San Antonio, Texas, in operat-
ing the Wright and Curtiss machines and

the method of instruction that is being pursued.

A total of eighteen officers have been detailed
as candidates for instruction upon their own
application. These officers are permitted to have
access to the hangars, study the machines, under
the supervision of the instructor, and are then
permitted to select which type of machine they
prefer to operate. They are next taken for a
flight in the machine, as a passenger, by the
instructor.

None of these officers have been relieved from any
of their regular duties with their regiments, but
are required to show their interest and enthusiasm
for this work by putting in their extra time in
the manner described.

The only officers who have flown in the machines
as pilots are Lieutenants Beck, Foulois, Kelly and
Walker. They are not yet considered competent
to act as instructors.

The United States Government will have, on
July 1, three types of American-built aeroplanes,
the third being one of the model “D’” Burgess
biplanes, built by the Burgess Co. & Curtis,
Marblehead, Mass. The signal corps now has at
San Antonio a Curtiss machine and two Wright
machines.

This new Burgess machine is now at the Squan-
tum field, near Boston, for trial.

Orders for aeroplanes and new pupils are com-

ing in with satisfactory frequency. The model
“Dp” machine which William Hilliard used at

Mineola is to be equipped with a Gnome engine,
which is already on its way. More than half a
dozen pupils have paid $500 for a course of
actual flying in Burgess machines.

Bids will be opened at the War Department
May 20 for four sheds at College Park, 45 by
#5 feet inside, 11 feet high at bottom of roof
russ.

The Government has taken up thus far, through
the War Department, only the subject of construc-
tion, maintenance and operation of aeroplanes,
having regard mainly for their requirements in
war. Carrying out this idea, as more fully ex-
plained by General Allen in the May number,
aerodromes will be established at the various
military tests throughout the country The two
Wright aeroplanes and the Curtiss have two offi-
cers for each machine, which have been with the
Manoeuvre Division at San Antonio, Texas, for

A SG EN

LOWELL, Mass., April 26.—Jay B. Benton,
pilot, J. W. Flagg and Sumner Willis, aged
14, in the ‘“‘Boston” to West Newbury, Mass.,
Time, 1 h: 45 m-.; dist:, 30) miles: alt:, 4,600 ft

KINGSTON, N. Y., May 15.—Chas. F. Walsh,
pilot, A. Leo Stevens and Wm. F. Hoehn, sec-
retary of the Kingston Chamber of Commerce,
made an ascension in the “Stevens 27,” land-
ine at Erving; Mass. The balloon passed over
the Berkshire hills, and Pittsfield was sighted.
Kingston supplied pure coal gas, with a lift of
48 pounds to the thousand cubic feet direct
from the benches, after going the washer and
dryer. Many fires were noted. It is expected
that an aero club will shortly be formed in
Kingston. Distance 100 miles.

ST. LOUIS, Mo., May 7.—Wm. F. Assmann,
Lieut. John P. Hart, Sergt. Joseph O’Reilly
and Sergt. Emil Wunder, of the Signal Corps
of the Missouri National Guard, in the ‘Miss
Sofia” to Springfield, O., 357 miles. A wire-
less telegraph outfit was carried and the other
record was established when communication
was had with Fort Leavenworth, Kan., Chi-
¢ago, Kansas City, Milwaukee and other large

June, 1911

ACE RYOUN A UT Tiers

some time, have already done some practical and
useful work in the way of carrying messages, have
taken photographs and have made some experi-
ments on the requirement of wireless telegraphy
in the way of reporting information. Results
are encouraging and the experiments will be con-
tinued.

“The aeroplane of the coming year,’ said Gen-
eral James Allen, at the banquet of the Aero-
nautical Society, ‘tis supposed to carry at least
400 pounds of useful load in addition to the
aviator and the necessary supply of petrol for a
considerable radius of action, so that five of them
would carry one ton. In estimating the strength
of the Army, we generally deal in thousands of

men. <As a suggestion of what might be possible
with five aeroplanes, it may be noted that a
day’s rations for one man, commonly called the

haversack ration, weighs two pounds, or for each
one thousand men, one ton. <A thousand rounds
of service rifle ammunition weigh one hundred
pounds, so that one ton. would provide twenty
rounds of ammunition each for one thousand men.
When it is known that these loads are carried at
the rate of forty miles per hour, you can realize
that a thousand men who are twenty miles away
would in one trip of five aeroplanes be supplied
with a day’s rations in thirty minutes or twenty
rounds of ammunition per man for the one
thousand men in the same time. This brings up
the question of what is possible with the aeroplane
in the way of transportation for supplies of food
and ammunition for the army. ‘Taking the same
unit, five aeroplanes for a ton, twenty such units
would be capable of carrying twenty tons of
explosive of incendiary material and dropping it
over a fortification or besieged fortress within ten
minutes. These thoughts are simply presented
with a view of showing what it is possible to
accomplish with a comparatively small number of
these machines. Their promise to be the poor
nations’ defense is emphasized by the fact that
some of the less wealthy nationalities are spending
the most money for aeronautics.

“Tt is the policy of the War Department to
place at the disposal of practical men the use of
such aviation fields as may be established.

“The Department is also ready to co-operate
with aeronautical societies in the other divisions
of the work; that is to say, the scientific study
of the problems of flight and research and ex-
periments in the laboratory. Aviation has now
reached a point where we can no longer depend

upon. empirical formulae for progress, and we
look to aeronautical societies to formulate for

us the true theory of dynamic flight.”

Ss 1 Ol Nes

cities. This is the first time that wireless
messages have been received by passengers in
a spherical balloon.

PHILADELPHIA, May 9.—Dr. Thomas E.
Eldridge, John H. Noggle and Mrs. Ada T.
Kurtz in the “Phila. II.” After being in the
air from 9:30 a. m. to 3:20 p. m., the balloon
was taken in tow by a tugboat and the aero-
nauts hauled along by the drag rope to a
final landing at Delaware City. The balloon
was drifting down Delaware Bay, ballast was
low, and it was in danger of going out to sea,
when Dr. Eldridge’s signals were caught by
the tug. When the tugboat reached its dock
the balloon was hauled down and the pas-
sengers got out of the basket. Several times
during the towed part of the trip the bal-
loon dipped down into the water and finally
Mr. Noggle got on board the boat.

HAMILTON, O., April 25.—Albert Holz and
Charles Troutman in the ‘Drifter’ to Prince-

ton, Ill., landing there the following evening.
Hamilton was left at 7 p. m. Distance 280
miles.

202

AERONAUTICS

June, TOL

MUO ror UB $1,000 MOTOR: PRIZE

HE Automobile Club of America has
finally announced rules for its Thousand
Dollar Prize to be awarded the competi-

tor whose motor
number of points

secures the highest
according to the scale
drafted by the club. The prize will not be
awarded in any case unless a motor runs
continuously for at least three hours at what
the committee considers a satisfactory load
and speed.

AERONAUTICS for a long time was insist-
ent upon the necessity for prizes and the Aero
Club of America was urged to offer prizes
without result. It was with much satisfac-
tion that AERONAUTICS viewed the first an-
nouncement of the Automobile Club’s competi-
tion.

This prize is the only one open in America,

at least, which has for its object real ad-
vancement in the science of aeronautics.
Other prizes could be offered for greatest

weight lifted; for set or greatest weight lifted
a certain height in the fastest time, or com-
binations of weight, time, and height; for
speed in climbing, distance, stability, flight
with least horsepower per pound weight, dura-
tion, slowness of flight, etc.

Prizes for Liberty flights and other dan-
gerous ‘“‘stunts” are not asked by those who
have the real interests of the art and science
at heart.

Entries for the competition will be closed at
midnight, July 1, 1911.

The test will be conducted in the laboratory
of The Automobile Club of America, 54th and
55th Sts., New York City.

The entrant shall provide, besides the motor,
complete equipment for operating the same, in-
cluding:

(a) Complete ignition equipment. (b) Lu-
bricant and complete lubricating equipment
(with tank, if necessary). (c) Complete cool-
ing equipment (including radiator, pump and
piping, if necessary). (d) A Suitable flange
or fitting for connecting motor to dynamo-
meter, and sub-frame, if same is necessary for
adapting motor to the club’s adjustable motor
support. (e) Suitable piping, etc., for con-
necting engine to cooling system, lubricating
tank and fuel tank.

The club will provide: (a) All necessary
apparatus for making required measurement.
(b) Fuel, the same to be gasolene of about 0.72
specific gravity (64 degrees Beaume). (c) A
blower capable of delivering from a 4 ft. x 4 ft.
opening a blast of air (at room temperature)
having a maximum velocity of approximately
fifty miles per hour. This may be placed any-
where to suit the entrant.

THIS TRIAL SHALL INCLUDE:

First.—A test of three hours’ duration at
constant speed as nearly as can be maintained.
The speed may be selected by the entrant. At
the start, the load will be set to hold the
motor at this speed for the particular spark
and throttle position selected by entrant, and
this load shall not be varied during the three-
hour test except as it may change auto-
matically, as a result of the variation in the
speed of motor.

Second.—A test to determine ease and cer-
tainty of starting: (a) From a standstill, and
(b) Starting up again while engine is still
turning over slowly.

Third.—Any other short test which the com-
mittee may require, in order to properly award
the points under the headings given below.

WEIGHT.

(a) Weight. In these rules the “weight of
the motor and all accessories’ shall mean the
weight of the motor and all its parts ready to
run, together with the following: Complete
ignition equipment, including all necessary wir-
ing; complete carburetor equipment and _ all
gasolene used during the three-hour test (but

not tank for latter, or piping from tank to
carburetor); complete lubricating equipment,
including tank, all piping and all oil used dur-
ing three-hour test; water-pump, radiator, all

piping and all water in system at time of
starting three-hour test; and all other devices
which form essential parts of the motor

equipment. It does not
none is necessary.

(b) No motor shall be eligible for this
competition which weighs, with all its acces-
sories, more than ten pounds per brake horse-
power (which horsepower it can develop con-
tinuously for three hours.)

MEASURING POWER.

(c) The power shall be
drive shaft, which shall be
to the club’s electrical cradle-type dynamo-
meter. (d) During the three-hour test no ad-
justment of the motor, carburetor, or of the
fuel apparatus or ignition system will be
allowed, except adjustment of the throttle and
the timing lever, and no replenishing of the
supply of lubricant or of water in the cooling
system will be permitted. (e) Four attempts
to start motor in beginning the three-hour
test will be permitted. If, in making these
starts, the motor runs more than five minutes,
the test will be considered as begun, and
all readings of fuel consumption, speed and
torque will start at the end of this five-minute
period, and this shall be considered the official
beginning of the three-hour test. In starting,
if the motor runs more than one and less
than five minutes, this shall constitute a false
start. Only three such false starts will be
allowed.

include flywheel as

measured at the
direct connected

COOLING.

(f) For the purpose of cooling the motor

or radiator, or both, any entrant may make
use of the blower mentioned above.
No motor shall receive any points. (1) If

it fails to complete the three-hour test. (2)
If, during the three-hour test, it fall below a
speed which is 85 per cent. of the declared
speed. (3) If, having made three false starts,
it fails to start on the fourth attempt.

SCORING.

In scoring, the points awarded will be based
principally on the three-hour test, but will
depend to some extent on the other tests, and
will be apportioned under the following heads:

Item A shall include: Ability to run stead-
ily at the speed declared throughout the three-
hour test. During this test the motor will be
allowed to drop to that speed which is 95 per
cent. of the declared speed, without penalty,
and will receive 25 points. For each drop
in speed of 1 per cent. of the declared speed
below 95 per cent. of said speed, 2% points will
be deducted under Item A. If, during the
three-hour test, the motor falls below that
speed which is 85 per cent. of the declared

speed, no points will be awarded under any
item.
Ttem B.—Each motor which can demonstrate

the ability to start easily, to run slowly, and
to accelerate quickly under load up to the
declared speed, shall receive 5 points. Motors
failing to demonstrate this ability will receive
no points.

Item C.—That motor
least quantity of fuel per brake horsepower
per hour during the three-hour test will re-
ceive 15 points, and other motors will receive
a number of points inversely proportional to
the amount of fuel they consume as compared
to the amount of fuel consumed by that motor
showing the greatest economy per brake horse-
power per hour. The power considered will be
the average power delivered throughout the
three-hour test.

which consumes the

. (Continued on page 214)

03

AERONAUTICS

BALD WIN

Captain Baldwin in the Steel Machine.

HIE new biplane of Capt. Thomas S. Baldwin,
“Red Devil the Third,” is a simplified and
standardized replica, in the main, of his
two previous machines, of which details

have appeared in AERONAUTICS.

This latest machine is built entirely of steel,
save for the cloth on the planes, the main lateral
beams and ribs. It is very speedy, having been
timed around 60 miles an hour As soon as the

machine was ready for trial, Captain Baldwin
sent it over the Mineola field a couple of times
at first attempt. No changes have been made

in balance, and the genial captain has been mak-
ing the last three weeks in May some good flights
over to Hicksville and back and around the Hemp-
stead Plains.

The parts were built for Captain Baldwin to
his designs by C. and A. Wittemann of Staten
Island.

Main Planes.—A novelty has been introduced

in plane construction. The ribs butt against both
the front and rear lateral beam, and are attached
by square tube ferrules. as shown in the sketch.
There is no trailing edge, considered as a_struc-
tural part of the sections of the plane. The trail-
ing edge, or surface to the rear of the rear beam,
is built separately, with its own little beams and
ribs and mey be either attached rigidly or hinged
for use as ailerons. The main planes are divided
up into five-foot sections (except the center one),
which are quickly interchangeable. There are also
short panels which can be fitted at either ex-
tremity of one or both the main planes, thus
increasing the area of the planes by 10% or 21
square feet, as desired. These are shown attached

in the drawings. The diagonal wire bracing of
each section of panel runs over the top of the

sJaldwin vulcanized fabric, which is
The

ribs under the
tacked to both sides of the ribs and beams.
cloth is not laced to the panels, as formerly.

Outriggers.—These are all of round steel tubing
filled with hickory. There are no joints in these;
they run out to tail and elevator in one fuli
length,

June, I1QrT

ALL-STEHE i “BP rasan

ei , a o; an ny 5

Photo by Edwin Levick

Running Gear.—The two Hartford tired wheels.
which, with the tail skid bear the weight of the
machine, are centered directly under the front
beam of the lower plane. The front wheel is
used only in landing. Two pieces of round tubing
run from the hub of this front wheel back to the
distance rod between the other two wheels. Rect-
angular hickory filled tubing runs from the front
wheel up to the rear of the engine bed. Great
care has been taken to avoid drilling holes and
weakening this member. The cross pieces for foot
rest, steering pillar and seat frame are all at-
tached by clamps.

Power Plant.—Hall-Seott 8 cylinder (4 x 4) V-
type GO h.p. motor, driving direct a 7-ft. diam.

G6-ft. pitch Gibson propeller. Hall-Scott radiator,
Mea magneto, Stromberg carburetor. Water cir-
culation is by a large capacity centrifugal pump.
The oiling system is by gear driven pump which
drives the oil through the hollow cam shaft into
the oil compartments under each pair of cylinders.

Stability.—Ailerons hinged to rear beams of both

upper and lower planes. <A light steel tube strut
connects each pair. The ailerons are positively
operated in both directions by Roebling cables

running through copper tubes with Bowden wire
inside where bends occur. to the shoulder brace.
The aviator’s leaning to the high side causes the
pair of ailerons on the low side to increase the lift
on that side and decrease the lift on the high
side.

Controls.—The front elevator works in conjune-
tion with the movable surface of the tail. Push-
ing forward on the steering wheel and pillar steers
down, and vice versa. Turning the wheel right
or left steers respectively. The rudder cables run
onee around the steering wheel (fastened at the
top). down through the hollow pillar or column
through Bowden wire, cross and run under the
lower plane out along the outrizgers to the ends
of the horizontal mast on each side of the rudder.
The right foot euts out the magneto. There is
also a snap switch on the steering wheel, as well
as a knife switch under the left corner of the
seat. The left foot works the throttle.

204

AERONAUTICS June, I9tr

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205

AERONAUTICS

June, IQIt

THE -N@w FAIRCHILD MONOPL AN

HI 1911 monoplane, the second one built of
own design, of Walter L. Fairchild, Mine-

ola, L. J., had its first trials on May 11,

with Auguste Denis as pilot. Denis, who

has a pilot license of the A. C. F., has been en-

gaged by Mr. Fairchild to fly the machine. Dur-
ing succeeding days several short flights were

made about the field. The aviator was cautious
and took no chances with this new machine.

Like its predecessor, it is built entirely of steel
tubing, with the exception of skids, ribs and cloth
covering.

No change was made in balance or controls,
and it flew the first time out. The big Emerson
engine turned up 520 pounds standing thrust at
950 r. p. m., with a special new type Gibson
propeller. In flying, the engine speeds up to 1,150
r. p. m. The scales could show no greater pull,
as the pointer went to the limit. No difference
was found in leaving the grounds, whether 35
pounds or 215 pounds of gasoline were carried.

On May 4 a wheel was injured by landing in a
hole, and through a misunderstanding the aviator
started another flight. To avoid some bystand-
ers while at a low elevation, he steered for the
ground and the wheel gave way, breaking the skid
and standing the machine on its nose. Outside
of the running gear, but one rib was broken, the
crankshaft bent and the propeller demolished. The
strength of the steel construction has been made
very evident.

Main Planes.—The wings have steel tube lateral

beams and bridge-construction main ribs, which
are 2 ft. apart, with additional light 4-in. by 4-
In. Spruce ribs in between spaced 8 in. apart.

Light spruce strips % in. by 4 in. run laterally
with the wing about every 8 in., serewed to the
main ribs. Wilson & Silsby untreated cloth is
used to cover both sides, and is tacked on main
ribs and edges and then bound with rattan around
the edge of the wings and on the first three main
ribs out from the ‘fuselage’ on each side. There
is 7 in. of warp up and down on each wing.
Puselage.—All of steel. No aluminum or other
metal used. The fuselage is in three sections.
The forward section is 10 ft. long and the two
rear sections 9 ft. each. The ends of the longi-
tudinal members butt together at the joints and a
6-in. sleeve is fitted over tight and pinned. Spe-
cial sockets are used which fit over the 1-in. 22-
gauge tubing of longitudinal members and into the
horizontal and vertical struts. These special split
tees can be easily removed for replacements. The
stay wires are piano No. 12 English gauge. ‘The
manner of fastening and tightening is illustrated.
Pieces of 1%-in. tubing % in. in length are used,
with four holes drilled for the common spoke
nipples. From the wire tightener in the center
of each panel the wires go through copper tubes

inserted in holes drilled through the sockets and
tubing at joints. The three sets of wires which
go through at each joint are wrapped with copper
wire on either side of the copper tube and soldere&
to prevent slipping either way. This peculiar
form of turnbuckle adjustment accomplishes thé
object of its design, which was to allow a certain
amount of flexibility to the fuselage. The first ?
ft. of the fuselage is yet to be covered with alumi-
num sheet and the balance with cloth to reduce
head resistance. The construction allows walking
all over it, suspended at either end, without visible
deflection.

Stability. Warping of wings by turning hand
wheel to the high side. A sprocket on the hand
wheel engages chain to which is connected wires
which go down to another chain and sprocket
fastened to grooved pulleys, over which run the
warping wires. The elevators work by pushing or
pulling the steering column. The rudder works by
a foot yoke, the wires not being crossed.

Running Gear—This to be changed to include
a center skid with trucks similar to the Farman,
using Goodyear Dunlops 24-in. by 3-in. tires. The
tail is supported by a skid, with shock absorber.

Power Plant.—Wmerson 100-horsepower, six-cyl-
inder, two-cycle engine mounted inside the frame,
with a special flat radiator on each side, weigh-
ing 20 pounds each. Eight hundred feet of tubing
is used in the radiator. Jach tube is flattened
down to a cross section of .75 in. by .08 in. The
circulation is by gear pump. Mea magneto, spe-
cial Sechebler carburetor. The gasoline is fed by
gravity from a 30-gallon rectangular tank. The
consumption of gas is about six and a half to
seven gallons an hour. Oil at the rate of a quart
to five gallons of gas is sufficient for lubrication.
The propeller is a Gibson special, 8 ft. diameter
by 6 ft. pitch, shaped like the well-known ‘‘Nor-
male,’ with the cross sections of the Chauviere.
A Warner tachometer registers the revolutions
per minute. The spark advance is controlled by
a small wheel at the left hand. The gas and
air control is at the right hand All control wires
are double 1/16-in. Roebling cable and No. 14
“aviator” wire. There are no pulleys for controls.

Weight.—Four hundred and seventy-five pounds
without the power plant, which adds 400 pounds,
including radiator and water, ready for gas and
operator.

‘Rah for Willard. He is at last coming back
to the East, the land of his nativity, to set up
a new machine. No details have been given out,
but it may be that it will be rudderless. ‘‘Charlie’’

has been married and there’s no telling. Con-
gratulations on both events!

Ready to Start in the Fairchild II.

Photo by Edwin Levick

AERONAUTICS June, 1911

ronan

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Detail of Connections in Fuselage.

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FURCHILD TT

The Fairchild Monoplane, Type II.
207

AERONAUTICS June, TOE

The Hempstead Plains Aviation Co.

ANNOUNCES THE

OPENING

OF THE

MOISANT AVIATION SCHOOL

At Garden City, Long Island, N. Y.

under the personal direction of

ALFRED J. MOISANT

ASSISTED BY

Andrew Houpert St. Croix Johnstone
René Simon Edmond Audemars
René Barrier Roland G. Garros

The finest flying grounds in the United States, 1,200 acres without

an obstruction, 18 miles from New York City
2} mile straightaway

FRENCH PILOT
AVIATORS ARE INSTRUCTORS

Flying is a Fine Sport, a Splendid Science and a Rich Livelihood.

LEARN TO FLY!

For full particulars address

ALFRED J. MOISANT, Pres. - Times Building, New York City

In answering advertisements please mention this magazine.

AERONAUTICS

June, Torr

mERONMAUTECAL SOCIETY'S BANQUET

HE most important as well as the largest
dinner ever held by an aeronautical or-
ganization in this country, was that of The
Aeronautical Society, the first of a yearly

series, in the Hotel Astor, New York, April 27.
Eight hundred people were either diners or in-
terested auditors.

The President of the United States, William H.
Taft, the guest of honor, was the humorist of
the evening. His presence was the climax-capping
feature of an evening of events. He was pre-
sented with a gold membership card of the Aero-
nautical Society of Fort Worth and the Aero-
nautical Society of New York. Hunter L. Wilson,
of the Fort Worth organization, traveled to New
York for the sole purpose of presenting the Presi-
dent with this card. The President stated that

he would consider the card good for one flight
in the first aeroplane capable of carrying him,
as he put it.

With Hudson Maxim, president of the Aero-

nautical Society. as toastmaster, the speakers of
the evening included: Honorable Williggf Ran-
dolph Hearst, who received a gold medal from
the Aeronautical Society in acknowledgment of
his coast-to-coast $50,000 prize; Brigadief¥ General
James Allen, Chief Signal Officey of the United
States Army; Gutzon L. M. Borglum, the famous
seulptor; Dr. Charles Doolittle Wolcott, Secre-
tary of Smithsonian Institution; Rear Admiral
Robert E. Peapy ; Professor Willis L. Moore, Chief
United States Weather Bureau; Thomas A. Hill,
Director of the Aeronautical Sdtiety; W. R.
Turnbull, of Canada, representing the Aeronautical
Society of Great Britain’ and Captain Washington
Irving Chambers, of the United States Navy.

The speech of Mr. Hearst was as peaceful in
tone as was President Maxim’s warlike. ‘Every
dog has its day, but the dogs of war have had
their day. The conduct of war belongs to the
black barbarity of the past,” he said; “the naviga-
tion of the air belongs to the bright civilization
of the future, a civilization upon the bare thres-
hold of which we reverently stand.”

In urging the necessity for the United States
Government to take up the study of aeronautics
and telling of what has been done by the Signal
Corps thus far in buying machines, General Allen
pointed out the progress of military aeronautics
in other nations as applied to research work.

“Realizing the importance of aeronautics, Great
Britain has recently appointed an Advisory Com-
mittee for aeronautics, with the Right Honorable
Lord Rayleigh as president, and nine other gentle-
men prominent in military, naval and physical
sciences, as associates. This committee has sub-
mitted an interim report. which has been printed
for Parliament, and outlines a thorough and
systematic programme for the theoretical and ex-
perimental investigations in aerostatics and aero-
dynamics as bearing on the important problems

constantly arising in aerial navigation. ‘The Na-
tional Physical Laboratory, which corresponds to
the United States Bureau of Standards, has been
provided with special buildings and apparatus suit-
able for undertaking various kinds of aeronautical
experiments and tests under the direction of the
Government to encourage in every possible way
the advance of this new science in Great Britain.

“In Germany, the University of Gottingen has
for a number of years given special attention to
aerodynamical experiments in a_ specially con-
structed and well-endowed laboratory, and it is
understood that in the latest designs of dirigible
balloons for the German Government, valuable
assistance has been received from the study of
models in this laboratory.

“In France, the University of Paris. has re-
cently been richly endowed and provisions made
for carrying forward similar experimental work
for the citizens of the French Republic.

“In Russia, one of the best equipped aero-
dynamical laboratories in the world has been
founded near Moscow. In addition. to this, aerial
navigation has become the subject of special in-
structions at various universities in Europe.’

Secretary Wolcott sketched out the work of the
Smithsonian Institution, the only one in this
country for many years to encourage aeronautical
research, beginning with the experiments of Lang-
ley, telling how they came to be financed, and
promised the co-operation of Smithsonian Institu-
tion with any aerodynamic laboratory which might
be established.

Rear Admiral Peary discussed the possibility. of
reaching the pole by aeroplane and prophesied its
feasibility.

“Dinner in New York to-day and the day after
to-morrow in London is not impossible,’ said
Professor Moore, who applied meteorology to flying
as a means of great speed.

Mr Hill outlined the history of the Society
to date, commented. with industrial data, upon the
status of commercial aeronautics in Europe, and
broached the Society’s expectations of endowing
an. Aeronautical Chair.

With special credit for Eugene Ely’s flight to
a battleship, Captain Chambers spoke of the ex-
pectations of the Navy and the development of a
special navy aeroplane of which the Curtiss
“Mriad’? is the first of its type.

The big ball room of the Astor was appro-
priately decorated with a great number of
beautifully built models, some even almost
half size, like the Wittemann glider. At each
plate was a toy balloon attached to a string.
The menus were unique and and most attrac-
tive. In harmony with the color of the paper
stock the covers were made of the latest
Goodyear rubberized cloth. Everyone who at-
tended had something complimentary to say
about them.

NAT IO IN ACL

ITH a national law covering the registra-
tion of aeroplanes and the licensing of
operators, along the lines of the marine
law, as urged by the Aeronautical Manu

facturers’ Association, or with state laws already
before several legislatures and shortly to be in-
troduced in others the Aero Club of America will
find its licenses of no value.

Its foreign affiliation will
international recognition of records
exchange of club privileges.

The club cannot adopt conditions differing from
those laid down by the international body.

It is apparent that it cannot adopt the same
conditions for the issuing of licenses as may be
adopted by a state or the nation. If state laws
are the outcome of present activity, it is probable
each state will have laws more or less at vari-

be valuable only for
and for the

Eel CE Ni Sat-NG

ance with those of another, as in the case of
automobile laws.

No state can delegate powers to a club or ac-
cept Aero Club licenses as sufficient evidence for
the issuance of state licenses.

The club will not be able to conduct meets or
license meets, for by the terms of its foreign
agreement such meets can admit only aviators
holding club licenses; and besides, the state would

not allow a meet unless contestants were duly
qualified under state laws.
The club licenses would be merely an _ honor.

An aviator could not fly with that alone; he could
fly with state licenses only: the former would
be but a decoration—the two would amount to
an absurdity.

209

June, Torr

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AERONAUTICS June, 1911

For Safety’s Sake—
Goodyear Tires—Goodyear Fabrics

As the aeroplane lands, the tearing loose of a
tire means serious injury to the machine. Equipped
with Goodyear Detachable Aeroplane Tires
injury is impossible, for the tire is held to the rim
in a vise-like grip by wires in the base of the tire.

Aeroplane Wings: Cold and dampness cause
plain, varnished or treated aeroplane fabries to
contract, tighten up. This puts on the planes
a severe twisting strain that turns into damaging
vibration the instant the fabric begins to dry out,
when they loosen, flap and beat against the ribs.
Goodyear Fabric, the new rubberized Aeroplane
Cloth, makes this stretching and relaxation
absolutely impossible. It is moisture-proof,
weather-proof. It cannot shrink nor stretch when subject to atmospheric changes.

Furthermore, it will not mildew and rot. It lasts for years.

Detachable Aeroplane Tires Rubber-Coated Aeroplane Fabric

The wonderful fabric’s coating is permanent,
The Goodyear Detachable Tires embody | and constructed to last for many years, It is
unaffected by heat or cold, Its invention is the
result of an exhaustive investigation by experts
Tires. They are the lightest aeroplane | in France, England, Germany, Switzerland and
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AERONAUTICS June, IQIt

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AERONAUTICS

June, IOI

AERO. CLUB,.AND NATIONAL. COUNCIL

HE National Council of the Aero Clubs of
America, fondly planned to be the citadel
of aeronautics in this country, is now but
an outermost entrenchment which may or

may not—according to the percentage of back-
bone owned by those sincerely interested in ad-
vancement—prove to be the scant burial place of
national affairs. Let it be hoped otherwise!

In the beginning, some of the Aero Club of
America’s affiliated clubs seceded, and, with others,
formed a so-called national body, primarily in-
tended to control all national affairs in this
country on a democratic basis. The delegates
to the first meeting came armed with a firm
determination to deprive the Aero Club of America
of its alleged arbitrarily assumed powers, which
the delegates thought it should not wield. With
the club’s foreign affiliation as an unduly inflated
billy, a majority of the delegates were made to
imagine the leadership of the club imperative,
and an agreement of organization was framed
and adopted.

This proved a leaky vessel and a new one was
thought desirable. Committees from the National
Council and the Aero Club met and considered
and framed a new agreement—or, rather, a new
agreement was written out by W. W. Miller, one
of the members who represented the Aero Club on
this conference committee. It was not changed
one iota from that time until it was presented
to the National Council at the April 4 meeting and
ratified by the Council.

The president of the club and two other repre-
sentatives of the club were present at this ratifica-
tion meeting, and at the moment each clause
was read over and voted upon; and not a word of
objection was made.

AERO CLUB REPUDIATES ITS CHILD.

At a meeting of the Aero Club of America,
held May 4, this agreement of organization and
by-laws of the Council were brought up for adop-
tion and signature. An adverse vote was obtained
and the document was not ratified on the grounds
that a clause to the effect that no club shall be a
member of the National Council unless it be
affiliated with the Aero Club of America was not
incorporated therein; the A. C. A. claiming that it
was agreed upon by the conference committees.
Members of the conference committees state they
never heard of any such clause. W. W. Miller
and Major Samuel Reber, representing the Aero
Club on this committee, were not present on
May 4.

Im answering a question of a delegate at the
April 4 meeting of the Council, Mr. Miller stated
that with the ratification of the agreement he
saw no further reason for the Aero Club’s having
affiliated clubs, and that he understood member-
ship in the Council was tantamount to affiliation
with the A. C. A.

The president of the A. C. A. has even himself
said that the Council must be paramount in

national affairs. This is evidenced by his signa-
ture to the report of the conference committee, of
which he was chairman. He has apparently
changed his mind recently—perhaps just about
the ume the club discovered it had overlooked
a card.

AERO CLUB—AUTO CLUB AGREEMENT.

_ A few days after the Aero Club’s dishonoring
its offspring, the Automobile Club of America
advised the Aero Club of America that the latter
was not in a position to make contracts or agree-
ments with other bodies as the Aero Club already
had an agreement with the Automobile Club by
which the latter recognized the former as its
“Aviation Section.”

Instead of the Aero Club’s being in a position
to dictate to the Council, it is not even free to
make an agreement with the Council. It may even
be found that clubs at present holding affiliation
agreements with the Aero Club may find themselves
not affiliated at all.

While the National Council has worked all along
in good faith, it is apparent that the Aero Club
allowed the Council to ratify the agreement,
with delegates of the A. C. A. taking part in the
action, during all which time the Aero Club was
not even a free agent to make such a contract.
To save its face it must then charge bad faith
on the part of the Council, despite the fact that
members of the conference committee are authority
for the statement that no such clause as the one
sought to be inserted by the Aero Club was ever
a part of the agreement.

As has been clearly set forth in past issues
of AERONAUTICS, the Aero Club of America
never intended that the Council shouid amount to
much more than a name. What little powers it
had were allowed it by the Aero Club. Then. the
Aero Club demanded even the right to say who
might and might not be members of the Council.
And now, through stupidity, the Aero Club finds
that it has no rights itself, so far as concerns
the delegation of rights to other bodies.

The National Council has undoubtedly done its
duty as it saw it, hindered, and perhaps half
blinded, by the dust in the trail of the Aero
Club as it has been, only to be deserted at the
moment the Council thought it saw a successful
outcome of its endeavors.

The only feasible plan for progress from now
on seems to be for the Council to again re-
organize, eliminate the jellyfish, obtain the co-
operation of all the live clubs in the country,
draft a set of rules for its future conduct along
absolutely independent lines, work diligently with
efforts directed towards more rapid progress in
the sport and industry, and forget that the Aero
Club of America ever existed.

If the Aero Club of America cannot
powers, then the National Council must
its own, or go out of business.

delegate
assume

Ee eeHO VAR D VWREGHT -BIPLANE

HE sketch gives the general dimensions of
the Howard-Wright machine as flown by
Sopwith. The photograph shows’ him
starting on the flight in which he won the

De Forest prize.

The span of this machine has been increased.
from 36 ft. to 48 ft. by the addition of panels
on the upper plane. The planes are single sur-
faces, and both are fitted with hinged flaps for
maintaining lateral stability. They are placed
6 ft. 6 in. apart by means of eight pairs of struts
fitting into lugs on the main spars. The front
spar forms the leading edge of the plane, the
other being about 5 ft. to the rear. They are
rectangular in section and are strengthened by a
system of wire bracing similar to that which is a
feature of the Sommer machine. The ribs of the
main planes are spaced equidistant and are in-
closed in pockets on the upper side of the fabric.
Throughout the machine lugs are used for connect-

ing up the various parts of the framework, and
wire bracing is freely used.

The engine and seat accommodation form one
unit, being mounted on a couple of stout beams.
which are clipped to the main spars of the lower
plane. The two radiators are each fastened to
the center pair of struts. The gas tank is sus-
pended from the top spars, the lubricating oil
tank being mounted above the engine.

As it was necessary for machines competing for
the Baron De Forest prize to be entirely British
built, the engine is of the latest E. N. V. type of
60-80 horsepower, the bore and stroke being 105
mm. by 110 mm. The special feature of the con-
struction is the use of electrolytically deposited
copper water jackets. The complete power plant,
including radiators, water, ete., weighs just over
400 pounds. The machine is fitted with a How-
ard-Wright propeller of 8 ft. 3 in. diameter and
dD ft. 6 in. pitch.

211

AERONAUTICS

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June, TOTTI

The American Journal
of Aerial Locomotion

250 West 54th Steet
New York

Prone

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HOWARD WRIGHT

The Howard Wright Biplane

The spherical balloon pilots of the Aero Club
of America total 40, and are as follows, in the
order in which the licenses were granted:

J. C. McCoy, A. Leo Stevens, Frank S. Lahm,
Lieut. Frank P. Lahm, Carl E. Myers, Henry
B. Hersey, Alan R. Hawley, Capt. Chas. De F.
Chandler, Thomas S. Baldwin, Albert C. Triaca,
A. Holland Forbes, Charles J. Glidden, N. H.
Arnold, J. H. Wade, Jr., A. H. Morgan, Charles
Walsh; A. B. Lambert, Charles Levee, H. E.
Honeywell, G. L. Bumbaugh, Dr. R. M. Randall,
Carl G. Fisher, John Berry, Wm. F. Whitehouse,
Hdgar W. Mix, S: Louis Von Phul, Clifford B.
Harmon, James Bemis, H. H. Clayton, Roy A.

Knabenshue, George B. Harrison, Jay B. Ben-
ton, J. Walter Flagg, Wm. T. Assmann, A. T.
Atherholt, William Van Sleet, Dr. L. BH. Custer,
E. S. Cole, Horace B. Wild. ;

Dirigible pilots total but three: Thomas S.
Baldwin, Frank P. Lahm and Horace B. Wild.
This list could be added to considerably. Glenn
H. Curtiss, Carl E. Myers, Roy Knabenshue are
all experienced in dirigible balloon work. Out-
side of the club, there are Frank W. Goodale,
Lincoln Beachey, Chas. K. Hamilton and a half
dozen others who have operated small airships
for years.

212

June, Tort

AERONAUTICS

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ay} JO A10}9D.J auvjdouopy fo uo01z292¢ V

In answering advertisements please mention this magazine,

AERONAUTICS

ATTEN LIOR

Here is your Chance. The Manufacturer's Loss is Your Gain.
This is for a purpose and the Advancement of

AVIATION

The following prices are subject to change. Order early, heavy
and benefit. All goods guaranteed. Prompt deliveries, Skilled labor,
Best materials and modern methods our Standard.

June, IQ1I

Cotas PRO. Now
106 Turnbuckle (bent end)........... 12cts. $.08
105 Turnbuckle (straight end).......12 °* .08
100a Turnbuckle (Samson Lock).. 25 ** st
101 Turnbuckle (Bleriot) .............35 °* .16
102 Turnbuckle (Bleriot)............. AS ° 9
103 Turnbuckle (Bleriot lock nut)..45 ‘* —.20
104 Turnbuckle (Bleriot lock nut) ..55 ** 25
108 Turnbuckle Wrench.............. OV OS
109 One in Post Socket 5/16 Bolt 30 ** .16
110 Oval Post Socket 1" by 15/8..50 ** = .30
123 One inch Brass Ferrule......... @ °° .05
125 Baby Snap Hooks..............-+ .05
128 Combination Outrigger...... eae -90
130 Bed Rail Clamps, 2 inch........35 “ tS

ores os Ae 5OaECZO

oe or ce Gat SOR .25
134 One-way Terminal................ 05 “** .034
135 2, 3 and 4-way Terminals...... Oe .05

’ Struts (Light) 44, 5 and 6 ft.
Formerly $.70, $.90, and $1.15
Now 43, 51 and 57 cts. each.

' Struts (Heavy) 44, 5 and 6 ft.
Formerly $1.50, $1.95 and $2.25
Now 50, 57 and 73 cts. each.
Laminated Ribs (Light) 44, 5,
and 6 ft., formerly $.70, $.85
and$1.10. Now 37,43 and 50
cents each.

4 Laminated Ribs (Heavy) 44, 5
and 6 ft., formerly $1.50, $1.85
and $2.30.
Main Spars,
running foot.

New York Aeronautical Supply Co.,

In answerin

Now 72, 86 and 93 cts. each. |
(1 by 1?) .10 cents per |

| Turnbuckle to a Plane for all makes.

To-day’s Orders are To-day’s Deliveries

g advertisements please mention this magazine.

Catalogue
Number

137 Wire or Lock Ferrule per 100$3.85 ‘* $3.50
141 Music Wire, No. 22, 26 and

Regular

Price, each Now

SOm binned eeeseemeseee: per lb. .77 ‘‘ -57
142 Stranded Steel Wire Cable

W/ALGH (GOOF Enon y) pena HOO) OS Shel
149 Same (100 ft. lengths) 3/32 3.75 ** 2.65
142a Steering Cable 1/16 (100 ft.

LOUS) hovaceck seen sepeenetua tenant or OO mace 4 OO
142a Steering Cabie 3/32 (100 ft.

LOES)) 6 se tntceecsaes ies eterno 6.00“ 4.25
143 Control Wire Guides......... 20

144 U Bolts, $, 3/16 and } 5, 8, and 12 cts. ea.
148 Aeroplane Covering, per yard, .60 and .80

158 Gibson Propellers
158 xe ** practice
160 New York ‘‘

Aeroplane Wheels 20 by 2 $10.00

/ Write for inter-
esting prices

$9.00

163 x ‘© 20 by 24 11.00 10.00
SS =< 20) byesielo- 00m 2.50

183. Laminated Steering Wheel,

(Curtiss Type). Now $4.00.

Farman Type Landing Gear
complete with wheels and tires,
20" x 2", 20" x 93" and 20"x 3",
formerly $75.00, 85.00 & 105.00
Now $57.00, $60.00 & $67.00.

Curtiss-Type Running Gear,
Complete, all fittings without
wheels, formerly $27.50, Now
$19.00.

187 Aviator Flexible Seat, formerly
$12.00. Now $10.00.

We also carry and supply the full line for Air
work. all parts and accessories, everything from a

50 Broadway
(Dept. 2) New York, N. ¥:

AERONAUTICS

June, T9r1

DEATH OF LIEUTENANT KELLY, ARMY AVIATOR

HE death of Lieutenant George M. E.

Kelly, United States Army aviator, at

San Antonio, Tex., on May 10, records

the second time an army oOfficer’s life

has been taken by the Grim Spectre, who now

rides the hurricane in more modern style. The

other was Lieutenant Thomas Selfridge, who
lost his life in 1908.

Lieutenant Kelly took up duties at San An-
tonio on April 18, after completing a course
of instruction at the Curtiss camp in Califor-
nia. A number of flights had been made after
that date by Lieutenants Walker, Beck and
Kelly, all Curtiss pupils. Lieutenant Beck had
had a mishap a few days before and landed in
a mesquite tree. The machine was fixed up
and Lieutenant Kelly had concluded the first
flight made with it since Lieutenant Beck's
accident. The grounds at San Antonio are not
suitable for practice work, as there are some
20,000 troops camped, and there is no place
to start or alight except in the street of the
camp. Humidity is low and the winds are
bad. In three weeks while Parmalee was fly-
ing there, the lowest wind velocity was 23
miles. It is not the velocity, however, but the
unsteadiness that makes it bad.

BOARD OF OFFICERS’ REPORT.

A Board of Officers, consisting of First
Lieutenant Paul W. Beck, Infantry; First Lieu-
tenant B. D. Foulois, Signal Corps, and Sec-
ond Lieutenant John C. Walker, Jr., 8th In-
fantry, was detailed to investigate the causes
of the fatality.

From the evidence given the Board finds
that Lieutenant Kelly had made a flight of
approximately 5 minutes’ duration, in a Curtiss
biplane, at about 7 a. m. May 10, 1911, under
good atmospheric conditions. As a result of
this flight he met his death.

He had made a not abnormally hard land-
ing. Upon landing, at least one and possibly
both sides of seat fork were broken at a point
between pilot seat and foot rest. At the same
time it appears that one diagonal bamboo
brace from front wheel to front elevator was
broken, and its mate was bent.

After striking the ground the first time, the
machine bounded to a height approximating
10 feet, gradually rising to about 30 feet un-
til, within about 75 yards of the camp of the
11th Infantry, it made a sharp turn to the left,
banked up the turning wing, and made an
abrupt dive to the ground. Lieutenant Kelly
was thrown clear of the machine to a distance
of about 20 feet.

As a result of the first impact with the
earth, it is apparent that the pilot lost con-
trol of the front elevator and therefore had
only partial control of the machine.

It is the unanimous opinion of the Board
that the front wheel must have struck an
abrupt depression in the ground or some ob-
stacle, causing the strain which resulted in
the break. 3

From all of the preceding facts the Board is
of the unanimous opinion that the accident
was due to the efforts of Lieutenant Kelly to
avoid endangering the occupants of the 11th
Infantry camp, in which endeavor it became
necessary for him to make a sharp left turn,
which, in the crippled condition of the ma-
chine, put more strain on the controls than
would have been required in a straight away
landing. Such straight away landing was im-
practicable, owing to the proximity of the
tents.

James Henning, the Curtiss mechanic for the
machine that was wrecked, has sent Glenn
Curtiss a report at variance with the findings
of the investigating board of officers, saying
Lieutenant Kelly was at fault in bringing his
machine to earth at full speed, and maintain-
ing that speed at a low altitude, so that the
end of the low plane struck the ground when
he attempted to bank in turning away from
tents, whereas if he had flown at an altitude

of 100 feet he could probably
Without accident.

KELLY’S AUTOBIOGRAPHY.

About a fortnight before his accident Lieu-
tenant Kelly wrote a brief sketch of his career
for the use of the service. It follows:

Born in London, England, December 14, 1878.
Educated at private schools and at Bedford.
Had always wished to go into the army, but
was unable to afford it, owing to the necessi-
ties of a British officer requiring a private
income, the pay being too small. Came to the
United States in August, 1896. Went to Great
Falls, Mont., where two uncles were in busi-
ness. Engaged in several occupations with
little success, except to acquire some mechan-
ical training. At the outbreak of the Boer
war tried to join the Canadian Mounted Ri-
fles, but was rejected on account of light
weight. Became a naturalized citizen in 1902.

In summer of 1903 went to New York city.
While there, hearing that commissions could
be obtained through the ranks, enlisted on
January 14 in 84th Co., Coast Artillery Corps.
Made application to be examined for a com-
mission after two years’ service, December,
1905. Passed preliminary examination at New
York city in March, 1906, and the final exam-
ination at Fort Leavenworth, Kan., January,
1907. Was commissioned in the infantry to
date from January, 1907, and assigned to the
30th Infantry. Went to the Philippine Islands
with the regiment in July, 1907. Was on de-
tached service for a year on the topographical
survey of the Island of Luzon.

Left the Philippines July, 1909, on leave
and traveled in China, thence to England by
way of Suez. Observed privately the British
army maneuvers in the fall of 1909 and re-
turned to the United States December, 1909,
and joined the 80th again at San Francisco,
and have been there ever since. Was attached
to the battalion under J. P. O’Neil at the avia-
tion meet at Selfridge Field. Made an ascent
with Walter Brookins and took
Was detailed by the War Department to pro-

have landed

ceed to San Diego and take instruction in
aviation under Glenn H. Curtiss, February,
OAS

All about myself. G. E. M. Kelly, Second

Lieutenant, 30th Infantry.

Death of California Aviator.

Addison V. Hartle, of Marseilles, Ohio, was
fatally injured by a fall in his biplane on the
aviation field near Dominguez, Cal., at 8.10 on
the morning of May 17, 1911, and died fifteen
minutes later without regaining consciousness.

Hartle was not a member of the Aero Club
of California, but was planning to join in
order to obtain his aviator’s pilot license. The
machine was recently taken to the field and on
the morning of the 16th, for the first time,
he started down the course and made a flight
of 3 miles, making two circles and attaining
an altitude at one time of nearly 150 feet. A
hard landing was made, and the rear strut to
the left of the motor was broken. This was
replaced by a new one, but the rest of the
machine was not properly gone over by him.

The aeroplane is similar in many ways to
the one used by Chas. F. Willard in his flight
over the cities of Los Angeles and Pasadena
in December, 1910, and the ninges on the aile-
rons are of the same pattern. Half of the
hinge is fastened to the plane, while the other
half is fastened to the aileron. A small pin
is used which locks the two together. The
pin is then soldered or else a cotter pin is
used, the ends being spread after it is in
place. Hartle in his rush to try out the ma-
chine evidently did not take the precaution of
soldering these pins.

Shortly before eight on the morning of the
17th he started down the course and succeeded
in making a circle of 1%, miles. After mak-
ing a safe landing he stated to several of the

213

photographs—.

AERONAUTICS

spectators that he would try and make a figure
eight. The aviator started up, and soon after
it was noticed that the upper left aileron had
become detached from the main plane and was
hanging by the control wire. The aileron was
being twisted and pulled by the strong rush of
air, and finally becoming entirely detached
dropped to the ground. Several signaled and
shouted to him to come down, and he headed
toward the ground after flying nearly 3.000
feet without the upper left aileron.

He was but two feet from the ground when
he started up again, evidently thinking that
everything was O. K. Before many seconds
he was at a height of about 40 feet, when
the machine suddenly swerved to the left. The
control being useless on that side, the operator

was unable to right it, and the huge plane
dashed to the ground. Hartle passed away

without regaining his senses.

Among those present who witnessed the ac-
cident were C. Crosson, J. Gage, Wm. Stevens
and J. Waite.

Bournique and Companion Killed.

RHEIMS, France, May 18.—A monoplane
(R.E. P.) carrying Lieut. Paul Dupuis and
Pierre Marie Bournique, speed record holder,

fell from a height of about 250 feet to-day.
Dupuis was killed and his companion, mortal-
ly injured, died shortly after.

The machine was capsized by a squall and
burst into flames the instant it struck the
ground.

The body of the Lieutenant was burned be-

yond recognition. Bournique’s arms were
fractured and his legs badly burned.
Two Russian Aviators Killed.

SEVASTOPOL, May 1.—The Russian mili-

and his brother were
making an aeroplane

tary aviator Matievitch
killed to-day while
flight.

German Aviation Pupil Dies.

JOHANNISTHAL, May 11.—Hans Bockemul-
ler, an aviation pupil, was killed when his aero-
plane crashed against a building that had been
hidden from the view of the pilot by a
heavy early morning mist. The aviator had

June, Tort

been maneuvering in the military field at
Johannisthal, Ger., and unconsciously flew

over the inclosing fence, and had no time to
save himself when the building suddenly
loomed ahead. The Poulain monoplane was
wrecked.

Frenchmen Killed in China.

SHANGHAI, May 6.—Rene Vallon, 31 years
old, a French aviator, fell from a great
height to-day and was instantly killed.

Vallon belonged in Paris, and had been giv-
ing exhibitions in this country for six weeks
in the hope of interesting the Chinese Goy-
ernment in military aviation. He made the
first extended flight by an aviator in China,
using a Sommer biplane.

Aviation Learner Killed.

CHALONS,
an aviation
received in
feet a

France, April 20.—Louis Liete,
pupil died to-day from injuries
a fall from a height of about 15
few days ago.

Chicago Aviator is Dead.

BATON ROUGE, La., April 22.—William A.
Purvis, of Chicago, who fell with a Gates bi-
plane March 5 last, is dead at a hospital of
his injuries. Purvis fell beneath his engine,
the weight of which drove a wooden stave
through his hip. The body was taken to
Chicago for burial. Mrs. Purvis was at the
bedside.

Aviation Pupil Killed.

LONDON, May 25.—An aviation pupil named
3enson was killed at Hendon to-day.

An aeroplane, which he was piloting, cap-
sized while he was imprudently attempting to
glide to the ground.

German Flyer Falls.

MULHAUSEN, Germany, May 2.—Lieuten-
ant Raser of the German army, who recently
obtained an aviation pilot’s license, fell with
his aeroplane from a height of 150 feet to-day
and was so seriously injured that there is no

AUTO CLUB MOTOR PRIZE

(Continued from page 203)

Item D.—-That motor which shows the great-
est horsepower output at the drive shaft
(average throughout three-hour’ test) per
pound weight (of motor and all accessories)
shall receive 25 points. Other motors shall re-
ceive under this item points in proportion as
they develop horsepower per unit weight as
compared to the horsepower developed by that
motor which develops the greatest horsepower

per pound weight (of motor and all acces-
sories).
Item E.—That motor which develops the

ereatest brake horsepower per pound weight,

per 100 revolutions per minute, of the drive
shaft (average throughout three-hour test)
shall receive 10 points. Other motors shall

receive under this item points in proportion as
they develop horsepower per pound weight,
per 100 revolutions per minute, as compared
to the horsepower developed by that motor
which develops the greatest horsepower per
pound weight, per 100 revolutions per minute.

Item F.—That motor which vibrates least
shall receive 15 points. Other motors shall re-
ceive points under this item in inverse propor-
tion to the amount of vibration which they
develop, as compared to that motor which
vibrates least. The vibration shall be meas-
ured while the motor is running at the declared
speed, under load (i. e., at that speed at which
the entrant elects to make the three-hour
test), and shall be determined during a short

test following the three-hour test.
Item G.—That motor which consumes the

9

e

hope of his recovery. His machine was
smashed to pieces.
least lubricant per brake horsepower hour

(average throughout three-hour test) shall re-
ceive 5 points. Other motors shall receive
points under Item G in proportion as they
show economy in lubrication per brake horse-
power hour as compared to that motor which
shows greatest economy in lubricant.

A cash prize of one thousand _ dollars
($1,000) in gold will be awarded to the com-
petitor whose motor secures the highest num-

ber of points according to the scale given
above. The prize shall not be awarded if no
motor runs continuously for at least three

hours, at what the committee considers a

satisfactory load and speed.

OPEN FOR ENGAGEMENT.

Listing in this column is free. State quali-
fications, kind of machine, permanent address
and experience at flying, giving places where
flights were made.

CAPT. THOMAS S. BALDWIN. Box 78, Mad-
ison Sq. P. O., New York, Baldwin biplane.
Pilot A. C. America.

CURTISS AEROPLANE CO., 1737 Broadway,

New York, Curtiss biplanes.
WM. EVANS, 2024 Agnes Ave., Kansas City,
Mo., Greene biplane and Lovelace monoplane.
WALTER JOHNSON, care Thomas Brothers,
Bath, N. Y., Thomas biplane.

LADIS LEWKOWICZ, 51 West 84th St., New
York, Bleriot monoplane. Pilot A. C. France:

SPARLING AVIATORS, Washington Park, Bast
St. Louis, Mo., biplanes.

THE WRIGHT CO., Dayton, O., Wright biplanes.

GEORGE YAGER, 119 N. 15th St., Omaha,;~Neb.,
dirigible balloon.

14

AERONAUTICS

| =

Motor On Testing Frame. “Paragon Special’’
Propeller, 8 Feet Diameter, 6 Feet Pitch.

June, IQr1

The World’s
Greatest Aero Motor!

Lightest per Horse Power—More
Reliability Features than Any
Other Motor—Two Complete Carbureter

Systems with Constant Pressure Feeds—
Ignition by Bosch Magneto with but 14
Inches of High Tension Cable on Entire
Motor—Ten Cylinder—44"x44" Bore and
Stroke—Four Cycle—The Full Motor or
Kither Section. Five Cylinders—May: be
Operated at Will—Cylinders Off-Set—No
Pounding on Crank Pins—No Back-Firing
—Motor Starts on One-Quarter Turn

And Keeps Running!

Brooke Non-Gyro Aero Motor

All Danger from Sudden i= |

Changes in the Path of Flight,
or by the So-Called “Air Pockets,”
This

Is Entirely Eliminated in
Motor.

Write for full particulars.

Deliveries in 30 days.

Bank References.

Sales Agents Wanted Everywhere.

Brooke-KUHNERT GOMPANY

321 So. Wabash Avenue
CHICAGO, ILL.

ES TRE a ili Ral lig ice ih ll oie Bay

t
t
+
2 ‘Mitt the Highly Destructive Gyroscopic Force
|
:
:
a
t
+
t
+

Motor Revolving at 1200 r. p. m.
Nothing Visible of the Propeller but the Hub-
Note the Total Absence of Vibrations.

In answering aver ements please mention this magazine.

det:

Pecdeoberbe ode oe ofe odode ofoete che edo sfooks sloohe elect foolontoohe ofooke shock fools jo olpefoetp of oe ofoofe ole fo nfo ofe fo oho ofe ofoofe ofe oho oe ofe oon), ole ofoefoofoofe ofoofe of ofe foo fe ofe fe ofe ofe fe ofe ofa fe ofoole ofa ofa ofe ofe ee he ofe ofa of ofa ofa foake age

bbb bt

AERONAUTICS ef June, 19TT

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR
of the World

VULCANIZED RUBBER MATERIAL
of the Leading Makers, Germany, France and America

Burgess -Curtis

Rubber

and
Fabrics
Burgess-Wright
for
Passenger
Balloons,

Aeroplanes
Aeroplanes

and and
Airships Flying
Models
One to Fifty Paskedatce
Contractor to the United States Government
AND
Ninety-five per cent. of the Clubs in this Country
| GIBSON PROPELLERS |
American Representative for ;
Balloons, Airships and Air eet eet
Aeroplanes <: :: manne See
of the Foremost Makers Abroad N.Y., U.S.A.

tn answering adver tisements please mention this magazine.

AERONAUTICS

June, IQrr

ABouT THE
COUNTRY

Geo. Schmitt Flying at Mineola.

FLIES WITH TWO-CYLINDER MOTOR.

ALPH LL. BRAY, of Long Branch, New
Jersey, has built a very interesting ma-
chine of a modified Curtiss type with a

great many original details of construction.
Instead of using solid sections for the main
beams and outrigger spars, he has built up spars
from two pieces of % by 1%-in. spruce, held apart
by blocks every 12 in. The spread of the machine
is 30 ft., the end panels of the lower plane being
left off, making the lower plane 20-ft. spread. The
depth of the planes is 5% ft., curvature being
4% in., situated one-third back from the front
edge. The ribs are of the double type, running
under and over the beams, each strip being %
by % in. These strips are held apart by blocks,
glued and riveted every 12 in. The main planes
are made in three sections, joining with a steel
sleeve, making a very quick way of setting up.
The uprights are also of novel construction, being
made of two pieces of % by 1% in., separated in
the middle by a distance piece 2% in. long, the
ends being glued and riveted together and fitting
into an ordinary socket.

The rear wheels are set about 4 in. in
of the rear beam, instead of directly under,
track being 5 ft. The tires are Hartfords.

The elevating planes, which are double
tf by 254 ft; swith a curvature of J in. are
pivoted 12% ft. in front of the main planes. The
rear surface, which is fixed, is situated 15 ft.
behind the rear spar. The vertical rudder is
30 by 36 in.—of ordinary Curtiss construction and
operation. The ailerons are 10 ft, by 30 in., of
double rib and cover construction, operated by
the usual Curtiss shoulder brace. The outer
end of the aileron is supported by a triangle
from the top plane, and a slanting rod from the
lower.

Power plant is the 2-cylinder 20-30 h.p. Detroit
Aero, which turns a 7-ft. propeller, developing a
thrust of 180 pounds. The engine is set low
enough to obviate the necessity of cutting a notch
in the upper plane.

Mr. Bray states that while out one day cutting
grass, he opened the throttle a little too far and
got off the ground before he was aware, and in
trying to dodge a flock of crows he turned too
short and caught the end of his wing, causing
a little damage, which was, however, easily fixed.

front
the

and

BABY 12-H.P. BIPLANE FLIES.

Otto Hermann, of Providence, R. I. has built
and mown a machine which is of particular
interest in that it is a considerable departure

from the usual practice of building Curtiss
copies. Light weight and small power are
the principal features, the machine with
everything on board, including the aviator,

weighs 290 pounds. The machine without the

motor weighs but 160 pounds.

Main Planes.—The main planes have a
spread of 24 feet, and a chord of 3 feet 10
inches. The separation is 4 feet 1 inch. The
depth of curvature of the planes is greater
than the usual practice, being 5 inches max-
imum. This is situated 14% inches from the

leading edge The angle in flight is stated
to be 7 degrees. The front beam, which is of
elliptical section, is 14 by % inches. The

rear beam is also of elliptical section, 1% by
34 inches, and is situated 3 feet to the rear
of the front one. The ribs are % by % inch,
snaced 18 inenes on centers; they pass over
the rear spar and are attached to it by sheet
steel couplings. The cloth for the surfaces,
which was prepared by Mr. Herrman, is tacked
on the top of the ribs, a heavy tape being
used to keep the cloth from tearing. A wire

is run in a pocket along the rear ends of the
ribs.
Running G-ar.— Three Premier 29-inch

wheels are used, two being situated under the
front of the planes, the third being under the
tail. A skid was used at first under the tail,
but as this gave considerable braking effect
the wheel was substituted.

Power Plant.—A two-cylinder 12-H.P. Indian
engine, equipped with an Indian magneto and
a Hedstrom carburetter, is used.

The propeller, which is direct connected,
was made by Mr. Herrman, and is 5 feet
diameter, with a 1%4-foot pitch. The engine
turns it 1,100 revolutions per minute.

Controls.—The elevator and tail plane work
in conjunction. The method of operation being
similar to that used by Farman. The front
elevator, 6 feet 5 inches by 2 feet 2 inches,
is 8 feet in front of the main planes, The

215

AERONAUTICS

Pee

4 : ae ae a E . o _ ~
Ralph LL. Bray in His Novel Machine.
rear surface, 6 feet 1 inch by 2 feet 8 inches,
is 12 feet to the rear of the front of the main
plane. The elevators are double, covered with
the same cloth used on the main surfaces.

The rudder, which is 4 feet by 2) feet 2
inches, is 7 feet to the rear of the main planes.

Lateral stability is secured by the use of
ailerons, 6 feet by 2 feet 2 inches, hinged on
the rear struts midway between the planes.
These are operated by a sideways movement
of the elevating lever.

Je Je lu ONG:

NEW MACHINE FLIES IN BALTIMORE.

Edward B. Brown, president of the Brown
Aeroplane Co. of Baltimare, which has recent-
ly been formed to build machines, finished his
second machine and gave it its trial flight
on May 17. Antony Jannus, although new to
this machine, was familiar with the Emerson
engine, with which the aeroplane
equipped, and was induced to try it out.

was
Two

Otto Hermann’s Biplane

AT RST

June, 191

ee | 3 Baca “its.

Note the Peculiar Struts and Outriggers.

made, one out over
four-cylinder two-
rated at 65

successful flights were
Patapsco basin. The new
eycle engien was used in this,

\

h. p. The machine spread 32 feet and weighs
around 800 pounds.
NEW AMERICAN RECORD.

Frank Coffyn and Lieut. B. D. Foulois flew
the Wright achine on its official army test,
April 27, for Q@))minutes, creating a new Amer-
ican two-man endurance record. The old

record was Anade by Orville Wright, 1 hr. 12
min., July/27, 1909. Vas AAW |

NEW QUEEN MONOPLANE FLIES.

Arthur Stone, monoplane pilot of the Aero
Club of America and the Aero Club of France,
has been doing some fine flying with the new
Queen monoplane, which has quite suddenly
and “quietly appeared on the American market.

The first two machines have been out but a
week and already aviation ‘fans’ are com-

la 7K my 1S:&

ee

216

AERONAUTICS June,

TOIT

JUST PUBLISHED
A New and Authoritative Book

MONOPLANES and BIPLANES

Their Design, Construction and Operation

The Application of Aerodynamic Theory, with a Complete
Description and Comparison of the Notable Types

By GROVER CLEVELAND LOENING, B. SC., A. M.

VIATION is a predominant topic in the mind of
the public, and is rapidly becoming one of the

greatest goals of development of the progressive en-
gineering and scientific world. In the many books that
have already been written on aviation,
subject has been handled largely,
“popular’’

this fascinating
either in a very
and more or less incomplete manner, or in an

value to aviators themselves.

There is, consequently, a wide demand for a practical book on the subject—
a book treating of the theory only in its direct relation to actual aeroplane de-
sign and completely setting forth and discussing the prevailing practices in the
construction and operation of these machines. ** Monoplanes and Biplanes’’ is
a new and authoritative work that deals with the subject in precisely this man-
ner, and is invaluable to anyone interested in aviation.

Mr. Loening, who has come in intimate contact with many of the most
noted aviators and constructors and who has made a profound study of the sub-
ject for years, is unusually well informed, and is widely recognized as anexpert
in this line. Ina clear and definite style, and in a remarkably thorough and
well-arranged manner he has presented the subject of aviation. The scientific
exactness of the valuable data and references, as well asthe high character of the
innumerable illustrations and diagrams, renders this work easily the best and the
most useful, practical and complete that has ever been contributed to the litera-

ture on aeroplanes. Following is a table of the contents:

PARLE.
The Design of Aeroplanes

Chapter I. Introduction.
the Air and the Pressure on Normal Planes. III.
Flat Inclined Planes. IV. The pressure on Curved
Planes. V. The Frictional Resistance of Air. VI.
The Center of Pressure on Flat and Curved Planes.
VII. The Effect of Depth of Curvatureand Aspect
Ratio upon the Lift and Drift of Curved Planes.
VIII Numerical Example of the Design of an
Aeroplane.

12mo., (6x8} inches) 340 Pages, 2

II. The Resistance of

78 Illustrations.

PAR u

Detailed Descriptions of the
Notable Aeroplanes

atmosphere of mathematical theory that puzzles beginners, and is often of little
fo
i

Chapter IX. Introduction. X. Important Types of

Monoplanes. XI. Prominent Types of Biplanes.
PART tite
Comparison of Types
XII. Comparison of the Prominent Types. XIIT.
Controlling Apparatus. XIV.
The Variable Surface Aeroplane. Index.

Attractively bound in cloth.

PRICE $2.50 NET, POSTPAID

An illustrated descriptive circular wil.

be sent free on application

MUNN & COMPANY Inc., Publishers

361 BROADWAY

In answering advertisements please mention this magazine.

sre SoINGE WW oe ©) reas

Accidents. AV.

AERONAUTICS June, Igri

Apsip see oy eof elp che of ofp ole oo ofa ofe oe ofa oho oe feo oa of fe ae ap foo eon =.

BALDWIN’S
VULCANIZED

For Aeroplanes, Airships, [Balloons.
First rubberized aeroplane on the
market. Lightest and strongest ma-
terial known. Dampness, heat and

or color.

Captain Thomas S. Baldwin

BOX 78, MADISON SQUARE, NEW YORK

PROOF

> Fe oFoofoofe ofoofe ofo of oe oe oho ogo fo oho fe fo fe oho of ofe oe ofan fe fo ofo of of fe of ofooh |

In answering advertisements please mention this magazine.

:
t
%
;
t
$
;
:
:
cold haveno effect onit. Any strength
+
:
;
+
$

:
;
{

AERONAUTICS

menting on the fine construction and the good
flights that have been made at Belmont. The
machines are being manufactured by the
Queen Aeroplane Company, located at Fort
George Park, 197th street and Amsterdam
avenue, New York City, which has equipped
and is operating a most thoroughly modern
and up-to-date aeroplane factory.

The company is building monoplanes which
in detail of construction, in use of metal ma-
terials, and in careful workmanship are not
surpassed either in this country or abroad.

The factory and the assembly rooms are
in the old amusement palace of the Fort
George Park and the extensive buildings con-
nected thereto are crowded with monoplanes
in various stages of completion.

The company states it has just taken a
eontract to construct for the American repre-
sentatives of M. Nieuport 10 Nieuport aero-

planes. These will be turned out at the rate
of one a week, in addition to the factory’s
usual output of Queen monoplanes. The

Queen machines can be obtained with either
Gnome or Anzani motors. An aviation school
has been established where instruction may
be had at a reasonable figure under Mr. Stone’s
supervision. Pilot licenses are guaranteed to
students. Exhibition dates will be accepted.

23-MINUTE FLIGHT WITH SMITH MA-
CHINE.

Abram Raygorodsky (nicknamed ‘Rather-
risky’), an imported licensed aviator, did not
succeed in doing any very sensational flying
with the Rex Smith machine in Washington,
so Antony Jannus, who has been doing most
of the flying with this machine, took it out
for a real airing for 28 minutes on May 14.

The Smith company is now building a new
machine in which the ribs varv, decreasing in
depth of curve from the center panel toward
the extremities of the planes. In the center
it is about 4 feet deep, and at the extremities
almost flat. A Hall-Scott engine has been or-
dered for it, and the new Berliner rotary, of
which a description has already appeared in
AERONAUTICS, will also be tried.

NOVICE IS BIG SURPRISE.

The Shneider school biplane which has been
at Belmont for the past month making short
flights was fitted with a new Roberts motor
and on May 24 Joseph Richter, who had never
before been more than 50 feet from the ground,
circled Belmont track on first attempt with
the new engine and flew for just over a

quarter of an hour at an altitude of 700 to
was on his way to the

800 feet. Shneider

Earle Ovington in His New Bleriot.

June, IQIT

track when the machine was recognized by
him as his own, passing high over his head.

Another flight was made later in the day
over to Mineola. Not being acquainted with
the grounds and unable to find the magneto
switch when he wanted to land, a couple of
ribs were broken, and a wheel.

Hadley and Blood, agents for the motor,
took this particular one out of their own ma-
chine for use until they could get a new one
from the factory.

Frank Fitzsimmons, instructor of the Aero-
nautic School of Engineers, has been out
‘srass cutting’ with one of the machines
made by students of the school. It is a Cur-
tiss type, of the older style, and is fitted
with an Elbridge ‘‘reatherweight” engine. On
May 21 he made a number of flights for the
edification of the young ladies who were
specially invited to make the function a ladies’
day. 2

Louis Rosenbaum has been doing some fly-
ing with his Curtiss-type machine.

Geo. L. Schmitt, a high school boy of Rut-
land, Vt., has been doing good novice work
at the Mineola field during the past month
with his Curtiss-type machine equipped with
an Elbridge 40 h. p. ‘‘Featherweight” and Gib-
son propeller. He has been making circles
and figure eights and has enjoyed freedom
from the accidents which have been met with
by the other amateurs. The machine was
built by Wittemann. He was scheduled for
an exhibition flight in his home town last
fall and the machine arrivea only the day
before. He had to make good on his ex-
hibition with his first flight.

Hadley and Blood, after having made some
short flights with the new Roberts motor over
which they are most enthusiastic, are reduc-
ing their big and heavily built Farman type to
lessen head resistance and weight. The ma-
chine is a very large size and the Roberts mo-
tor looks extremely small. It seems to be
asking a great deal of the engine to fly such
a big machine. But it does it, and the mo-
tor has received favorable comment.

F. Raiche has been teaching some pupils
how to cut grass with his Curtiss-type fitted
with a 4-cylinder Fox engine. Mrs. Raiche
has made some short “jumps.”

“Willie’ Haupt, the automobile racing driv-
er, has been making some good flights wfth
his Bleriot XI which was imported by John
Wanamaker. A

Joe Downey in a Bleriot-type and Joseph
Stevenson in a Curtiss-type have been mak-
ing short flights.

oS See

Photo by Spooner and§Wells

Note Wind Shield, Map Holder, Landing Gear

and Inverse Curve of Elevator.

217

‘

AERONAUTICS

The Brauner machine, now at Mineola, has
made some very fine flights, and on one occa-
sion had Capt. Baldwin as its pilot.

An exact duplicate of the above has been
shipped to Messrs. Avcue & Estrade, of Cuba,
who intend to tour Cuba, Porto Rico, Santa
Domingo, Panama, Mexico and Central Amer-
ica, giving exhibition flights in each place.

JOHNSTONE WINS TROPHY.

St. Croix Johnstone, of the Moisant Avi-
ators, flying a Bleriot, on May 22, won the
silver trophy offered by J. J. Lannin, pro-
prietor of the Garden City Hotel, for the
first aviator who should fly three times around
the Mineola aviation field and then encircle
the Garden City Hotel and the cathedral.

OVINGTON HEMPSTEAD STAR.

Earle L. Ovington, former head of the
Federation of American Motorcyclists, Bos-
ton “Tech” graduate, electrical engineer, and

motor expert, is one real flier.

On April 29 he flew for 45 minutes, starting
from Belmont Park, where he has his shed,
out over Mineola and Garden City, back over
Nassau Boulevard, where a large number of
members and friends of the new Aero Club of
New York were gathered to witness the pre-
viously announced flight. A very strong wind
was blowing. A sheet had been spread out
for the guidance of the aviator, as he was
to make a landing at Nassau, but he was too
high to distinguish it and finally landed back
at Belmont.

On May 17 three flights were made, two of
which were cross country to Mineola and
around the Cathedral at Garden City, totalling
in all 94 minutes.

On May 21 Ovington flew 32 minutes, visit-
ing Hempstead and Mineola, while Beachey
flew the Baldwin machine and Houpert the
Moisant school Bleriot for 25 minutes each.

AEROPLANE RIFLE LATEST.
An interesting test of the “Autoloading Ri-
fle,’ of the Remington Arms Co., was made

June, IQTI

at the Bridgeport meet on May 13. Lieut.
Fickel, U. S. A., who was detailed by Wash-
ington for the purpose, went up with Beachy
in a Curtiss biplane for a short flight. Army
officers have been anything but satisfied, it is
said, with the results obtained with the ser-
vice rifle, and the flight was planned as a test
of a repeating arm other than Government
make.

A six by twelve target was spread on the
field, and after a short preliminary run Beachy
signalled Lieut. Fickel to get in. The extra
planes usual in passenger carrying were lack-~
ing, and the strong wind made extended flying
difficult.

Lieut. Fickel was able to throw three shots
into the target, which is a remarkable record
considering the speed at which he had to
work. In an interview after the demonstra-
tion, Lieut. Fickel said that he found the
speed and accuracy of the new Remington
UMC. .25 autoloading rifle a distinct advan-
tage over the Springfields he had previously
used in tests, and that he considered the “Au-
toloader”’ the only practical gun for use under
such conditions.

The rifle is designed to allow five shots,
deliberately or rapid fire. As in the majority
of self-loading rifles, part of the recoil, ordi-
narily absorbed by the shooter’s shoulders, is
utilized to operate the mechanism. The rifle
used is, however, nearer the military model
than the average self-loader, the cartridge
being locked in the firing chamber by a lock-
ing bolt until after the bullet has left the
muzzle.

YACHTSMAN BUYS WRIGHT ’PLANE.

A Wright machine will be delivered at Mineola
within a few days for Alex. Smith Cochran, of
10 East 41st St., New York, a well-known New
York clubman and sportsman, especially in the
yachting world. He is the owner of the yacht
“Westward,” which last year cleaned up all com-
petitors in European waters, including the Kaiser’s
“Meteor.” Mr. Cochran is a very wealthy man,
being the principal owner of a large carpet mill
at Yonkers, N.

enefal =

BARRIER GETS HAVANA PRIZE.

The Havana City Council has formally awarded
the prize of $5,000 for the fastest flight from
Camp Columbia to and around El Morro to Rene
Zarrier, of the Moisant aviators. Sarrier beat
McCurdy’s time by 1 minute 31 seconds, despite
the fact that McCurdy did not follow the course
but cut off about a mile each way, because he
flew over the beach and not across the city. It
was for this violation of the rules of the contest,

the Moisant aviators are officially informed from
Havana, that McCurdy’s protest was disallowed

and the prize awarded to Barrier.

AERO CLUB TO LEAVE BELMONT.

If the new bill before the New York State
Legislature, providing for relieving of directors,
officers, ete., of jockey clubs of liability where
gambling is discovered on the premises, passes,
as is confidently expected by devotees of horse
racing, the Aero Club of America will find itself
with Belmont Park unavailable f2" aviation.
Since the meet last Fall, the Westeboster Racing
Association has allowed members or tha Aero

Club and others to occupy the sheds and usw the
grounds for flying at a nominal rental. Che
fences, which were taken down for the meet, have

been put up some, time since and flying restricted
to only certain hours. The Belmont track will
probably see the first of horse racing when revived
and it will be impossible to permit flying.
FARMAN TO BUILD IN AMERICA.
The “Karman Company of America’ is the ecor-
poration. organized in New York State, capitaliza-
tion $500,000, with directors Ifenry Farman, AI-

218

fred W. Lawson, editor of ‘‘Aireraft,’”’ and Baron
Ladislas D’Orey, by which Farman biplanes will
be produced in the United States.

Both the Farman brothers, Henry and Maurice,
are represented as stockholders. Suitable grounds
are now being looked up and it is promised shortly
that Farman’s chief engineer will be over to super-
intend the erection of buildings and stay for six
months to train American mechanics into French
methods.

AERO PROMOTER DISAPPEARED.

Dr. Sidney Mathews, alias Harry Bretton and
several other names, who succeeded in interesting
people with money to develop an aeroplane, the
model for which he built while a prisoner in the
Queens county jail, has disappeared. He was re-
leased from the jail October, 1910, on $5,000 bail,
supplied by Mrs. Van Buren Holmes, of Edgemere,
L. I., pending an appeal from life sentence.

When Mr. Bretton once got outside the jail
gate he and his friends organized the American
Aero Safety Car Company, with headquarters in
Richmond Hill, L. I. He soon disguised his iden-
itty by taking the name of Dr. Mathews, general
manager of the concern.

Dr. Mathews represented to prospective cus-
tomers that his machine was a wonder, but hesi-
tated repeatedly to show his machine to people.
In very flowery language he would explain that
his was an all metal biplane, weighing 1,900
pounds, and could be bought for $12,000. It was
to have been propelled by two motors with what
he ealled a ‘‘ecomplex’’ propeller. Both the Bretton
aeroplane and Dr. Mathews are now missing,

AERONAUTICS

Kirkham Motor

) KIRKHAM AERONAUTICAL MOTOR

A careful study of the above

cut will reveal some of the
features that make the KIRKHAM
MOTOR the most RELIABLE medium
weight motor on the American
Market.

Note the symmetry of design

and the sturdy construction,
which in connection with the high
class material and workmanship
employed and the Motor Know-
ledge that the Designer has put
into this motor, “makes it -The
Motor YOU ought to have in your
plane if you want RESULTS.

Better Get Literature and Prices

Charles B. Kirkham

MANUFACTURER
SAVONA :: : 2: NEW YORK

In answering advertisements please mention this magazine,

June, Tort

: The Safety Factor

Usually Ignored is Paramount in

THE BROOKS MONOPLANE

Dual system of control; absolutely in-
dependent and operated by separate
levers, cables and connections.

Dual method of guying; each cable and
guy being reinforced by one of equal
strength, automatically ready to take up
the strain in case the first becomes inactive.

Construction; in accordance with the
most advanced principles of to-day.

Material; absolutely the best obtainable
and subjected to rigid inspection and tests
before using.

Workmanship; only the most skilled
labor employed.

Every part being carried in stock can
be duplicated immediately.

These features should be taken
consideration before purchasing,
being equal.

into
prices

Completed Monoplanes Ready for Flight
(Equipped with 30 to 50 H, P. aero motor)
Complete Monoplanes Without Power Plant
(Shipped in assembled easy - to - put -to-
gether sections)

Complete Material Shaped and Fitted
(From which complete Monoplanes can be
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Complete Working Drawings and Instructions
(From which successful Monoplanes can

be built)

Immediate Delivery Guaranteed

SEND TO-DAY FOR FREE CATALOG No. 1

BROOKS AEROPLANE CO.
4006 Rust Ave., - Saginaw, Mich.

AERONAUTICS

June, IQ11

AAU IE EATER IRI IIA AA A ALIA AA EA AM

FOO UO OOO YE

x

™

FRENCH SCHOOL

@ The first practical flying school, conducted entirely on French
Lines, where pupils are taught flying on a Genuine Bleriot Mon-
oplane. Bleriot’s personal Methods employed. Under Personal
Instruction of a Licensed Pilot Aviator. Bleriot’s Contract given.

@_ Complete course $500.
Special Inducement : Complete Course to First Twelve Pupils $250.

@ Investigation invited.

LADIS LEWKOWICZ, Aviator

Licensed Pilot Aero Club of France

Sole Owner and Manager Garden City Estates, Long Island, N. Y.
Take L. I. R. R. to Nassau Boulevard Station

OF AVIATION

OOOO OU OOOO OOOO OL OL OL OL OLLIE Cg

KP PIII IAAI IIA AAI AAI AAA AAD AAD ASD ASD AAA AAA AAA AAI IK

ORO ORE ERR RRO RE

| AP ORILLIA

Sparling Aviation Training School
NOW OPEN _ KINLOCH PARK, Mo.

Using Sparling Biplanes
built for bumps and equip-
ped with the Sparling
landing gear—

The BEST by TEST

UR course is practical and complete. We are turning out real fliers. Mr.

Harry Park, of Portland, Oregon, after fourteen lessons on the Sparling

Biplane, circles the field at will; on the 13th he flew before a committee from
Poplar Bluff, Mo., and at once was engaged to fly at Poplar Bluff 2 days for
$1,500.00. You might do as well. Now is the time to enroll, and St. Louis has the
best flying weather in the United States. We fly every day, which means rapid
progress. Special price this month $300.00 and we furnish machines to our best
students for exhibition work.

Address SPARLING AVIATION SCHOOL, East St. Louis, Ill.

In answering advertisements please mention this magazine.

toididoooooototototooootootdtoototototoiooiodotdototototetck totrick

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AERONAUTICS

Several newspapers, individuals and magazines,
interested in cleaning the ‘‘game”’ of fakes and
misrepresentations, have for some time been gath-
ering information as to such concerns, and the
above was recently exposed by the New York
World.

An exclusive dispatch from San Francisco states
that Director Cleve T. Shaffer, of the Pacific Aero
Club, is raising*a moustache. Go to it, Cleve, and
put one over on Glen H.

AEROPLANE MAKERS ORGANIZE.

The Aeronautical Manufacturers, Associa-
tion was incorporated under the laws of Con-
necticut on April 21 and membership corpora-
tion and papers filed with the Secretary of
State, Ernest L. Jones, Frederick D. Wood,
Alfred W. Lawson, Stanley Y. Beach of New
York and S. E. White of Bloomfield, N. J.,
were named as incorporators. The headquar-
ters of the association are at 1737 Broadway,
New York.

NEW COMPANIES.

Lundgren Aeroplane Co., Youngstown, Ohio.
Robert Wilson and others, $10,000.

National Aerial Navigation and Equipment
Co., Cullman, Ala. Fred J. Buckmann, presi-

dent. Recently reported incorporated with
$125,000 capital stock.

Dillon Aviation Co., $25,000, Dillon, S. C.
W. Murchison, F. M. Rowe and J. E. Man-

ning, incorporators.

Strobel Aviation Co., Toledo, O.

L. EE. Schlotterback Manufacturing Co.
Capital, $500,000. The registered office is at
26 Munn avenue, East Orange, N. J., and the
incorporators are L. E. Schlotterback, East Or-
ange, and Charles F. Landmesser and William
A. Wachenfeld, both of Newark.

The Arbogast Aero Co., Anderson, Ind. Cap-
ital stock, $10,000, to manufacture air craft.
PU CCHOrs, Ernest W. Daniel and John R. Arbo-
gast.

The Chickasha (Okla.) Aeroplane Co.
tal stock of $15,000. C. C. Kirkpatrick,
tary of the Chamber of Commerce, is
tary and treasurer.

The Aviation Field, at Clason Point, N. Y.,
capital of $10,000, to manufacture and deal
in aeroplanes, monoplanes and other parapher-
nalia relative to air craft generally. Directors,
Thomas E. Coffey, Joseph A. Oakes, William
J. Dailey, Brooklyn, N. Y.

Kuhnert Aerial Construction Co., Hacken-
sack, N. J. To manufacture flying machines.
Capital, $100,000. Incorporators, Frederick
Kuhnert, Matthew Andronico, Lester Gilbert,
Hackensack, N. J.

Dyeoplane Co., Newport, R. I. Capital of
$50,000, divided into 1,000 shares of $50 each.
The incorporators are Cleveland H. Dye, with
514 shares, and J. Frank Dye and E. P. Tyler,
each three shares. The machines will be
built under patents secured by the Dye broth-
ers.

Iowa Aeroplane Co.,

Capi-
secre-
secre-

Fort Madison, Ia. M.

H. Schwarzenburg, manager, and J. F. Coul-
son, secretary.
Mattery Aviation Co. Capital, $2,400.

Manufacturing and selling aeroplanes and bi-
planes. Incorporators, William A. Mattery,
N. C. Collins and Frank H. Holmes.

The Clark Airship Co., Cleveland, Ohio. The
company will develop the ideas of William H.
Clark, 4009 Woburn avenue, S. W., an in-
ventor who has patented a screw propeller
that he believes will revolutionize the airship
field. The incorporators are William H. Clark,
Jacob H. Levy, J. A. Bommhardt, W. G. Ford-
ing and BE. J. Hobday.

Hamilton Aviation Co., New Britain, Conn.
Capital, $75,000. The company is composed
of Chas. K. Hamilton and his wife, Mr. and
Mrs. J. B. Beadette, Mr. Hamilton’s_ step-
father and his mother, and Thomas W. O’Con-
ner. The company is for the purpose of man-
ufacturing, exhibiting, selling and buying aero-
planes.

The Sumner & Dreyfuss Co., of New York
City, incorporated to manufacture and deal in
aeroplanes, balloons and airships. Its capital

June, Tori

is $5,000, and has the following directors:
George Sumner, Nathan A. Dreyfus, Donald B.
Abbott.

Iowa Aeroplane Co., Keokuk, Ia.

International Aeroplane Manufacturing Com-
pany, Chicago. Capital stock, $2,500. Manu-
facturing and dealing in aeroplanes and con-
duct school of aviation. Incorporators—Sam-

uel D. Dixon, Arthur Sanderson, William E.
Johnson.
NEW BOOKS.
MONOPLANES AND BIPLANES, by Grover
Cleveland Loening, B.Se., A.M. Cloth, 8vo,
340 pp., illustrated. Published by Munn &

Company, Inc., 361 Broadway,
$2.50 net.

The book is divided into three parts. Part 1. THE
DESIGN OF AEROPLANES. This includes: His-
torical Introduction, The Resistance of the Air
and the Pressure on Normal Planes, Flat Inclined
Planes, The Pressure on Curved Planes, The
Frictional Resistance of Air, The Center of Pres-
sure on Flat and Curved Planes, The Effect of
Depth of Curvature and Aspect Ratio Upon the
Lift and Drift of Curved Planes, Numerical Ex-
ample of the Design of an Aeroplane. Part 2.
DETAILED DESCRIPTION OF THE NOTABLE
AEROPLANES. This includes: Definition. of
Terms, Important Types of Monoplanes, Prominent
Types of Biplanes. Part 3. COMPARISON OF

New York, at

THH TYPES. Comparison of the © Prominent
Types, Controlling Apparatus, Accidents, The

Variable Surface Aeroplane.

This book deals with theory only in its direct
relation to the design of an aeroplane. It is all
set forth in a very clear and concise manner and
is very well arranged. The drawings and the
diagrammatic representations of the various control
systems are excellent. It is a book that will be
appreciated by the experimenter and student as
well as those who have less technical knowledge.
It is, as far as we know, the first time that the
results of various investigators have been gathered
together and compared. These comparisons will
do a great deal toward clearing up points that
have bothered the experimenter. The tables of
the loadings and the weights per horse power of
the various machines are instructive.

THE NEW ART OF FLYING, by Waldemar
Kaempffert. Cloth, Svo, 291 pp., illustrated.

Published by Dodd, Mead & Co., 4th Ave. and
30th St., New York, at $

The contents include: Why Flying Machines
Fly, Flying Machine Types, The Plane in the
Air, Starting and Alighting, How an Aeroplane

is Balanced, Making a Turn, The Propeller, Aero-

plane Motors, The New Science of the Air, The
Perils of Flying, The Flying Machine in War,

Some Typical Biplanes and Monoplanes, The Fly-
ing Machine of the Future, The Law of the Air.

This book should appeal to the ‘‘man on the
street,’’ just touched with an interest in the new

art, who wants to know why aeroplanes fly, the

history of aviation, accomplishments and applica-

tion, without wading through scientific treatises.

It will be of little value to the experimenter and

student of the art and science.

DICTIONARY OF AVIATION. by Robert Morris
Pierce. 16 mo, cloth, 287 pp. Published by
the Baker & Taylor Co., 33 E. 17th St., New
Work, at $i-:45;

The subjects covered by this dictionary include
aerostation and aviation, bird flight, ornithology,
astronomy, geography, ete. To those constantly
using aeronautical terms, the book will be found
of considerable interest. particularly as there are

words and expressions therein which certainly
have never before been seen in print or heard
used.

There is a necessity for a proper dictionary of
aviation. but certainly this one might better have
been Jeft in manuscript form. After various
national and international bodies have adopted
certain. words and definitions, it seems rather un-
necessary that an author should go out of his way
to print definitions according to his own liking
rather than according to the accepted rule. There
are enough alleged works on aeronautics pub-
lished, and about to be published, for infliction
on a long-suffering public to make it unneces-
sary that those interested in aeronautics be
asked to purchase another book of as little
value as this one.

219

AERONAUTICS

=e

gol

June, IOI

lL,
AVIATION

Pupils Flying at the Wright School.

HE exhibition business will probably be-
gin to die out by the end of 1911. This
seems to be realized by nearly everyone
who is conversant with this branch of

commercial aeronautics and it is expected that
another year will see flying on almost wholly
a sporting basis, with meets and races purely
competitive. There is little in the way of
exhibitions abroad and there is much in the
way of race meets and long distance contests.

Schools of flying are doing well abroad and
this year schools have been started in Amer-
ica. The Wright and Curtiss companies have

trained a number of pupils, army officers,
sportsmen and professional aviators. A. J.
Moisant has had a school in operation for

a month past and the Burgess Company &

Curtis have more than half a dozen pupils to
teach. Still more schools are springing into
activity and it is very likely that the list

of competent aviators will be increased by

fifty or more this summer.

At the Wright School.

Two machines are continually flying at the
Dayton field of the Wright company. Two
hundred and ninety-two flights have been made
between March 11 and May 15. and the fol-

lowing men have been trained: Lieut. John
Rodgers, 2nd Lieut. W. De Milling and 2nd

Lieut. Henry H. Arnold, of the U. S. Navy, as
well as three aviators for the company’s work,
Howard W. Gill, of Baltimore, who built and
flew a Curtiss-type at the first Los Angeles
meet a year and a half ago and then removed
to the St. Louis fields; L.' W. Bonney, of
Wellington, O., and Oscar A. Brindley, of
Columbus, O.

Orders have been received which will tax
the capacity of the plant for the next three
months. During the three months one ma-
chine was at Augusta in charge of Frank
Coffyn; 1385 flights were made, with a total
duration of 32 hours. Three or four of them
were cross country. The total repair bill was
but five dollars. During this time three men

learned to fly and gave frequent exhibitions.
This should go a long way to prove that flying,
with good judgment, can be carried on at
small expense.

At Hammondsport.

The Curtiss Aeroplane Co has a number of
pupils at Hammondsport, N. Y., and a slow-
flying practice machine is being used. This,
however, has increased lifting power and
carries two people with the four-cylinder en-
gine.

Ladis Lewkowicz Opens School.

The “French School of Aviation” is the title

of the school inaugurated by Ladis Lew-
kowicz, pilot aviator of the Aero Club of
France, at Nassau Boulevard, L. I., N. Y.,

in shape by the
the Hon.

the new grounds being put
Garden City Estates Co., of which
Timothy Woodruff is head.

The school is to follow closely the line of
the Bleriot schools as to regulations, ete. A
genuine Bleriot type XI is being used, the
same with which Mr. Lewkowicz flew in I'rance
last year while he was abroad studying and
investigating European methods. Tuition fee
is $500, the standard price adopted here.
Three hundred dollars is deposited to cover
possible damages. A special offer is being
made for the first twelve pupils at a price
of but $250.

The Baldwin School.

Captain Thomas S. Balwin is now in a posi-
tion to accept students of flying at $500 a
course, using his new all-steel biplane with
Hall-Scott engine. This new machine has
proved too speedy for pupils and it is being
slowed up for school work. For the present
the grounds at Mineola are being used but it is
likely that a change will have to be made in
the near future to other but nearby fields on
account of arrangements that have been made
by the owners of the present fields for leasing
to A. J. Moisant.

220

AERONAUTICS June, TQrr

CURTISS AEROPLANES

WINNER of the first Gordon-Bennett International Race.
WINNER for three years of the Scientific-American Trophy.

F AMOUS FOR Bunt from Albany to New York by

. H. Curtiss; from New York i
Philadelphia and return, a ie Hamilton: Key West, Fla.,
Havana, Cuba, J. A. D. McCurdy; to and from the ee

Pennsylvania, Eugene Ely.

Early TRAINING SCHOOL Write for
Delivery Hammondsport, N. Y. Particulars

Curtiss Hydro-aeroplanes. Start from and alight on the water.

The Curtiss Aeroplane Co. iv tise: i127 testes

ink: CARL AVIATION ENGINE

The Aviation Engine Without a Peer

Right in Principle. Artistic in Design. Powerful in Action.
Perfect in Material and Workmanship.

We are giving our patrons
the benefit of our enor-
i mously increased facilities
It will fly Yours. Write for our Special Prices for the 1911 season.

The Aerial Navigation Company of America
GIRARD, KANSAS

This Engine is Flying ~
other ships:

PS

In answering advertisements please mention this magazine.

AERONAUTICS June, Iortt

i

FOX AERO MOTOR

Te notable achievements of Mrs. Raiche at Mineola have proven the power and
endurance of Fox Aero Motors in actual flight. The First Woman Avia-
tor in America.
@. Fox Aero Motors are the simplest, most reliable and most powerful Aeronautic
Motors yet produced. They are two-cycle water cooled, and are guaranteed against
overheating under all conditions.
They are equipped with the Fox
Fourth Port Accelerator, the
greatest improvement ever made
for increasing the speed, power
and flexibility of two-cycle motors.
@, Remember Fox Marine Motors
hold the world’s endurance record
for motor boats, and even our first
aero motors have commanded in-
stantaneous altention by their re-
markable and consistent perfor-
mances.
@_ Fox Aero Motors are made in
six sizes, 24 to 150 H. P., four,
six and eight cylinders. Full de-
tails and prices on application.
Deliveries guaranteed.

The Dean Mfg. Co. . |
FOX DE LUXE AERO MOTORS

“South Cincinnati” 224 FRONT ST. These Motors have radiator attached at the forward
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FRED P.SHNEIDER

Manufacturer and Exhibitor of Biplanes and Monoplanes

MEETS ARRANGED

FLYING TAUGHT, FEE $250

School and Flying Grounds at Belmont Park

Knocked Down Frames for Curtiss and Bleriot Type Aeroplanes

1020 East 178th Street oo gt ss New York

PIII III III II KIA IAAI II IAA AAA AAAA AAA I Ih

FARA OOOO OS

In answering advertisements please mention this magazine.

PII III IIIA I IIIA IA IAA AADAC AAAI AAD AAA AAA A AA AAD AAAD AAA AA AA AAA AK AS:

AERONAUTICS

Pupils at the principal schools now must in-
demnify the schools by bond or insurance
policy against possible accidents to third par-
ties and the pupil must also take out an in-
surance policy covering his own life. Ar-
rangements are being made so that policies
may be secured at the office of AHRONAU-
TICS. Up to the present there is no surety
company in this country which will write this
kind of business. It is possible that surety
companies will refuse to execute bonds of
this nature.

Sparling School in Milinois.

J. N. Sparling. of East St. Louis, has opened a
training school at Washington Park. He has
three pupils enrolled, one of whom, Harry
Park, of Portland, Ore., made a straightaway
flight of two miles at a height of 25 ft. the
fifth time out with the machine, and made
circles the tenth time out. Henry Moier, of
Denver, Col., another pupil, has been out a
few times making short jumps. Mr. Sparling
is also putting his standard machine, equipped
with an Elbridge aero special or a six-cylin-
der Kirkham, on the market at $4500.

Five machines are being built for the school
and for exhibition work.

The running gear is very good, as will be
noticed from the photo. For the last three
weeks the school machine has had many
hard landings but the running gear saved it
from any damage.

J. N. Sparling has been known in aviation
for the past two years and was one of the
first purchasers of aero engines just about the
time the Elbridge Company started building
light motors.

J. N. Sparling of East St. Louis, Ill., has a
very promising pupil in Harry Park of Portland.
After five lessons Park was given control of the
machine and made a good straight-away flight of
two miles. A day or two later he made three cir-
cuits of the two-mile track, and on another Gay
he did a cross-country stunt of 18 miles.

A Chicago School.

Residents of Chicago can see aeroplane flights
almost any day by students of the Chicago School
of Aviation at Hawthorne racetrack. The school
has two biplanes on the field, one a standard 28-ft.
Curtiss, the other a combination of both the Cur-

tiss and Farman type, having a wing space of
460 sq. ft. The large machine has been rein-

forced in the principal members, notably those of
the chassis, and has been made extra heavy. The
pupils are allowed to roll over the ground. ‘cut
grass,” as it is termed, in the big tutor, and
when able to make short hops in it and to

=

June, Tort

maintain its equilibrium, they are put into one of
the real flyers and take the air in earnest.
The Moisant School.

The Moisant Bleriot has been busy teach-
ing under the piloting of Andre Houpert. Miss
Harriet Quimby, a magazine writer for ‘Les-
lie’s,’ was the first pupil, getting up at four
in the morning and donning her flying trous-
ers (it would not be nice to say ‘“‘pants’’) for
her grass-cutting work. She is writing her
oe Da cn cee in a series of articles in ‘Les-
ie’s.”

It is expected that five concrete hangars, a
concrete grandstand, and concrete clubhouse
will be ready by June 15 on the new Moisant
grounds, near Westbury, L. I., and the new
field is being prepared very rapidly for school
work. A number of applications have been
received for hangars, but so far no action has
been taken on these applications. It has al-
ready been decided that no pupil will be al-
lowed to graduate from the Moisant School
unless he shall have spent at least four weeks
under the theoretical and practical instruction
of the various department heads. All the
pupils receive instruction daily practically and
theoretically in the operation, construction and
repair of aeroplane motors as well as the con-
struction and repair of the various parts of an
aeroplane. No Moisant pupil will be allowed
to try for his pilot’s license until he shall
have fulfilled all of the requirements of the
course in the Moisant School.

The Acronautic School of Engineers announces
the following changes in prices of tuition: Con-
struction course, $100, payable $25 in advance,
$10 per week thereafter; flight course, $200 for
a series of instructions in which straight-away
flights are guaranteed. Motor knowledge in-
cluded in both courses.

The practice of building flying models has as-
sumed much greater proportions in England than
in America. Meets and contests are conducted all
over Great Britain every day. Among the large
eoncerns which make supplies of all kinds for
models is A. Melcombe, Castle Road, Bedford,
England. Everything that could possibly be
thought of for use in models is listed in a wealth
of sizes. Wonderful little 1 and 2-cylinder engines
are made, running from 1/3 to 1% h. p., at prices

as low as $20. If desired, the parts for these
ean be had and “Young Enthusiast’ can build
his own engine. There are supplies for the models

as complete as for a full-sized machine. It does
not seem possible for machinery to turn out turn-
buckles, screws, sockets, etc., of such small size.

Park in the Sparling Machine.

4

221

Paris-Madrid

Helmut Hirth who on May 8 made a new Two-
Man World Altitude Record of 800 Meters (2,-
625 ft.) at Stuttgart, Germany, in an Etrich
Monoplane. On May 26 he completed the
360-Mile Reliability Contest, Winning the
Prize. He used a 4-cyl. Water Cooled Ver-
tical Lohner Motor, Overhead Valves, with
Bosch Equipment.

VEDRINES WINS PARIS-MADRID RACE.

Te greatest air race ever flown was won
by Vedrines when he landed at Madrid,
Spain, on May 26, after covering ap-
proximately 842 statute miles from
Paris, from which city he started on May 22,
at a speed averaging in the neighborhood of
69 miles per hour, taking cabled reports as
a basis. The actual flying time is given as
12 hrs. 28 min.

After winning this, he started immediately
from Paris in the Paris-Rome-Turin contest,
a distance total via the planned route of 1,300
miles.

The Paris-Madrid race, organized by the
journal “Le Petit Parisien,’ was divided into
three parts; Paris to Angouleme (248 miles),
Angouleme to St. Sebastian (208 miles), and
from there to Madrid (386 miles).

The Pyrenees had to be crossed between St.
Sebastian and Madrid, and altitudes of 4,788
ft. had to be attained.

Owing to the unfortunate accident in which
M. Berteaux, the minister of war, was killed
by the fall of Aviator Train’s machine, several
of the competitors retired from the race.

Garros (Moisant Bleriot), Gilbert (Bleriot),
Le Lasseur (Bleriot) and Beaumont (Bleriot)
had started before the accident, Garros being
the first to arrive at Angouleme with Gilbert
following. Le Lasseur landed near Cosne, hav-
ing become lost in a fog. s3eaumont> smashed
a wing at Asay-Sur-Imbro and was out of the
contest. No one else started Sunday, but on
Monday Vedrines ‘(Morane) started at 4:11
o’clock and reached Angouleme at 7:50 o’clock,

999

Oe

June, IQII

having made the 248 miles in 38 hrs. 39 min.

This time is the more remar Rabi gegimestinelt a

stop was made at Etamps to regu ate the mo-
tor.

Frey (Morane) started at 2:06 p. m, but
was overturned at Etamps by a squall. He
was not injured but the machine was smashed
and he was out of the contest.

The Second Stage.

Garros left at 5:13 o’clock, Gibert following
six minutes later. Vedrines postponed his
start till 7:05 on account of the haze.

Garros arrived at St. Sebastian at 11:40, he
having to stop two hours to take on oil.
Gibert was lost in the fog and landed at
Biarritz at 9:00 o’clock to take on oil.

Vedrines made no stops and arrived at 10:59
o'clock.

Last Stage.

All the airmen had troubles on this stage
of the race.
was reported to have been attacked by an
eagle, which he had to shoot in order to de-
fend himself. He landed abruptly about 40
miles from St. Sebastian, damaging his ma-
chine slightly. Vedrine, who started at 7:17,
landed near Burgos about 140 miles north of
Madrid. Garros started at 7:12, his motor
failing forced him to descend near Usurbil.
The next day Vedrines made the flight from
Burgos to Madrid in 2 hrs. 45 mins., landing
at the aerodrome at 8:06. He crossed the
Somosierra Pass at an elevation of 6,500 ft.
It is reported that he also was attacked by
eagles and had trouble in avoiding them.

LIST OF AMERICAN PILOTS.

The total number of living aviators licensed
by the Aero Club of America is 21.

Following is a list of their names and the
number of their licenses, together with the
names of the machines used at the time of
‘ssuance of license:

Glenn H. Curtiss (Curtiss).

Frank P. Lahm (Wright).

Louis Paulhan (Farman, now flying Paul-
han).

Orville Wright (Wright).

Wilbur Wright (Wright).

Clifford B. Harmon (Farman).

Capt. Thomas S. Baldwin (Baldwin).

J. Armstrong Drexel (Bleriot).

Tod Shriver (Curtiss type).

10 Charles I’. Willard (Curtiss).

11 J. C. Mars (Curtiss).

12 Charles K. Hamilton (Curtiss).

138 John B. Moisant (Bleriot).

14 Charles Weymann (Farman).

15 Arthur Stone € ? »).

16 Harry S. Harkness (Antoinette).

17 Eugene Ely (Curtiss).

18 -J. A’. D. McCurdy (Curtiss).

19 Walter R. Brookins (Wright).

0 Ralph Johnstone (Wright).

1 Arch Hoxsey (Wright).

2 J. Co Turpin “Weight:

4

OMOANHRoE Ypre

A. L. Welch (Wright).
J. J. Frisbie (Curtiss type).

25 P. O. Parmalee (Wright).

26 Frank C. Coffyn (Wright).

Of the above, John B. Moisant, Ralph John-
stone and Arch Hoxsey are deceased .

Some of the above received their licenses
from the Aero Club of America on the strength
of performances observed by other clubs. Cur-
tiss, Orville and Wilbur Wright have all for-
eign licenses in addition.

Other American aviators who hold foreign
licenses are:

James V. Martin (Burgess Baby Farman).

St. Croix Johnstone (Bleriot).

Samuel Pierce (Bleriot).

A. J. Houpert (Bleriot).

J. A. Cummings (Bleriot).

Duval La Chapelle (French Wright).

Farle L. Ovington (Bleriot).

There are, therefore, put 28 living Americans
holding aviation pilot licenses, Messrs. Me-
Curdy and Paulhan not being citizens. There
are a number of good aviators who have not
bothered with any license, as there has been
no need for a pilot’s license as yet.

Gibert who left at 6:28 o’clock’

AERONAUTICS June, IOI

Successful Flight

At first attempt has been
Invariably Achieved
by all users of

RINEK

ENGINES

It’s the THRUST per H. P. that COUNTS!

THRUST stands for a definite factor, in other words it’s the actual force which
drives your plane in the air. When you buy H. P. you are investing in an
unknown quantity,—it has yet to be applied—utilized. _ When you buy
THRUST you are getting a definite amount of PROPULSIVE FORCE.

RINEK engines produce a greater actual THRUST per H.P. than any

other engines, Foreign or American, on the market to-day, and are
unsurpassed for reliability and durability.

Catalogue and prices on application

RINEK AERO MFG. CO. Easton, Pa.

THE Witcox Wire GHosr ”ONE
OF THE MANY SUCCESSFUL PLANES
UsiING RINEH ENG/INES

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Aeroplanes
Gliders—Supplies

@. The Wittemann Biplane built for safety and
reliability, equipped with double controls,
strongest spring landing chassis. Construction
embodies the best design, and a desirable factor
of safety allowed for all material used in our
machine.

@. We carry a large stock of steel fittings, lam-
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also all other materials which are used in stand-
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CATALOGUE ON REQUEST

Works: OCEAN TERRACE and LITTLE CLOVE RD., Staten Island, N. Y. City
Telephone: 112 W. West Brighton, Post Office, Stapleton

In answering advertisements please ‘mention this magazine.

June, IQII

AERONAUTICS

(FORMERLY ‘‘AEROMOTOR”’ )

@.The-name “Aeromotor”’ or “Detroit Aeromotor’’ led to con-

fusion of of our engine with certain others in a way that did not

add to its reputation. @The new name is in honor of the design-

er. The workmanship and materials are as select as ever—the

kind that has brought repeat orders from every district in which

our motors were sold the last twelve months. @_The strong, simple,
= compact MAXIMOTOR appeals to the practical aviator.

What the Other Fellows Say About The MAXIMOTOR

Elkart, Ind., May 18, 1911.

‘‘Made seven beautiful flights. Your
engine never refused to respond prom pt-
ly at the first turn and never failed
to lift the machine inside of 250 feet

Los Angeles,
May 11, 1911.
“Motor arrived O. K. and far beyond
expectations. Best aeronautical motor on
the market at present.’’—Eaton Bros., the

big builders who have used practically | run.’’—B.C. McClellan, president, Mc-
every make of Clellan Avia-
motor in their tion Co.
’planes the | l olo RS
last two years. ( Al i
Crane
DETROIT “Avent

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What Interests You About Propellers?

DO YOU WANT to anchor your machine
and help pull mother earth around with the

THRUST ?
HUGO C. GIBSON, Esq.

DO YOU WANT TO FLY and keep flying

at the lowest possible cost ?

Mr. HUGO C. GIBSON
806 Eleventh Ave.
New York
Dear Mr. Gibson :—

In my recent trip to the Orient and the Straits
Settlements, I used a Gibson Propeller exclusively,
without an accident or a breakage of any kind. To
my mind, it is the best propeller made and the results
obtained are absolutely perfect.

Very truly yours,
THOMAS S. BALDWIN.

These are not broad statements.
Send for my Red Book. It tells you more.

They

806 Eleventh Ave.
New York City
My dear Gibson :—

You will no doubt be interested in the results
given by your special 8 foot diameter, 6 foot pitch
‘Tractor propeller on W. L. Fairchild’s machine, driven
by one of our 100 H. P. engines.

At 950 r. p.m. it developed a pull of upwards of
520 lbs. This 1s not very definite, but as the stop on
the scale does not permit it to register above 520 it
cannot be stated how much more actual pull was
developed. However, even at 520 Ibs., I think the
results very interesting.

Very truly yours,
THE EMERSON ENGINE COMPANY
J. R. Westerfield.
facts. When

are I claim success, it is so.

Standard Equipment on Elbridge Engine for 1911

Designer and Consulting Engineer

HUGO C. GIBSON, amie.

Phone, 3672 Columbus

Manufacturer

E. W. BONSON

806 Eleventh Avenue, New York

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in answering advertisements please mention this magazine.

AERONAUTICS

Naturally Banked

ASHEVILLE, N. C., April 17-18. Beachey flew.

BOISE, IDAHO, April 19-21.—Charles F. Wil-
lard and Walter Brookins, of the Wright Company.
Good crowds and lots of nice flying. The feature
of the meet was passenger carrying by Brookins,
who took as passenger the Lieutenant-Governor of
the State of Idaho and was given a commission as

upeuecnaut-Colonel on the Governor’s” staff at
oise.
IDAHO FALLS, Idaho, April 23. Charles F.

Willard flew one afternoon. One of the most re-
markable things about the place was that out of
a town of about 5,000 people there were 9,000 at
the meet.

DENVER, Colo., April 21-23. The exhibition
given here by the Moisant International Aviators
was spoiled by the high winds prevalent. On
one day even Rene Simon refused to fly, and a
large crowd went home disappointed.

NEWTON, Kan., <April 26-27. Moisant Avi-
ators... Barrier went to more than 6,000 ft.
Seymour broke his machine.

WALLA WALLA, Wash., April 27-29. Walter

Brookins and Charles F. Willard did the flying.
The feature of the meet was a complimentary
flight by both men to the penitentiary for the
benefit of the inmates. Of 1,000 men there, 43
were men having a life sentence. This was the
only opportunity they would have of ever seeing a
flight. The warden allowed the men to go out in
the stockade at 3.30 in the afternoon, and Mrs.
Willard and Mr. Young and the warden sat on the
wall and “told them what they were out for.”
Willard and Brookins flew about 15 minutes, over
and around the institution. Willard went up about
1.000 feet, and did a spiral around the peniten-

tiary. The men applauded and were most en-
thusiastic. :
NASHVILLE, Tenn. April 27-29. Ward,

Beachy and McCurdy flew. ; :
ST. JOSEPH, Mo., May 1-7. Moisant Aviators
fl p

ew.
WICHITA, Kan., May 4-7.
Ely. Ward and C. C. Wittmer.
flying in a heavy wind.
WASHINGTON, DS C2 May “4-0.
Beachey and Robinson, all Curtiss aviators.
Beachey obtained his pilot license. |
Beachey added to his record of being the first
man to fly around the dome of the National
Capitol in a _ dirigible balloon by taking _ his
Curtiss racer out and flying from the Bennings
race track across the city, circling the capitol
dome twice and returning to the track in one
of the prettiest flights that has ever been made

Curtiss aviators
Ely did spectacular

McCurdy,
Here

223

in Turning—Willard,

June, Torr

in Provo, Utah.

in Washington and made Beachey quite a popular
hero. The meet was very poorly attended.

BRIDGEPORT, Conn., May 6-7. Earle L.
Ovington flew his new 70 h.p. Bleriot in an
exhibition from Steeplechase Island in Bridgeport
harbor. Some beautiful flights were made. In
one he dropped suddenly a great distance as he
was caught in a ‘hole’ and caused spectators to
gaze in dread, but he skilfully kept the machine
in balance and landed safely.

OMATIA, Nebr., May 8-10. Moisant Interna-
tional Aviators. The attendance was poor and
there was plenty of wind. Simon did about all
the flying. Charles Boyersdorfer joined the
Moisant flyers here with his Curtiss-type and a
Gnome engine was out in it.

HOT SPRINGS, Ark., May 10-11. Jimmie Ward
flew. Bad wind on first day. Good attendance
second day.

FORT SMITH, Ark., May 12-13.
Wittmer flew. Good attendance.
the city on both days.

Beachey is Reckless Flier.

BRIDGEPORT, Ct., May 11-14.—J. A. D. Mc-
Curdy and Lincoln Beachey opened the new
Connecticut flying park of Christopher J. Lake,
called “Bridgeport Aerodrome,” with fine fly-
ing. Beachey, owing to his sensational and,
perhaps, reckless flying, caught the fancy of
the crowds. His flight from the grounds over
the center of the city and around the big
new Hotel Stratfield was the sensation. A
local newspaper conducted a contest and a
young man and woman, winners, were each
given a flight of about five miles out over
Long Island Sound and_ back.

Mr. Lake has an exceptional flying field
and it will, no doubt, become Connecticut’s
aviation center, particularly as Bridgeport is
the home of the Aero Club of Connecticut.

Beachey’s flying is most sensational. He
shoots down at fast speed toward a scamper-
ing crowd, then slants up at a 45-degree angle
and straightens out. Some day he may not
level in time and then

Beachey flew from Bridgeport to New
Haven, landing on Yale Field at close of

meet.
KANSAS CITY, May 12-14.—Willard and
Perkins flew his kites. Not enough

Ward and
Ward flew over

Ely flew.

people to “wad a gun.”
ATLANTIC, Ia. May

ators gave exhibition.

15-16.—Moisant avi-

AERONAUTICS

)

18-1». -—H. A. Robinson,
flew under the auspices of the
Heavy wind demolished
19th, but Robinson filled

PADUCAH,
Curtiss flier,
““News-Demoerat.”
the fence on the
the contract.

DALLAS, Tex.,
windy the first two

May

May 17-20.—It was very
days of the meet, but
notwithstanding this Ely and Ward made
several flights. The weather was much_bet-
ter the last two days and Ely, Ward and Witt-
mer all flew.

Sopwith Flies in America.

PHILA., Pa., May 17-20.—Thomas Sopwith,
the English aviator now visiting this country,
had several days of flying in Philadelphia re-
cently. With automobile races as a_ counter
attraction, Sopwith gave exhibition flights at
the Point Breeze race track. Previous to the
advertised dates Sopwith made a number of
practice flights with his Howard Wright bi-
plane, and on the 15th crashed into a fence,
smashing the right wing of the machine.
The day before this he had collided with a
fence, but without damage to the biplane. The
machine was quickly patched up, in time for
the exhibition flights.

Sopwith announced that he had sent to
England for the Martin-Handasyde mono-
plane, which he purchased before leaving his
own country, and which was exhibited at
the recent aero show at Olympia.

The Baron de Forest $20,000 prize for the
longest flight across the English channel made
by an Englishman in an all-British machine
was won by Sopwith, who arrived in America
the first part of May with the intention of
giving exhibitions. In trying to use a new
Bleriot 70 at Mineola on May 138th, after a
flight of 35 minutes he had a bad smash, in-
juring the engine as well as breaking up the
machine. The machine was shipped back to
the Bleriot .factory. He had taken up two
mechanics one after the other and then took
up Philip W. Wilcox for a passenger flight
at an altitude of about 100 feet and on a
turn was caught by a gust of wind which
threw the machine over at an angle of more
than 45 degrees. By clever manipulation he
was able to get it practically righted but in
doing so he used all of his elevation and
one of the wheels struck the ground, the
machine hitting on its nose and throwing the
men out.

Sopwith Flies over Philadelphia.

On May 17 Sopwith flew over the center of
Philadelphia, circling the high tower of the
City Hall. He left the Point Breeze track
without announcing his intention and as he
disappeared there was much speculation as
to what had happened to him. After being
gone about 17 minutes he was seen returning
and landed safely at the field. The over-city
flight created great excitement in town and
the drug stores did a rushing business in lini-
ments supposed to be good for stiff necks.

NEW -HAVEN, Ct., May 19-20.—Another
successful show was given by the Yale Aero
Club, in which McCurdy and Beachey took
part. Beachey flew over from Bridgeport the
last day of the exhibition there, a distance of
15 miles in 15 minutes.

STOUX CITY, Iowa, May 19-23.—In a 20-
minute aerial spin on the first day Rene
Simon, the little French aviator whose reck-
lessness has caused him to be called “The
Fool Flyer,’ opened the meet, crossed two
rivers and three states. Leaving the Tri-
State fair grounds, Simon made one big cir-
ele 14 miles in circumference and following
it by one more circle just a little smaller,
completed his unique flight. A gale had the
day before shattered hopes of opening the
meet on schedule time.

Within a few miles of the field the corners
of three states were divided by the Missouri

June, IQIr

and the Sioux rivers. At 5 o’clock Simon
went aloft and followed the course that had
already been mapped out. The wind was
still blowing a gale and the plucky birdman
was buffeted about in an astonishing man-
ner. He found that his \machine did not
respond to his rudder as quickly as it should,
When he landed mechanicians discovered a long

slit in the rubberized silk covering, which,
eee: inflated, was more unwieldy than
usual.

Wiseman Starts Exhibitions

Fred J. Wiseman, one of San Francisco’s
first flyers, has started show flying in real
earnest. Wiseman used one of the first Hall-
Scott engines put out and complete details

vere given in the September 1910 number.

SNOHOMISH and EVERETT, Wash., May
f&—Fred J. Wiseman flew an exhibition in his
‘Curtiss-Farman-Wright” biplane.

NO. YAKIMA, Wash., May 13-14.—Fred J.
Wiseman at State Fair grounds. Flew over
city.

_ELLENSBURG, May 16.—Wiseman flew ex-
hibition date here and at Olympia, May, 18.
Route from here covers Tacoma, Seattle, Van-
couver and Victoria.

LINCOLN, Neb., May 24-26.—H. A. Robin-
son and J. J. Ward, Curtiss flyers, filled three
days’ engagement here; going thence to Jop-
in, Mo., for three days.

U. S. CALENDAR.

May 24-26—Lincoln, Neb.,
tion.

May 27-30—Boston, glider contests of Har-
ward A. C.

May 28-30—Fort Wayne, Ind., Curtiss exhi-
bition. ;

May 28-30—Joplin, Mo., Curtiss exhibition.
glee, 29-31—-Saginaw, Mich., Wright exhibi-
ion.
ie May 29-31—Hartford, Conn., Wright exhibi-
ion.

Curtiss exhibi-

May 29-June 3—Wilkesbarre, Pa. Curtiss
exhibition.

May 29-June 38—Columbus, O., Wright ex-
hibition.

_ June 1-3—Little Rock, Ark., Curtiss exhibi-
faon.

June 2—Philippi, W. Va., Curtiss exhibition.

June 3—North Adams, Mass., Intercollegiate
jalloon race.

June 7—Fort Erie Beach, Buffalo, N. Y.
Walter Johnson in Thomas biplane.
ne June 7-10—Wilmington, Del., Wright exhibi-
ion.

_June 9-10—Evansville, Ind., Curtiss exhibi-
ion.

June 9-10—Springfield, Mass., Curtiss exhi-
bition.

June 9-10—Joliet, Ill., Wright exhibition.
__ June 13—Lafayette, Ind., Curtiss exhibi-
ion.

June 13-14—Peoria, Ill., Wright exhibition.

June 15-17—Dayton, O., Wright exhibition.
June 16-17—Quiney, Ill., Wright exhibition.
_June 20-23—Buffalo, N. Y. Curtiss exhibi-
ion.

June 29-July 4—Detroit, Moisant aviators.

sty 1—Gordon Bennett aviation race, Eng-
and.

July 10—Gordon
tion, Kansas City.

July 20-22—Saratoga Springs, N. Y., Wright
exhibition.

August
exhibition.

August 12-20—Grant Park,
national Meet.

August 26-September
Harvard A. S.

September 29-October 7
Wright exhibition.

Bennett balloon elimina-

2-4—Colorado Springs, Col., Wright

Chicago, Inter-

4—Boston, meet of

Springfield, I1l1.,

October 5—Gordon Bennett balloon race,
Kansas City.
January 10-20, 1912—Los Angeles, aviation

and arrangements not certain,

224

AERONAUTICS

Have You a New Idea

Experimental

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Designed and Built by Practical Men
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Built to Order
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Aero Motor

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E. J. W. LOCKTURN BUCKLE

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BLERIOT TYPE TURNBUCKLE

25 to 35 cents

Ribs, Struts, Ailerons, Running Gers, Front and
Rear Controls, Complete Forks, Wheels, Tires, ete.
All included in our

NEW. CATALOGUE
WORKING DRAWINGS
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Mailed free on request

E. J. WILLIS CO.
85 Chambers Street - 67 Reade Street
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PLACE

In answering advertisements please mention this magazine.

AERONAUTICS

PIII II IAAI IIIA IAAI AAAAAAAK AA IA

PALMER
Aeroplane Tires

%

Pneumatic tires are often credited

with possessing elasticity which fre-
quently is really the property of the air,
and not of the tire that contains it. Pneu-
matic tires for aeroplanes, as commonly
made, contain two or more plies of canvas,
which is obviously not elastic, Even though
elastic rubber forms the outer and inner
layers of such tires, the canvas tube which
actually holds the air remains unyielding
and inelastic.

@ To produce a tire elastic per se, and thus
capable of supplementing the elasticity of
the air, the logical course would be to
eliminate the canvas, leaving an all-rubber
tire like an automobile inner tube. Un-
fortunately, a tire of this construction
would be unpractical, because it would
not be strong enough, :

@ The Palmer aeroplane tire is the nearest
approach to the all-rubber tire that is pos-
sible without sacrificing strength. Instead
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and continuous, are imbedded in strips of
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at a right angle to those in the next. An
outer cover of tough rubber completes
the tire.

@ Under pressure the walls of the Palmer
aeroplane tire expand. ‘The ordinary tire
will rebound sharply from an obstacle, but
the Palmer passes smoothly over, absorb-
ing the shock through its unique rubber-
plus-air elasticity, Thus the exceedingly
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the painstakingly and expensively assem-
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parably better performed by Palmer aero-
plane tires than by any other kind.

@ Palmer tires are light but amply strong.
They are made in any size, with or without
lugs to bolt through the rims. They may
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strip of imported chrome leather. In this
form, Palmer tires are more than ever the
jinal word in aeroplane tire construction.

RUBBER SPRINGS

@ We make rubber springs of the Farman
type from a compound of uncommon
strength and proper elasticity. Send for
a miniature free sample spring, and for
prices of springs and tires.

The B. F. Goodrich Co.
AKRON, OHIO
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June, I9It 7

Prize Winning Model
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prepaid express on receipt of $1.00. We manufacture most
complete line of models in this country. Write for Catalog.

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O YOU want an Aeroplane Mo-
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We KNOW we have the best Motor
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rough usage.

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AEROPLANES

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AERONAUTICS

“ae
«: 48
Si

oa
=

New Harvarg Glider, Wright Type, with Warping

June, Iori

” Photo By E. C. Brown

Wings, of R. M. Allen, and

Launching Tower for Meet.

HARVARD GLIDER MEET.

Eleven college aero club entries have been re-
eeived for Harvard's Intercollegiate Glider Meet,
_at Atlantic, Mass., May 27-30.

The events will be classified for body and
mechanical control machines, and cups offered in
each division. An admission of 50 cents will be
charged to the field, which will admit to the best
seats. No reserved seats. The gliding will prob-
ably mainly be done late in the afternoon when
the winds are the lightest.

There are on the field now three machines of
the Burgess Co., of Marblehead, one of which
is Chas. K. Hamilton’s. It is very probable
that exhibition flights will be made during the
days of the meet in these Burgess-made Wright
‘planes. The Harvard Aeronautical Society is
going to try to get its Roe triplane in shape and
make flights with that machine also. Its new
Wright-type glider is being practiced with, and
the slope given a testing out in preparation for
the meet. There are two large permanent hangars
and one large tent, and another tent is to be
erected soon for storage of the visiting gliders.

George A. Richardson, president of the Inter-
collegiate Aeronautical Association, is to attend
the meet and fly the U. of Penn. machine. He
will give an illustrated lecture on the evening
of May 31, which ought to add to the interest in
college aeronautics at this time.

The entries to date are: Dartmouth, Cornell,
Tufts, U. of Penn., M. I. T., Wiliiams, Worcester
Polytechnie Institute, Swarthmore, Haverford,
Waltham Aeronautical Society and Harvard. The
meet will be conducted under the management of
the Society, with the co-operation of the Inter-
collegiate Aero Association.

BIG CHICAGO MEET.

The Aero Club of Illinois has worked hard
in organizing a big meet schedules for Au-
gust 12-20, at Grant Park . A large commit-
tee, with James E. Plew, president of the
club, as chairman, has been working for a
guarantee fund of $100,000, which has practi-
cally all been subscribed. Committees have
been appointed and work has now actually
commenced. This is expected to be the big-
gest event of the season. Grant Park is in
the heart of the City of Chicago, and is so
located that water events can be run as well
as flights from the land. This city park has
been made available by the Park Commission-
ers of Chicago. If any profit should accrue,
it will be given to the ‘charities of Chicago.

-Howard Scholle,

COLLEGES HOLD BALLOON RACE.

Five balloons are scheduled to take part in
the first intercollegiate balloon race ever held,
starting from North Adams, Mass., on June
3d. The contest is open to any aero club or
college aero club, and the pilot of the com-
peting balloons need not be a member of the
competing club. The balloons are handi-
capped: a 35,000 cubic foot balloon, to carry
2 passengers; a 56,000 cubic foot balloon, to
carry 3 passengers, and balloons of larger size
are to be filled according to the ruling of the
referee, A. Leo Stevens.

The race is being conducted under the aus-
pices of the Williams Aeronautical Society.
Two cups have been offered, one for distance
and one for direction, by Clifford Black and
both Williams men. Dart-
mouth, Williams and Massachusetts Institute
of Technology are all entered. W. P. Shear-
man, of Williams, will pilot the “Stevens 27.”
Other balloons that are certain to be in the
race are the “North Adams No. 1,” the “Bos-
ton” and the “‘Pennsylvania.”’

BENNETT AVIATION RACE.

The Bennett International Aviation Race,
which is flown over the Royal Aero Club’s
grounds at Eastchurch, England, on July 1,
will not be a walkover for the American
team, so far as the situation at present phro-
phesies. Only one American has been chosen
thus far, Henry Weymann, who, some time
ago, took up the Nieuport monoplane. Other
names have been considered, James V. Mar-
tin, who flies the burgess built “Baby Far-
man” of “Grimy White’; Earle L. Ovington
(Bleriot 70 gnome), and Arthur Stone, who
has been flying the new “Queen’’ monoplane
(Bleriot type) at Belmont. Weymann stands
the best chance of any of these, as the Nieu-
port machine has recently made new records.

GORDON BENNETT BALLOON RACE.

For the international race at Kansas City,
October 5, there will probably be 9 balloons,
38 each from France, Germany and America.
The American team will include Alan

and the other two will

Hawley, 1910 winner, I
be those who get first and second in the Na-
Ger-

tional, which is .an elimination contest.
many has just held its elimination.
If America wins the race this fall, the third

time in succession, the cup will become the
property of the club, and further competition
for this cup will cease.

225

AERONAUTICS

NATIONAL BALLOON RACE.

The only cities thus far received for this
race, which takes place July 10 at Kansas
City, are, “Topeka II.,” of the Western Aero
Association; the balloon of Wm. Assmann of
St. Louis, and the ‘‘Kansas.”

All pilots competing in the
events are also very fortunate.
inspection made by H. E. Honeywell, showed
a large and well-situated grounds, plenty of
good gas at hand, and 283 miles greater dis-
tance from the ocean, permitting all records
to be broken. It is very probable that there
will be a new world’s record established this
year.

" President Geo. M. Myers and his able staff
have the work well advanced, even to the
minutest detail.

Provisions are made to inflate twelve or
more large racing balloons in six to eight
hours. Grand stands to seat thirty thousand
people also a large automobile court and am-
ple police protection.

The Kansas City Aero Club have placed
their order with the French-American Balloon
Co. for a fine new 80,000 cu. ft. racing bal-
loon; also made Honeywell, who will pilot

above two
A personal

June, Torr

same, pledge to throw his clothes if
necessary, to win.

The Aero Club of St. Louis will enter three
or four balloons, with a large delegation.

The Kansas City Aero Club will offer a sil-

away

ver cup for the winner of the national race,
which starts from Kansas City July 10. A
silver cup will also be given to the balloon

securing second place in the national race. In
adai.-on to these trophies, the club will give
a bonus of one hundred dollars to each balloon
which actually starts in the races The pro-
gram for the national race, July 10, will pro-
vide that the first balloon shall start at four
o’clock p. m., and that the others shall follow
at five minute intervals.

The grounds chosen are situated within
three blocks of the gas works, and the United
Gas Improvement Company guarantees an
abundant supply of gas of a specific gravity of
at least .40. The fact that the gas has such a
short distance to travel and the fact that the
piping is all being arranged especially with a
view to giving every balloon an equal chance
to secure the best quality of gas, seems to
assure the contestants will not have any com-
plaint on the score of gas.

oe
eed

New Flying Grounds.

The Aero Club of New York, located at
Nassau Boulevard, on the Long Island Rail-
road, the property of the Garden City Estates

Co., of which the Hon. Timothy L. Woodruff
is president, has applied for a charter from
the State. The old ‘‘New York Aero Club,”

which expected last year to use these grounds,
has been dissolved. The president is the Hon.
Timothy L. Woodruff; vice-president, Clifford
B. Harmon; second vice-president, Hudson
Maxim; 3d vice-president, Capt. Thos. S. Bald-
win, 4th V.P., and R. R. Sinclair, secretary. The
directors are: Hon. Timothy lL. Woodruff,
Clifford B. Harmon, Hudson Maxim, William

H. English, R. R. Sinclair, Colgate Hoyt, Ed-
ward M. Grout and Earle L. Ovington. A
tract of land about 2% miles in length by %°

of a mile in width, near the Garden City sta-

tion, is being used for grounds, and already
ten sheds have been erected. Another ten

sheds are expected to be built in the near fu-
ture. Those who have already taken sheds
are Earle L. Ovington; Capt. Thos. S. Bald-
win, Harry S. Harkness, Clifford B. Harmon,
George Russell, Romain Berger, Queens Aero-
plane Company, Ladis Lewkowiecz, L. P. San-

ger, Jr, and Pred P: Schneider, ‘The, privi-
leges of the Garden City Estates Club have
been extended to the members of the Aero

Club of New York. Membership dues are $10
a year; no initiation fee. The grounds can be
reached by the Long Island Railroad from the
Ilatbush Avenue Station, Brooklyn, or the
new Pennsylvania Station, New York.

The Aero Club of Long Island will
flights in a few weeks by
club. Heretofore the club confined its ener-
gies mostly to instruction of its members
and the building up of a permanent organiza-
tion.

Francis Willson,
Curtiss-type
driven by a

begin
members of the

member, is assembling his
biplane at Mineola. It will be
50 h. p. Kirkham motor. It pos-
sesses features never before embodied in a
flying machine, and is expected to open the
eyes of some of the veterans of the old field.
It is built on thoroughly sound principles and

has already won the admiration of Chas. K.
Hamilton.
A Chanute-type elider of exceptional effi-

ciency has been built, after his own modifica-

tions, by Thomas Kramer, member, age 18,
and has already made about 150 flights on
the hills near Long Beach, Young Kramer

99

“~~

has become expert in gliding, and is willing
to match his machine and skill with any
amateur. This is his fifth glider, and he has
made nearly 1,000 glides.

The motorless biplane of William and Henry
Newell, members, is complete, and will be
shipped to Mineola and set up in preparation
for towed flight prior to the installation of
its motor. It is of the headless type, simple
in construction, and equipped with the Newell
method of control.

Charles D. Spence, member, is having con-
structed by the White Aeroplane Company a
40-foot monoplane embodying the most ad-
vanced and practical methods of trussing and
control yet attained in that type of flying
machine. In a lengthy illustrated lecture to
the Aero Club of Long Island, Mr. Spence
compared by actual tests the present methods
with his own. The simplicity and positive-
ness of his construction supersede all other
systems. The design of the machine’s control
is the most natural that can be attained, and
still uses only hands and feet to operate; no

shoulder guiues. The building of the ma-
chine is well under way. Mr. Spence’s inven-
tion is a substantial modification of the

well-known Pratt truss.

The Aero Club of Long Island is an edu-
cative society, and~ invites inquiries from
those who wish to associate with it. Ad-
dress Secretary, Aero Club of Long Island,
Richmond Hill, L. fT.

Rhode Island Aerodrome.

The Rhode Island Aeronautical Society, of
Providence, R. I., has secured an aviation
field near Narragansett Park, which is very
favorable for flights. It is flat, protected to
some extent, has a straightaway of nearly a
mile and is convenient to the city. Otto Her-
mann and Sidney Borman, both members of
the society, are engaged in actual work on
machines. Mr. Borman is building his fourth
machine, the mechanical details of which are

as near perfect as could be wished. Regular
meetings are held the third Wednesday of
each month, and the society is planning an
active season.

The Aero Club of Tllinois has held its an-

nual election, and the following officers have
been chosen: President, James E. Plew; first
vice-president, Harold I. MeCormick; second

vice-president, T. Edward Wilder; secretary,
Grover F. Sexton; treasurer, Charles F. Bart-
ley; consulting engineer, James 8S. Stephens.

7

AERONAUTICS

SPCOCSCSO SOS SOSH VEG OE SOY
YOU CAN NOW PURCHASE A

Complete Curtiss Power Plant

with a

Genuine Curtiss Motor and Propeller

URTISS power plants have been

tried, tested and proven. When
you buy one, it relieves you of all
worry on this part of the equipment.
In other words, it assures the success
of your aeroplane. No experimenting
or thought on your part is necessary—
it has all been done for you by skilled
experts. You received the finished,
perfected product.

Model “A” four cylinder, 25 H.P.

Model “B” eight cs GOR

Propeller, radiator and equipment

especially designed for each motor.

Descriptive circular “E” for the asking
I g

The Curtiss Motor Co.

Hammondsport, N. Y.
POSSE SOC SSS2°E¢00°¢

AP

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We manufacture propellers from four inches up, also
M.A.P. Monoplanes with an automatic lateral stability.

M.A.P. MONOPLANE MFG. CO.. P. 0. Box 66, Station D., New York
complete

W. H. AITKEN <2:

Willard Type Ribs, 16 large 42 small, main beams
and uprights, laminated spruce and ash, only $75;
Turnbuckles only 10 cts. each, sample rib $1.00

Address all communications to New York office

337 Adams Street - Brooklyn, N. Y.

BLUE PRINTS AND $4.00
WORKING DRAWINGS & Each

We furnish you full size working drawings of the Curtiss,
Farman and Bleriot aeroplanes. Also, blue prints of model
Wright, Curtiss, Bleriot and Antoinette
same price. Address department R

CHICAGO AEROPLANE MFG. CO.
2230-38 Cottage Grove Ave. 23 32 Chicago

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In answering advertise ments please mention this magazine.

June, IQII
LPP EEE EEE EEE EEE ETE
Burgess Company and Curtis
At Squantum, Near Boston, Mass.

vided in which every lesson after the
first includes at least one flight by the
pupil.

@The school equipment comprises
four Burgess Biplanes, adequate han-
gars, repair shop and necessary
cessories.

ac-

INSTRUCTORS
W. Starling Burgess, graduate of the

:
AVIATION SCHOOL
@.A course of twenty lessons is pro-

Wright school at Augusta ;

Harry N.
Atwood, graduate ef Wright school
at Dayton.

For Terms Address
Burgess Company and Curtis

The excellent quality of the Burgess Bi-
planes may be judged from the opinions
of the following satisfied customers:

C. GRAHAME-WHITE

Mr. Grahame-White has ordered seven

Burgess Biplanes. He writes: The New
Baby Biplane is the speediest and most
efficient passenger carrying biplane in exist-

ence. It is the ideal military biplane.

CHARLES K. HAMILTON

Mr. Hamilton recently gave up a pre-arrang-
ed trip to buy an aeroplane abroad when an
opportunity occurred for him to purchase a
Burgess-Wright Biplane. He declares the
Burgess- Wright to be superior to any other
American or Foreign Aeroplane. He hopes
to fly Burgess Aeroplanes exclusively during

Mr. Harmon, at the Belmont Paxk Inter-
national Meet, used a Farman bifes 5 body
rebuilt and improved by Burgess Co \nany
and Curtis. He has recently called on the
company for plans for the latest type bi-
plane fitted with hydroplane body.

U. S. WAR DEPARTMENT

The War Department has ordered a Burgess
Biplane for delivery in July, 1911.

REPEAT ORDERS

Most of our customers after trying out one
Burgess Biplane have placed orders for one
or more additional Burgess Biplanes,

:
_ BURGESS BIPLANES }

Burgess Gompany and Curtis

Licensees Under the Wright Patents
MARBLEHEAD... _ MASS.
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the coming season t
CLIFFORD B. HARMON ;

AERONAUTICS June, I9TI

= SECINQ
IS Believing

and

GRAY EAGLE MOTOR

Circular for Stamp

$ 48 00 R. O. RUBEL, Jr. & CO., 130N. 4th St.
@

The Aero Supply House of America

Complete with equipment Louisville, Ky., U.S.A.

WEIGHT
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A perfect material for covering planes. Is thoroughly water-proofed
STRENGTH \\ on both sides by a rubber-coating. It will not stretch or absorb moisture.
130 lbs. ) It ir at least three times as strong as any other fabric on the market,

ch with only a slightly additional weight.
peter A covering of Penacloth gives added strength to the whole structure.

PENNSYLVANIA RUBBER CO., Jeannette, Pa. acropLaNe TIRES IN ALL SIZES.

BRANCHES
Pittsburgh, 505 Liberty Ave. :: A Chicago, 124! Michigan Ave. :: 3 Detroit, 882 Woodward Ave.
PENNSYLVANIA RUBBER CO. OF NEW YORK, New York City, 1741 Broadway

PENNSYLVANIA RUBBER CO. OF CALIFORNIA | §2n Francisco, 912 Mission. St.

Aeroplane Cloths

WILSON & SILSBY-YACHT SAIL MAKERS
ROWE’S WHARF, BOSTON, MASS.

We have furnished covers for C. B. Harmon’s Farman biplane, Burgess Co. & Curtis biplanes,
Grahame - White’s special biplanes, and Glenn H. Curtiss

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U.S. Patent issued. | PARTNER WANTED FOR FOREIGN PATENT RIGHTS — Liberal Interest.
Write promptly for particulars F. G. DIETERICH, P. O. Bow 2408, Sta. G., Washington, D. C.

In answering advertisements please mention this magazine.

HMERONAUTICS

250 West 54th Street
New York City

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PUBLISHED BY
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ADVERTISING REPRESENTATIVES:

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No. 47 SIUINIEG et Shit Vol. 8, No. 6
COPYRIGHT, 1010, AERONAUTICS PRESS, INC.

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879.

AERONAUTICS is issued on the 30th of each month
All copy must be received PY. the goth _Advertis-

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INDEX FOR VOLUME VIII.

Note.—Volume I. started with the first is-
sue, that of July, 1907. Volume ITI. started.
with the issue of January. 1908. Volume III.
started with the July, 1908, issue. Volume

June, IQTI

IV. started with
and Volume YV.
Volume VI.

the January, 1909, number,
with the July, 1909, number.
started with the January, 1910,
issue, and Volume VII. started with the July,
1910, number. Volume VIII. started with the
January, 1911, number.

January, 1911.

Page

Notes on the Aeroplane Propeller. By
Matthew LEE SClleErsmpmiis nc ee ne ers
The Life and Work of Octave Chanute...
The Fallacy/of,the Screw Propeller. By

zr) Wesleyiiblewell .aine ase oe a ee
Barman’s Elgeht of 8 hrs, 12 min: >.:. 2-7:
Legagneux Makes Altitude of 10,496 ft..
Experiments with Aeroplane Wireless. By
Flarrrny) Mei HOrtoni cd voc an de ote ee
Measuring. Propeller Thrust.............
English 24-hour Non-stop Aero Engine
EQUITI otenct ah, acter ieior Poo hicens ae Ce eee 11
Aeronautics and War. By Lieut.-Col. W
Athi GLASSHORG OM, mt pucievers eerecietinas ace One ile,
Wright’s Improved Anemometer. By John
Wie g Mitchel ye dee ck aise ne eae 15
Scale Drawings of the Bleriot XI Mono-
Dilane@wyengressys neues. erate ern Ee 16
Winter Ballooning New Sport.:..:...... 18
Vex OT. eas eal Ele VVC hit Gaye, eeenep eae een ae 21
Walden-Dyott Monoplane ............... 22
AS TM. Walliams? Wonoplane. is. 8:5... > 24
National Council Convention ............ 26
Extension of Dewey Decimal System to
Cover Aeronautics. By L. P. Brode.... 27
Wile hnity 4C Gianpanitya oss lesresrree sins ene weiner ome 28
Clu MC wistiersclcculnge cre tes Con nice ee 30
BiISSelISc Miao Veins ee ieee hh cic nie eee 31
Military Aeronautics in America for 1911. 34
Simm SMO ROME Starcermai sts en oe ee eee 36
Index tOsViolumes Walilerrcere eve cee eee 37
February, 1911. = aa
How to Build a Curtiss-type Biplane. By
Cro PETG ONC ya Yarra ae oie ee ete eel
Thie New York Aero Show. 1.....:.2....- Et
The Los Angeles Meet. By Prof. H. LaV
PY WiININS SE. c, speed dalepheee eee ore nee 53
Long Model Flight Wins Stevens Cup.... 56
The Thompson-Van Arsdale Machine..... 57
60=mile-Mitzht by- Masson-.. esos. ane uno 59
Deaths off, Hoxsey and Moisant.......... 61
Death of pCecil "Gracew. ae eee odes ee 62
The Physiology of High Flying.......... 63
Scale Drawings of the 1910 Light Far-
TEVA tek eos te eos <cekeda! eeeh eee aleosiemete circ ne teen 64
Congress! $125,000 Aero Appropriation.... 66
Wright) Praining, School Starts2..255...<- 66
Many Nd@w Records A’tbroad=...2.2..75.9% 69
How Altitude Records Are Made......... Tell
Tracyar Daya ammgnie ter jer cmievas sche on uskon eens 75
AISCONSLOMST oper oi Suc is ci0te fe Catenion eels ole meee enero Tat
Ryan Wants A_C. A. Made National..... 78
Club. NeCWSeit eine. Eo. +s. Sebleicaumeracnle. 79
March, 1911.
The Dunne Automatic Stability System.
By T:. ©’'B. Heppard) 0 ote . See re Sd,
Insurance} for “AvistGrs. geese eee 83
The New/ Southard Monoplane........... <4
National Council and Aero Clubs. ea. 84
Seale Drawings of Southard II. Mono-
BLaAMe SR aera aos cera ope clcmeeiebere Telecel 85
Suecess of the Curtiss Hydroplane. By
Prot. tab Lav MLW 2.42 ronc eichs ce ales) eh oeals 86
State Registration of Aeroplanes......... 87
New Mad@el Curtiss’ Biplane... - 2 are as 88
Construg@tion “Aids cxov DLs. F sake e eter. cis icie.s evens 89
McCurdy Makes Over-Sea Flight........ 90
American Distance Flights Cross Country. 90
Winter! [Flying at Mineola............... 93
San Francisco Meet. By Cleve T. Shaffer. 95
San Diego Meet. 3y Ho Lave Dwining>..o- 195
Eavanar Meet: ox ctacc.k es sharon metexe aaciatern.onetons 98
Aeroplane ReconnaiSance Vej. wee. eo «as wietels 99
How to Build a Curtiss-type Biplane By Ss
Ge HEMGOd ley a OF on) snees SEW cies cco ats 1
Curtigsppeelant= Sold. 7. ws vc alerts! cet exspebone 104
Aero Motors in America (Kirkham; De-
CLOLESACTOsmEVINeK))) [00.08 Bis clcere e cteatoneharecs 106
COURT HOMRIN Thy gche-g dict Cc BOC RieD CoMICRONA RMR adh jer 110

297

AERONAUTICS

April, 1911.

Page
A Transcontinental Aero Way. By Mor-
TiS av WOE el Clalmeenetencteteereieiedoietm-t orci yremr= 115
The Hydro-Aeroplane. By W. R. Turn-
CLLR ey ateveve eet el noeete oie Reren-T etre nenet cont nL,
What Our Aeroplane Builders Need...... 119

Parmelee and Foulois Make Great Rec-

OLGA cscs eee ere ancro naetaseu ais reuens 121
Flight Progress About the Coutnry....... 123
Four American Rotary Motors........... 126
Boston’s Second Aero Siui0W.............. 132
The Hubbard Monoplane (Scale Drawing). 136
IBSTETRIOEE EIS ae versie yok ketene ereeeniel - pee owas iencnoeees 138
Washington Aeroplane Show. By W. Wil-

son Southard and Antony Jannus..... ne
INS CENSROMS ie ietia cia ete ete ya oat Otc. bee eapewenchs 141
GING WS cease one aie fore cs feisteleiie: <isiehiel ecsteierene ce 144
The Missouri Signal Corps in Aeronautics.

yi eenieiwy ID LOW: ciel -eter cle ilenel olstieilel asic) eel esieies 145
How to Build a Curtiss-type Biplane. By

ee EIS NGO GUE a tea cae cenece eens Oe ic aerial ens 146

Vaniman Propelling Mechanism Patent... 149

May, 1911.

Some /Facts About Soaring Flight. By E.

aA CUIRC WIS aia cus tausienetoeeoenotere teem enceneie ener aE
The Influence of Multi-Point Ignition on

the Efficiency and Output of Internal

Combustion Engines. By Otto Heins... 156
IAT IM COMMELAVe) tol PeAWLUL OL Siler. eua reise ares 158
Closed Cirele Aeroplane Records. By

GeOWPEIIIS Cra Seis cies nieves cheat roonete evokes 160
Aeronautical Manufacturers’ Association. 162
National Council and Aero Club of Amer-

LCA Pere rhea a Toate ate eae OLNEY wits Sa aonhis ds Gelert 163
How to Measure the Pitch at Any Point

of an Existing Propeller. By Hugo C.

Gib SO tremikattehcncbehkere tater aho ew couseeheh ante lad ope te tetiaveree tna, 164
ING Wi GAC VTS GULFY IS ohroite olereiiede voleen ecole eee rstratie 165
How to Build a Curtiss-type Biplane. By

————G@. HH. \Godley. (Serial INOs 4). Jhacins st. 166
Jannus AhaAkKeSWPASSEMB CIS! (mice ste iererenenele=n 168
Garyaa Mia chime f, .,cboye revere sucis wuersvaketebekens ete aus 173
New LAND Al SOWA eM ss enerel-i-letem ate 172
The urgess-Wiseman Machine ......... 173
The eyerhoffer Triplane. By Cleve T.

STAPLE Teac eevee acl er atares aiauolia = tect edierstlekewe ee 175
Sheaf| and DeBerri Biplane.............. 176
HMorinpy. Vlonoplam ey as iefeks tence elelel os -eiate ie 176
TOMNSO NG aVLOMO DL AME) | aieteuiensiedeteucelelsueters totes 177
IBGE Wem SLOSse Bip lamer rterarstelenctetetenetcieneken-ioie INE ef
Wihecleres Momop lamer. sec tere) «belles oleeetereis ciekeen 3 eta
Prier Flies from London to Paris........ 180
I NO} i SENIOR eo SoG ea ooo oO ol oso ugooS 184
Grayeebaclen Motor lassi cciseieieielsaieaemices rene 186
Wolverine Two-Cylinder Motor.......... 187
Short Bros. Landing Gear Patent......... 190

June, 1911.
Page
Aerial (Motors of To-day. By George S.

STAT Ar ane ceeis. oh meee Co haicbeN Reds cca ietod ete cant ok Weeds Welrel= 195
How Fast and Pew High May an Aero-

LANE WOlee et yaar van Ea eM Ae reken erevercstetit © 197
Wireless Experiment of “N. Y. World.’”’.... 199
StatevAgror We sila tvOm ..) sie ede ehotetete) ceete pale ter 200
OS. Malitary Aeronautics!) gamle). les oe 202
PAS COMSID MS ital. ve roetmenene revels eRe on otacl ena ie me reneens 202
INS CETAS TBI Sitinwe, «cael el Meme Wore folios) -feteveiteionte welie ature teliet ire 208,
Atos bSi1.0'00) Motor Werizerr cr cieus eke =. 203
3aldwin Biplane III (With scale draw-

TITLED Temscetibet sc. <iewe ols (Rete Mares atctar che bremene eee ue 204
Fairchild Monoplane II (With scale draw-

AVR eretetacate si cue alets oC hemepemete vets astelescrcx set eaeten 206
Aeronautical Society Banquet............. 209
Aero Club and National Council (Repudia-

tions -Asmeenmtent)) ; .. syree.s sete sta o clieas acceedensts 211
Howard Wright biplane (With scale draw-

UNV SW Mh cueyeis iene os) seas cc ahemtcle rac, shertsaeieatuetenes 211
Death | Lt. Kelly, Hartle, Bournique and

OUNCES) | Wey cis pesos Sev hace mabe srelereiee eos) a eiatoieseihane 213
Brayand termann Biplanies). ci. <1. cus tiene 215
Schoolf of Flying In America............. 220
iste awMenican: EUWOUS i. ioteibereielele oie) 212 and 222
Vedrines Wins Paris-Madrid Race....... 222
GTM WiSoxc she chevare Pxn Ontarians ators 226

Patents BUMS Yeria. iol an.cudisiexatere Covekommencharel oh steer sheus tov ss 232

June, TOIT

Ni: O77 Tocth 2CrEraaee

EQUILIBRIST, SLACK WIRE WALKER,
well educated, good business training in office,
experienced in shop work, four seasons operat-
ing own automobiles, wishes to associate with
manufacturer to give flying exhibitions, train
others and prosecute business generally. Excel-
lent reputation. Address ‘‘Equilibrist,’ care

“ABKRONAUTICS.”

LEARN AT HOME, in a few evenings, how to
construct, operate and repair Flying Machines,
Commercial Trucks, Automobiles, Motorcycles,
Motor Boats, Gasoline Engines, Electric Motors.
Bie demand, with good pay, for competent men.
Thousands of positions open. Let us help you in
place and pay. <A postal ecard will do. Address
EXTENSION DEPARTMENT, The -Charles C.
Thompson Co., 549 Wabash Avenue, Chicago.

SITUATION WANTED—Active and clean-cut
young man, ex-observer of U. S. Weather Bureau
and Meteorological expert, desires affiliations with
aeroplane manufacturing company, with object of
being instructed in practical flying, for which tui-
tion will be paid. Proficiency acquired, position
of demonstrator and salesman for company would
be expected. A-1 references given and required.
Address, Harry T. Johnson, 1213 Emerald Ave.,
Chicago Heights, Il.

“A ERONAUTICS’—COMPLETE FILES OR
BACK NUMBERS WANTED. State Price. J. S.
STEPHENS, 7321 Bond Ave., Chicago, Il.

$25,000 WANTED. on a partnership basis pre-
ferably, for the construction and deveiopment of
a new and larger type of aeroplane, equipped with
two engines (100 h.p. each) and four propellers
(shaft transmission). Machine is non-capsizable
and will be of exceedingly strong construction.
Should be capable of standing very heavy weather

and is suitable for long non-stop cross country
flights. Planes are adjustable either for speed

ov for passenger carrying. Only those interested
and willing to invest the required amount in
such a proposition need apply. Address “R. D. W.,”
eare “AERONAUTICS.”

FOR SALE—50 h.p. H. F. or Harriman aviation
engine; new; $500. This is the same size engine
that the Harriman Motor Works are charging
$1,675 for. Address “Box 3, Girard, Kans.”

PROPELLERS—Guaranteed, laminated ash and
spruce, 6 to 8 ft. in diameter. any pitch. Intro-
duction price, $16.50. PAYNE & NEIGHBORS,
Sedalia, Mo.

BIPLANE FOR SALE—Complete. nicely fitted
up machine, slightly damaged. Elbridge 3-cylinder
power plant with all fittings and a spare propeller.
Power plant, wheels, ete., good as new. Will sell
whole machine for less than cost of engine. R. BE.
LEE, Charlottesville, Va. ‘

WANTED—To represent reliable firm handling
complete machines; also supplies for this western

country. Best references exchanged. Have many
dates to be filled. Address, Dr. G. Brownfield,
1234 “O” Street, Lincoln, Nebr.

MANAGER WANTED—Capable man, sober and

reliable, to arrange meets for two real flyers.
Address at once, Sparling Aviators, East St.

Louis, Ill.

AMATEUR AIRMEN and others; full
monoplane, ready for power; $75 one passenger.
Fine flyer; alse full size biplane. Three-cent stamp
for particulars and blue-prints. KE. M. Minert Aero
Co., 1122 West Locust St., Davenport, Iowa.

AVIATOR PILOT, licensed A. C.
perieneced in flying and construction of Bleriot
and other monoplanes, seeks engagements and
aviation business. Write to Dr. Vellens, 99 Myrtle
street, Boston, Mass.

size

France, ex-

228

AERONAUTICS

The =

|| Supply Company

FIRST AERO SUPPLY
HOUSE IN AMERICA

And Still the Largest

Because we sell nothing but
good goods at the right prices

ALSO CONDUCT THE

BENOIST SCHOOL

OF AVIATION
Address all correspondence to
6664 Delmar Blvd. St. Louis, Mo.

|
=

DOODOOOOOOQOOOOOO

OOOOOODOOOOODOOOOD

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

D®© O©OOOOOOOOOOD

Our New Prices

DOF’ OOOOOOOOSOOO

6-ft. Any pitch - $30.00
(etter - 40.00
Sattar eee ys ~-50.00

WE CARRY A FULL LINE OF
AERONAUTICAL SUPPLIES
Bleriot-type Monoplanes and Curtiss-

type Biplanes in stock

We are now booking for exhibiti ns
with licensed aviators.

DOOODOODOOOQOOOOOQOOOOOOOQOOOD

P. BRAUNER & CO.

330-332 EAST 98th STREET
Phone, 6006 Lenox ::: NEW YORK

5OOOHOOHOOOHOHOGHOOOHOOOOOOOOOOOOOOS

FODHOOOOOOOOOOOOOOOOOOOOODOQOOOOODD

QOOOOODOO

June, Tori

Seca here efeoforge

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#50 fococfoefp ef efoeecgs

bebop

“Boulevard”

We claim more for the Boulevard than
does the manufacturers of any other motor.
We claim and guarantee:
Ist. Maximum thrust for bore and stroke.
2nd. 8 hours continuous run at maximum speed.

3rd. Every motor for two years against breakage,
through faulty workmanship or material.

4th. Less vibration than any other aeronautic
motor.
.

5th. That the motor will never overheat.
6th. Perfect compression.
7th. All parts to be perfectly balanced with re-

epee ie each other and also center of

gravity.

We have extended the time
limit on our ‘‘Special

Offer” to June 18th.

If you don’t ae from us, we both lose
money.

Boulevard Engine Co.
SUITE No. 6, GHIO BLDG. ST. LOUIS, MO.
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Aeronautical Cloth

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Manufactured Especially for

Aeroplanes

Light, Strong
Air-Tight and
Moisture Proof

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin St., New York

i
i

In answering advertisements please mention this magazine.

PEE EEE EEE EE EEE EE EEE EEE Phe PEE SD

Rison
Bey yin S

C7

~ Specific fete Tait 3 rie

eee -. 44, rays) Ibs. :to sq. in. Compression, 126,000 Ibs. ey 8q. in.
serut coc e cA 0 01 | ie cose eae Torsion, -- 60,000.“ “ “ “

RYorrl: Wt cela Ct] ae oy Vo ae Wn Cae Cele r Uihl Cee e LT

-U. §. McADAMITE METAL CO.
19 Rapelye Street BROOKLYN, N. Y. |

TIZ? TH’GYRO—FLY-WHEELI—COP—TERE, THAT’LL LIFT Y’RIGHT UP IN TH’AIR,
¢ LIKE A STAR ON TH’RUN, OR A SHELL FROM A GUN, IT’S TH’BIRD THAT

GOES SOME, AND WILL GET THERE—BY GUM!

Expanding to atmosphere her two-cycle engines explode a small concentrated charge into several
volumes inert gas, reducing the temperature and strains to workable aero limits under abnormally
favorable conditions.

JOS. E.; BISSEEL (Box 795) PITTSBURG, PA

WHAT DOES YOUR ’PLANE LACK?
Everything for Aircraft in Stock! SANTOS DUMONT TYPE

PROPELLERS— Any size, any pitch, laminated from the
finest edge grain Oregon Siig and Honduras mahog-
any, per foot......... .... $6.00

WHEELS—High Duty Aeroplane Wheels, any size, steel

or wood rims, each.... $6. 75 ——$ ] 000. 00 ——=
TURNBUCKLES—Lightest and strongest aviation turn- |

buckles, weight 1 oz., strength 700 Ibs., each............$ .20
Locking devices fitted 5 cents extra

Send 6 stamps for illustrated catalogue

HEATH AERIAL VEHICLE CO.

3403 Southport thro to 1352 Roscoe
CHICAGO, ILL.

ooo

PROPELLERS FOR MODELS: ne pe ee ithe, ateal Write for prices of material for Bleriot
shaft accurately and securely attached; 354 in. 15c., 5 in. 20c., and Curtiss-type aeroplanes.
yaa de... 3 we r alate 5 25 5e ae Bee ASE ASI esa Get our prices on complete machines,
LINCOLN SQUARE NOVELTY WORKS, 1939 Broadway, New York Turnbuckles, ‘‘U” bolts, Sockets, Wheels,
WRINKLE’ PRESERVATIVE Steering gear, Landing gear, made in our
own factory.
PR Ban SS oT Be ON et ee Craftsm z fect propellers, $40.00
An Elastic Non-Porous Varnish for Silk, Linen, Se ee ae P P : ane
Muslin and other Fabrics used in manufacturing of Oval seamless steel tubing, 25c. per foot.
BALLOONS, DIRIGIBLES, AEROPLANES, TENTS, etc. 9626 ERIE AVENUE
00 / i 0) ac ue i ~
More Balloon V ira age ec gereeae rs turers combined, M. STUPA ' CHI CAGO, tee

WRINKLE PAINT MFG. CO., COLUMBUS, OHIO )\==eeeeEeeeeeeesscesocssesekeeeeseeceeoe

AERONAUTICS June, IOTI

cA.M ONG THE - MASK BRS

B. C. McClellan, of the McClellan Aviation Co., South Bend, Ind., Has Been Flying Suc-
cessfully With a Finely Constructed Curtiss Type ’Plane and a Model 2 Maximotor.

Curtiss Motors for Early Deliveries. and magneto, is 100 pounds. Ignition is reg-
The Curtiss Motor Co., of Hammondsport, ulated by Bosch high tension magneto, driven
N. Y., are now in a position to make deliv- PY enclosed gears. All the bearings are of

eries on two sizes of their well-known motors. Very liberal dimensions, ensuring long life.
The price, including radiator, magneto and

The four-cylinder motor develops 25 h. p. x a
at 1,300 R. P. M. The cylinders are 33% Curtiss propeller, is $1,600.
inches by 4 inches, of cast iron, with homo-
geneously welded copper jackets. The valves
are both in the head and are actuated by a

Curtiss 4-Cylinder Motor.

The Curtiss Eight.

single push rod and cam. Lubrication is by

a forced feed system, the rotary oil pump The eight-cylinder motor develops in excess
which is submerged in the reservoir is oper- of 50 h. p. at 1,200:R. P: M. The cylinders,
ated from the main shaft. The oil is fed 4-inch bore and stroke, are cast separately
through the hollow cam shaft to the main and are fitted with light steel water-jackets.
bearings, thence through the hollow shaft to The general specifications are the same as the
the crank and connecting rod bearings, the four-cylinder. The weight, including oil and
overflow returning to the reservoir. The crank water pumps and magneto, is 200 pounds. The
case is of a special aluminum alloy, and the price of the 50 h. p. power plant, including
erank shaft is of Krupp chrome nickel steel. fuel tank, radiator, propeller and all acces-
The weight, including oil and water pumps sories, is $3,000.

229

AERONAUTICS

Brooks K. D. Aeroplanes.

The Brooks Aeroplane Co., of Saginaw,
Mich., reports the recent sale of several mon-
oplanes.

The original intention to manufacture mono-
planes only vy tne well-known Brooks knock-
down system for boats, has been modified to
the extent that they are now prepared to
also market biplanes, and in addition to fur-
nishing the assembled sections in the knock-
down, are also able to furnish the complete
machines either ready for the installation of
the power plant or equipped with 30 to 50
h. p. motors ready for flight if desired.

Every effort has been made to combine in
a standard design, strength, quality of mate-
rial, perfect workmanship and construction,
with simplicity and safety of control, the aim
being to place on the market a machine in
which the factor of safety predominated.

The monoplane built by this company is of
the well-known Bleriot type, embodying all

the 1911 improvements, while the biplane is
of the Farman type.

7

Shows Parts Numbered for Assemblinz.

There are two complete and separate sys-
tems of control, so arranged that the failure
of one set of control would not make the ma-
chine inoperative. The emergency guys are
fitted in such a way as to normally carry none
of the load, so that if a fracture occurred, the
emergency guy would immediately assume the
strain.

After repeated experiments it has been de-
cided to abandon the regular Bleriot ‘“U” type
of wire strainer, which was originally used
in the Brooks monoplane, and in place thereof
pressed steel fastenings have been substi-
tuted, eliminating entirely the boring of holes
in the longitudinal body members, which nec-
essarily weakened the members in question.
This new fastening was adopted after repeat-
ed experiments and tests on full-sized ma-
chines, showing that the point of fracture of
the body when strained to the breaking point

was invariable where the “DU” bolts went
through the longitudinal members.
An important feature in connection with

the manufacture of aeroplanes’ by’ this sys-
tem is the fact that all parts of the machines
manufactured by this companv are made_ to
remplate on special jigs, so that replacement
and duplication of parts can be simply, accu-
rately and immediately made.

June, tort

Chicago Company Increases Space.

The Chicago Aeroplane Manufacturing Co. of
Chicago, Ill., announces an increase in its capital
stock to $50,000. Progress with this company
has been rapid. Less than two months ago the
company found it necessary to more than treble
its floor space, and now occupieS quarters with
seven stores on Cottave Grove Ave., No. 2224 to
No. 2238, and three stores on Indiana Ave., the
building extending through from one street to the
other.

In addition to this, the company has for an
aviation field the Hawthorne racetrack.

The present equipment provides for the com-
pletion of two aeroplanes per week. In spite of
these increased facilities, the company finds it-
self unable to meet the demand for its product,

and negotiations have already been closed for
three more stores on Indiana Ave., which are

being remodeled to be used as machine shops, and
the directors of the company have decided to
increase their capital stock to $50,000.

visited the
& Co. sand

D. L. Dennis of Franklin, Ind.,
motor factory of R. O. Rubel, Jr.,
after several demonstrations of the “Gray Eagle”
motor, he purchased one for his biplane, which
he expects to have ready for making exhibition
flights within the next 30 days.

Another “Gray Eagle’ motor was sold to Mr.
Louis Fernsner of Trenton, N. J., for his Bleriot
style monoplane.

D. A. Kreamer of Freeport. Ill., has made <
number of flights recently with his Curtiss type,
using a four-cylinder, 30-35-horsepower Boulevard
motor. The Chicago School of Aviation has also
made a test of the motor.

Simplicity is the feature of the Boulevard
motor. It has the overhead cam shaft, doing
away with rocker arms, push rods, ete. Having
the valves in the head, it is a simple matter to
remove them, substitute new ones and regrind
the old ones at leisure moments. The Hekla 11%4-
in. steel crankshaft is another important point.
The six-cylinder, 50-horsepower has a 1%-in.
shaft, and there are 2-in. crankshafts in the
four-cylinder, 60-horsepower, and the eight-eyl-
inder, 80-horsepower. The system of driving the
magneto direct on the crankshaft is unique and
dispenses with gears, which is a great advantage.
The Boulevard Engine Co. has moved into new
quarters and guarantees prompt deliveries. The
office is at Ghio Building, St. Louis, Mo.

Gibson propellers are now standard equipment
with the Aeronautic School of Engineers, the
Moisant School and Queen Aeroplane Co.

The new Adams-Farwell motor, made by the
Adams Co., Dubuque, Ia., announcement of experi-
ments with which has previously been made in
AERONAUTICS, will’ shortly be ready for the
market. The cylinders revolve and the crank-
shaft is stationary. The cylinders are 6 in. by
6 in., A. .L. A. M. rating, 72 horsepower, five
eylinders, four cycle, radial, mechanical intake
valve, 80 pounds compression, bronze bearings. A
six-cylinder motor, in which both cylinders and
erank revolve in opposite directions, is being
proven. This is intended to drive propellers in
opposite directions.

Although one may know in a general way that
there is a great deal of activity in the building of
machines and accessories, it is hard to realize the
extent to which the industry has been carried in
so short a time, unless one looks at the catalogues
of some of the various makers.

The Chicago Aero Works, 164 North Wabash
Ave., Chicago, has put out a catalogue which

shows this progress to a striking degree. The
main feature of the catalogue is the listing of all
the parts of a Curtiss type machine, with the
prices of each part. This will enable the novice
to obtain any or all of the parts of this machine
and assemble it himself. A great variety of struts,
ribs and beams are also listed, as well as bardware
for both full-sized machines and models. <A Cur-
tiss copy, engined, ready for flight, is sold at
$2,000.

30

AERONAUTICS June, ott

PPE Pbpb A j EF N i GS PPE bb pbb he

. SPECIAL ATTENTION TO AERIAL
20 Years Experience NAVIGATION

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK, PATENT ATTORNEY

913 F STREET, WASHINGTON,D.C. 256 BROADWAY, NEW YORK CITY
| HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

DP PEPPER EER eb eee deobeedectesfeofesfeofesfecfeofebcdecdecfosfeefoefenfeefesfesfesfeafeafeofeobeobeobedhedfedeusfeafeafecfecge
eee clean aememede ae nea ean reeseeeee ee ee ee ee ee ee ee eee ET Eee

PATEN ABLE IDEAS WANTED
Manufacturers are writing me for
patents obtained through me.

Send for three books with list of
200 inventions. A postal will
bring them free. My clients’

;
+
:
;
;
;
:

bb tbh bebe ob bobeofeohd

Our Books for Inventors Free

Send sketch for free opinion

as to patentability. Special-
ists in Aeronautics.

BEELER & ROBB

PaTENT LAWYERS

87-90 McGill Bldg. Washington, D.C.

patents sold free. Personal
services. Aeronautical expert.

RICHARD B. OWEN, owt as, Washington, D.C.

ee A SPECIALTY

Improvements in Aerostructures should be protected without delay. Thousands are
experimenting, and your discoveries may be made and patented by others. A seemingly
unimportant point to-day, may control the Aeroplane and Dirigible in the future as the Selden
Patents control the Automobile. Do not give your ideas away ; protect them with solid patents.
We render an opinion as to the patentability of any invention without charge. Send usa

sketch and description, photographs or a model for immediate report.
Booklets giving full information in Patent Matters, a list of needed inventions and a history

of successful patents, mailed free. Write for them.

PROMPT AND PROPER SERVICE

H. Ellis Chandlee & Company 347 rsieot, Washington. D.C.

Carath Oval Tubng ||P A TENTS

For DEMOISELLES and other Aeroplanes C. L. PARKER
Late Examiner U.S. Patent Office
CARRAN & HATHAWAY Attorney-at-Law and Solicitor of Patents
Worcester, Mass., Sta. A American and foreign patents secured promptly and
ares with special regard to the complete legal protection of
Price: 25c per Ft. Sample on request the invention. Handbook for inventors sent upon request

Section Full Size, No. 22 and 24 Gauge
30 McGill Bldg. WASHINGTON, D. Cc.

we P AT ENT S secuneo on Fee ReTuanen

Send sketch or model for FREE Search of Patent Office records. Write for our Guide Books
and What to Invent with valuable List of Inventions Wanted sent Free. Send for our
special list of prizes offered for Aeroplanes.

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

We are Experts in Aeronautics and have a special Aeronautical Department. Copies of
patents in Airships, 10 cents each. Improvements in Airships should be protected without delay
as this is a very active field of invention and is being rapidly developed.

VICTOR J. EVANS & COMPANY

Main Offices - 724-726 NINTH ST.,N.W. - WASHINGTON, D. C.

Rorkerfo ode sfoefe Foote oho cfoofe focfoofo foofoofocgooge

PEE eb bbe befebefebepped

ee ee ee ere te Te eee

| weole

In answering advertise ments please mention this magazine.

AERONAUTICS

MODEL AEROPLANE SUPPLIES

@ Engines, 44 H.P., Weight, 44% lbs.—1 H. P. 64 1bs. Very
strong, powerful and efficient. Complete line of acc s-
sories, ball-bearing propeller shafts. Miniature pneu-
matic tire wheels, made in six sizes. Turnbuckles, metal
fittings, propellers, rattan, bamboo, all six sizes of select-
ed woods, finest grade English Rubber strand, etc.
CORRECT PRICES, COMPLETE CATALOGUE SENT ON REQUEST

THE WHITE AEROPLANE COMPANY, Brooklyn, N.Y.
Office and Salesroom: 337 ADAMS STREET Telephone, 3878 Main

EMERGENCY RATION

prepared as per formula of U. S. Army Emer-
gency Ration. This ration weighs 8 oz. net and
will sustain the average U. S. Soldier for a
period of 24 hours in perfect physical condition.
Prepared by

POWELLS, Canal and Sullivan Sts., New York

W I R E Aviator wire of high

strength—Plated finish—Easy to solder
—Aviator cord of twisted wire.

John A. Roebling’s Sons Co., T®RNSO":

Special grades of bamboo for aeronautic work. Reed,
Rattan and Split Bamboo for models. All Grades In Stock.

J. DELTOUR, INGC., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

AEROPLANE WHEELS

° built to order on extremely
ce All Sizes short notice. @We do ex-
perimental work of all kinds. @We are

specialists in light, tubular, frame construction

work ate sq 88 sig 38 =
Tiger Cycles & Aeroplane Go, 782 Eistth Ave.. N-Y.

FOR AEROPLANE MOTORS USE
PEDERSEN LUBRICATORS

@ The P pump is the smallest practical rotary pump
and can be regulated. Write for circulars.

644 FIRST AVENUE, NEW YORK, U.S.A.

EDWIN: LEVICK

Aeronautical
AN D M: A“<R I NE

Photographers

108 FULTON STREET
NEW YORK

Cable
Photonews, N.Y.

Telephone
100 John

Photographs of Practically every Aeroplane and Airship in the World

Lantern Slides and Enlargements our Specialty

Write for Catalogue

Agents Throughout Europe

June, Torr

WITH NERVE

To learn Aviation, Over

$1,000,000 in prizes. No limit

Aviators who own aeroplanes make $500 to
We teach you to fly,

to salary,
$1000 a day in exhibition work,

to care for, assemble and repair aeroplanes.

We have the most complete equip-

ment and are largest manufactu-

rers of aeroplanes in west. Un-
limited course—no books used— &&
actual practice on finest Aviation .—<&/
Field in U.S. References required.

Write today for full information.

AVIATION TRAINING SCHOOL,

STRUTS & SPARS

1195 Locust St. Kansas City, Mo. ~ =
Laminated to Order

RIBS om.

SEE OUR EXHIBIT AT ‘‘AERONAUTICS”’ OFFICE
115 Brown Street 2 Syracuse, N. Y:

WHEELS

Stock Sizes Prompt Deliveries

16 x 1% in. Monoplane Tail Wheel. Weight 3 lbs.
20 x 2in. Curtiss Type. Weight 7 lbs. Rims, either
wood or steel
20 x 2% in. Wheels for Single Tube Tire.
20 x 3 in. “ “ “ “
20x 4in.
24 x 3in.
HUBS Furnished 4 x 5x 5% or 6inches wide. Fitted
with Plain or Knock Out Axle or Bronze Bushed to fit
lin. Axle. Other Sizes to Order.
FARMAN TYPE RUNNING GEAR
14-INCH STEERING WHEEL

Don’t Fail to Get Our Prices

J. A.Weaver, Jr., Mfr. t22 cari aves Ny.

Model Aeroplanes

We build scale Models to your own design or supply

all necessary materials. Drawing and directions for

building perfect three-foot Bleriot Monoplane. Clear

and complete; 15 cents. Send for price list.

Ideal Aeroplane and Supply Co.
Dept. A, 1200 Bedford Ave., Brooklyn, N. Y.

ADAMS-FARWELL

S Clincher Tire.

Y Less than 3 lbs. per H. P.
A. L. A. M. rating

Self cooled
by its own
revolution

THE ADAMS COMPANY
DUBUQUE, IOWA, U.S.A.

In answering advertisements please mention this magazine.

AERONAUTICS

Maximotor Makers Detroit.

The Detroit Aeronautic Construction Co, De-
troit, Mich., has changed its name to ‘‘Maxi-
motor Makers, Detroit,” at 1913 Jefferson ave-
nue. The motor will now be ealled ‘Maxi-
motor” instead of ‘‘Aeromotor.”

Maximilian Dingfelder, president and _ de-
signer of Maximotor Makers, who helped con-
struct the famous Daimler engine used in the
German Mercedes, has been building marine
engines for ten years, the last five of which
his boats held the Detroit championship
against the speediest racers brought against
them from all over the country. He drove
the first automobile on the streets of Detroit
long before Henry Ford started the industry
which nearly doubled the city’s population in
five years. For the past three years Mr. Ding-
felder has been experimenting with aeronautic
engines, and attending the big meets and ex-
hibitions. The ‘‘Aeromotor’’ was put on the
market by his company, the Detroit Aeronau-
tic Construction Co., about a year ago. It is
now flying in ’planes and dirigibles as far
away as vapan.

John T. Patterson, secretary, business man-
ager of the firm, was formerly in the pub-
licity business with the Sacramento (Cal.)
Chamber of Commerce, and was recently en-
gaged in automobile advertising at Detroit.

The factory is still at the foot of Crane ave-
nue, and the propeller branch shop on Atwater
street, but the offices have been moved up to
1913 Jefferson avenue, EH.

Hints on Engine Installation.

The new Elbridge engine catalog contains some
good pointers for the novice, in addition to de-
scribing the features of that well-known motor.

Don’t pass on any part of your machine as
“good enough.’ Nothing is good enough in aero-
plane construction but the very best.

Don’t bolt your engine into place until you
have made sure the machine is properly balanced.
See that the weight of engine and operator are
properly distributed. It is easy to shift the
engine an inch or two before it is bolted down;
but a big job afterward.

Don’t place the radiator directly behind the
operator; let it have all possible air. If the
radiator boils over at the normal flying speed
of your machine, get a larger one. Don’t expect
an aeroplane radiator to keep your engine cool
on the ground or in a tent, unless installed in
a monoplane with the full current from the pro-
peller blowing on it.

Don’t forget to replace paper packing,
with shellac or thick oil, if you remove

coated
intake

manifold or ecarbureter. The joints should be
air-tight.
Don’t try to run an engine with propeller

attached without thrust bearings.

Don’t place the gasoline tank on timbers of
engine bed; the bottom of the tank should be at
least twelve inches above the top of the car-
bureter or the flow of gasoline will be too slow
when tank is half empty.

Don’t waste your time, money and temper ex-
perimenting with poor propellers, make-shift radi-
ators, or second-hand automobile engines.

Don’t pull the propeller out of true in bolting
it to the flange. Put a rule against the main
frame of the plane and mark where the propeller
tip lines up; then swing the propeller over and
see that both ends touch the same mark. If they
are not even the vibration may be terrific.

Some further ‘‘don’ts” which may be added are:

Don’t let your magneto get covered with oil and
grease; it may short some time, when you will

be sorry.

Don’t let oil collect on the surfaces of the
plane. Put a drip pan under the engine. It
will pay, as oil causes most coverings to de-

teriorate very fast.

Don’t trust to the cut-out on the foot brake
alone. Have another one, or better, two. handy.
as your foot is likely to jar off when landing and
the engine start up, possibly causing trouble.

Don’t let a rip in the surface go. Patch it
before it has a chance to spread.

231

June, IOI

The Ideal Aeroplane & Supply Co., 1200 Bedford
avenue, Brooklyn, N. Y., have just issued their
first catalogue of model supplies. The model sup-
ply business has grown to large proportions in
this country. Thousands of school boys are build-
ing models with supplies obtained from such
houses. The even work and finish of some of these
model supplies are really extraordinary.

Robert E. Lee, Charlottesville, Va., has a_ bi-
plane fitted with a 3-cylinder Elbridge engine, El
Arco radiator, Unisparker, 10-gallon copper tank
and direct connected 7-ft. diameter by 5-ft. pitch
propeller and a spare one also, which he is willing
to sell for less than the cost of the engine.
The machine is designed something like a Farman.
It is complete with tires and fittings. He reports
a number of short flights last summer. The
puBnne gear is too light and needs to be re-
uilt.

Antony Jannus, like ‘“Grimy’ White, has turned

his rudder ito literature, and “Success” will
shortly have an article on the sensations of
flying. No one yet has been able to give any
intelligent description thereof, so the reading of
this may be looked forward to with pleasure.
Not only that, but he will, after a time, be
flying a monoplane equipped with an Emerson
engine.

_J. A. McCallum of the Midwest Aviation Co.,
Kansas City, Mo., has been making frequent
flights at Elm Ridge during the past few weeks.
He uses two biplanes, one with a tractor screw

working in front of the operator, the other
equipped with usual type of propeller. The
longest flights have been made with the latter

machine. McCallum is making a series of exhi-
bition flights in Kansas and Missouri. He uses an
Elbridge ‘Featherweight’ 1910 model engine,
with El Arco radiator.

“Why is an aeroplane called ‘She’? was asked
of G. S. Bennett, the secretary of the Kansas
City Aviation School.

“T can guess several reasons,’ said Mr. Bennett.
“One reason is that aeroplanes have wings and
wings only grow on female angels. Another
reason is because aeroplanes have extra ribs
and more ribs than a man, and a ‘She,’ you know,
has more ribs than a ‘He.’

“Then every aeroplane has ‘Stays’ on them.
Men don’t wear stays or corsets in this country,
BO you see its furnishings are of the feminine
ype.

“All aeroplanes have to have a lot of cloth—
high priced goods, too, to get them up in the
world. and this is true of the ‘She’ sex.

“Men are needed to care for and manage all
aeroplanes, as they are inclined to follow off
some side fad that they meet up with in the
air.

“But the main reason that aeroplanes are called
‘She,’” said Mr. Bennett. ‘is the way they act.
Uncertain, contrary and obstinate at a time when
vou expect so much from them. Everything may
be most favorable—wind dies down, the motor
runs smooth, a crowd out to see her go up—
and she won't go up an inch ‘just because.’ ”

The Burgess-built “Baby” Farmans, which
were made for C. G. White, are getting plenty
of flying at his school. Even passengers are
being carried.

The firm of G. White, Bleriot and Maxim
has not been able to get the £200,000 they
tried to raise by selling stock. The money

subscribed has been returned.

Farman is suing Grahame-White for in-
fringement on the landing chassis on the
‘Baby” and Bleriot is also suing him. Far-
man is also suing the Bristol people, whose
machine is almost an exact copy.

AERONAUTICS

June, Tort

UNITED STATES PATENTS ABSTRACTED

Copies of any of these patents may be ob-
tained for 5 cents each, by addressing the
“Commissioner of Patents, Washington, D. C.”

Johann Schutte, Langfuhr, Germany, 988,597,
April 4, 1911. DIRIGIBLE having a plurality
of spherical cells inside the casing.

Edwin Wilson, Lynn, Mass., assignor of one-

half to Jacob Boyle, of Lynn, 988,611, April
4, 1911. Device for LAUNCHING an aeroplane
by a spring.

Chas. M. Wanzer, Urbana, O., 988,681, April
4, 1911. PROPELLER with plurality of blades.

James Means, Boston, Mass., 989,022, April
HS OH ae OPERATING DEVICE for aero-
planes.

Patent covers a combination with independ-
ently operated lateral and longitudinal rudders,
of a vertical rudder, a single manually oper-
ated means for simultaneously actuating said
lateral and longitudinal rudders to correet dis-
turbances of the lateral and of the longitudinal
stability of said machine, and a controlling de-
vice for said vertical rudder mounted on said
manually operated means or pendulum operated
means, etc.

Florentin Barmettler, San: Francisco, Cal.,
989,319, April 11, 1911. DIRIGIBLE, with plu-
rality of propellers in horizontal plane.

Jacob Phillips, Westfield, Pa., 989,412, April
Tol Eee iCOr TpR:

John Washington Wadsworth, Leetsdale, Pa.,
989,455, April 11, 1911. DIRIGIBLE, heavier
than air, air sucked in and discharged through
ducts.

John J. Donnelly, Denver,
April 11, 1911. HELICOPTER.

Joseph A. Blondin, Los Angeles, Cal., 989,520,
April 11, 1911. LANDING DEVICE, in which
wheels are depressed into contact with ground

Colo., 989,490,

when starting, tilting machine at a greater
angle of incidence than in flight. In flight

the wheels are raised for landing on skids.

Elmer E. Lessard, Heber, Ark., 989,616, April
18, 1911. Pivotally mounted engine operating
ailerons for STABILITY.

Phineas S. Woods, Smithville, Mo., 989,681,
April 18, 1911. Provides movable propeller
shaft in a vertical plane, means for converting
planes into parachutes.

Ulysses Grant Lee and William Austin Dar-
rah, Brooklyn, N. Y., 989,786, April 18, 1911.
Supporting surface of symmetrical, CONICAL
SURFACES, concave downward, side by side,
converging at front.

Joseph I. C. Clarke, New York, N. Y., 989,834,
April 18, 1911. Apparatus employing a BLAST
OF ATR under a surface, drawn downward
from above by a blower.

Charles P. Savage and Jesse W. Silver, Ta-
coma, Wash., 990,011, April 18, 1911. Ailerons
which are rotatable around a horizontal axis,
in unison or separately, power driven, for
STABILITY.

Josef Skorupa, Alpha, N. J.,
18, 1911. Means for causing an
rise vertically in starting a flight.

990,015, April
aeroplane to

William Stemmer, Philadelphia, Pa., 990,404,
April 25, 1911, filed Sept. 29, 1910. Aeroplane
with PLURALITY OF PLANES.

Brantly Chalfant, Philadelphia, Pa., 990,424,
April 25, 1911, filed Sent. 27, 1909. Dihedral

SURFACE with wing extremities curved upwardly
and steering device.

Fred G. and Albert KE. Dieterich, Washington,
D. C., 990,712, April 25, 1911, filed Jan. 13. 1911.
AERO MOTOR in duplicate, or two distinet engine
units, either of which can be run ‘live’ or dead,
as desired. Means for changing fuel supply from

one to the other; one unit to be run at high
speed and the other at a low speed.

Abel T. Newbury, Vermilion, Alberta, Canada,
990,897, May 2, 1911, filed Oct. 7, 1909. Com-

bination airship, helicopter and aeroplane.

vO

Geo. S$. Udstad, Aurora, Ill., assignor of one-
half to Charles Liet, Aurora, I1]., 991,115, May 2,
1911, filed Feb. 21, 1910. Combination of RO-
TATING BOX KITES, propellers and oscillating
vertical surfaces mounted on a frame.

Edgar Murray Yates, Norman, Okla., 991,259,
May 2, 1911, filed Dec. 27, 1909: DIRECT LIFT

machine in which planes composed of pivoted slats
maintain a horizontal position while rotated about
on axis.

Sidney Lawrence, Micheldever, England, 991,331,
May 2, 1911, filed Nov. 23, 1909. - PROPELLER
in which variations of shape, set or position of
blades occur automatically under working condi-
tions, in which blades possess, in part, rigidity,
flexibility and resiliency.

Riley Estel Scott, 250 W. 54th St., New York,
991,378, May 2, 1911, filed May 4, 1910. MEANS
for DROPPING PROJECTILES from aerial craft.
Comprising a device and method enabling the
operator to launch a projectile or bomb at such
a time and in such a position that the target may
be struck with accuracy. This device takes
scientific consideration of speed, height, resistance
of atmosphere, and other factors of such a problem
and is the first device of its kind to have been
patented.

John~.-C. Schleicher, Mount Vernon, N. YY,
991,459, May 2, 1911, filed March:26, 1910. GAS
ENVELOPE for airships.

Jack Lloyd Nichols, Belton, Tex., assignor of
one-fourth to Albert Lee Jacks and one-eighth to
Robert Lee Willis, both of Belton, Tex., 991,528,
May 9, 1911, filed Oct. 26, 1909. Aeroplane with
propellers below the planes, means for tilting the
planes.

John Hughes, Baker, Mont.,
half to Helen Tracy, of Lake Andes,

assignor of one-
5S: D., 991-620;

May 9, 1911, filed May 14, 1910. ARBROPLANE
with superimposed planes; gears for driving the

wheels of running gear,

Motor

Troubles
Eliminated

by the use of the

=. G&A
ADJUSTMENTLESS GARBURETOR

Practically all Aviation Records
are held by the

Adjustmentless G & A Carburetor

All climatic conditions taken care of with-
out the use of any springs or any adjustments.

Send for booklet on carburetion and
Special Offer to Aviators

G. & A. Carburetor Co.
244-250 West 49th St. New York
20, oT

wo

AERONAUTICS June, TOIT

ROPELLER

For All Types of Aerial Craft

WRITE US FOR PRICES, STATING JUST WHAT YOU HAVE

Give Total Aera of Lifting Surfaces, Engine Bore and Stroke with R. P. M. and whether
Left or Righe Han Hand Rotation

F. T. SANFORD AUTOMOBILE COMPANY

44-46-48 and 58 West 43rd Street = - NEW YORK

A PROPELLER ae PROPELS

Write for interesting circular describing
these efficient propellers.

<. ee ee eae SOLD ON A BROAD GUARANTEE
The *‘EXPANDING PITCH ’’ Propeller. Guaranteed to deliver a thrust of 6.25 to 9.25
pounds per actual horse power at 1200 R. P. M.

R. O. RUBEL, JR. & CO., - (133 N. 4th Street) - LOUISVILLE, KY.

THE AERO SUPPLY HOUSE OF AMERICA.

PATENT YOUR IDEAS ‘vz
: Sr ie rae See a a a ee UNE
be Sa vice and book sent free. TERMS LOW.
GEO. C. SHOEMAKER, Patent Atty., 929 F St., Washington, D. C.
S CLARKE’S FLYERS— Best and Go Furthest
34-0z. to 1144 lbs. Latter has flown 600 ft. 37 cts. to $5.28, postpaid.
RACING MODEL D, 1-0z., RECORD OVER 900 FT., $1.08 POSTPAID.

= -[ Send for Big Catalogue Models and Supplies
T. W. K. CLARKE & CO., High St., Kingston-on-Thames, England

WALDEN MONOPLANES

First American designed and built Monoplane to successfully fly
SPEED COMFORT —— SAFETY ;

H. W. WALDEN - . Factory at Mineola, L. I.

R. I. V. RADIAL BALL BEARINGS

Used by Leading Aviators.
Light in weight —

Strong and
Durable.

Variety of types and sizes

in stock.
Absolutely Guaranteed.
Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

RR. V. CO. 1771 Broadway, New York

Tn answering adz rertise ments please mention this magazine.

AERONAUTICS

California Aero.

Mfg. & Supply Co.

MOVED TO
781-3 Golden Gate Avenue

2 Floors, 50x120 each

“CAMASCO”

(Trade Mark)
High eee Aeronautic Materials

We have several slightly used Standard
machines for sale at low figures.

“‘Camasco” Knock Down Planes
from $150.00 up

Curtiss (type) Biplanes $500.00, without
power.

Agents: Elbridge Motors, Requa-Gibson
Propellers, Goodyear Fabrics, Naiad
Cloth, all makes of Aero Tires, Detroit
Motors, El Arco Radiators.

DETROIN-ARO-POWER PLANT \%
COMPLETE. $} BOC). REAY TO RUN.

INCL. PROPELLER- CARBURETOR - BATTERY IGNITION -
OIL TANK- CABLE - SWITCH - MOUNTING BOLTS

's GUARANTEED 7

200 LBS MIN STATIONARY THRUST
150 LBS. MAX. WEIGHT(COMPLETE)
36 HOURS DELIVERY

CATALOGUE FREE

MISS-DETROIT
MONOPLANES
PRICE 91500

INCL TUITION AND DEMONSTRATION

MAGNETOS
The'SIMMS MAGNETO,Co.

QUALITY
EFFICIENCY REUABILITY
U780}% BR'o AD W_ACY ,

London Representative:
Simms Magneto Co., Ltd.

NEw York Crry
Paris Representative:
Cie des Magnetos Simms

June, I91t

+444444 LORE EEE ETERS EEE EET E ETT TS

Wolverine Aero
=== 25-30 H. P. =

Guaranteed One Year

Price for June $250.00

ofeofoofe ofoofe ofa no feof ofe ofe ofe ofe oe oe of ofoefo ofe oe oe ofe oho of ofe foods

PROPELLERS $25.00

6 and 7 feet, any pitch, laminated
Wolverine wire tighteners, Boron
: parts, ete.

WOLVERINE AERONAUTIC Co.
Albion’ :: 3: 2: 3: 3: Mich
Sb bbb bbb

LEARN TO FLY
Our Aviation Field Now Open

Special course to
out-of-town students

Tl: Br je

Probe heleofeoheofecforhoohorfe ose cfooheofoooofe

+

Practical course in construction and assemb-
ling in our factory

Write for free booklet ‘‘Aviation’’

Chicago School of Aviation

2224-2238 COTTAGE GROVE AVE., 2227-2231 INDIANA AVE.
CHICAGO, ILL.

AEROPLANES OOO

every detail except the motor, in the knocked down
style ready to assemble.

The aviation season for 1911 is close at hand. Grasp
this opportunity and be in shape to compete for the rich
purses and exhibition prizes which are now being offered,
which at the present date amount to over $750,000.

Write or wire at once as we are only putting out a
limited number of these aeroplanes at this price.

All purts of any make Aeroplane at low prices.

CHICAGO AEROPLANE MFG. CO., Inc.

2230-38 Cottage Grove Ave., Dept. C, Chicago, Ill.

In answering advertisements please mention this magazine.

AERONAUTICS June, (911

HALL-
SCOTT

AVIATION MOTORS

TYPE A-l, 40 H. P., 250-260 Pounds Continuous Thrust.

For particulars regarding this, the 60 H. P., Type A-2, and the 80 H. P., Type A-3
aviation power plants, and information regarding flights made with Hall-Scott Power
Plants throughout the country. Address publicity department,

HALL-SCOTT MOTOR CAR COMPANY, - - San Francisco, California

In answering advertisements please mention this magasine.

AERONAUTICS June, 1911

POWER TO FLY POWER TO TURN
The Roberts Motor Never Fails You

oad
es: aaa

C. O. Hadley Flying at Mineola. Power Model 4X Roberts
Read the following letter carefully : , ei

The Roberts Motor Co., —
Sandusky, Ohio. c

Gentlemen: — J

It will no doubt be gratifving tg jou to receive an
account of the success we have obtajned Tae our new 4X Roberts
Aero motor which we purchased from you last month.

Our biplaié in which we installed this motor is 45 foot spread
by 6 foot chord, and is said to be the largest machine that ever
made a successful flight on Mineola field.

We made our initial try out on May 15, and to say that the
motor is satisfactory is putting it mildly. It has all the speed
and power that is necessary for any ordinary machine and is as
flexible as any motor ever flown on Mineola field.

We flew the first attempt with the throttle but half open and
carried a passenger with plenty of power in reserve.

Should any one wish to know of the wonderful performance of
this motor we will gladly refer them to any aviator that has seen
the performance of same on this field, without regard as to what
motor they are flying with, as every one of them pronounce it the
most perfect motor ever turned over on this field.

Yours very truly,
Nee (Signed) Hadley & Blood.

{

THE ROBERTS MOTOR COMPANY

1430 Columbus Avenue :: :: Sandusky, Ohio, U. S. A.

SESS SSO SOS OSSOOESE SESE EESO SE EEO EE EEEEEESEEEESSSESESESOSES SESE OSEESESOESSOSOSESESESSESOSOSOSOOOSS

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