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AP.l 21956

MTIONM. AIB MUSEUM

XIII. No. I

THE BENOIST FLYING BO.\T

25 Cents

JERONAUTICS Tagc 2 July, \ 9

Do You Trust Your Motor?

DIDIER MASSON Writes:

"Moreno's Camp, Sonora, Mexico.
"Dear Mr. Curtiss :

"I am very glad to congratulate you in the present letter of the wonderful work I am
getting out of one of your motors '

"I have already been flying about twenty-four hours and I have never been disap-
pointed through lack of power. I have not a single spare part for the motor, and ab.^o-
lutely no trouble.

"Many of the flights I have to do daily are of about 60 to sO miles, of which half is
entirely within the lines occupied by the federal army. A forced landing would certainly
mean a disagreeable ending for me, so you can imagine how greatly I appreciate its effi-
ciency and reliability.

"Respectfully yours,

"D. MASSON."

AUG USTIN PARLA Flew From Key West to Cuba Without Any
Naval Escort ! He Wired :

"Glenn H. Curtiss:

"She flew like a bird. Motor never missed a shot.

"PARLA."

"JACK VILAS" Made the First Flight Across One of
America's Inland Seas. Wires:

"GLENN H. CURTISS:

"Made flight across Lake Michigan today in one hour ten minutes. Reached height
of over three thousand feet with passenger. Motor never made a miss in the whole trip,

"L. A. VILAS."

CURTISS MOTORS Are Used by Government Fliers of
The United States, Russia, Japan, Italy, Austria, Germany, et al.

^ If you think you can't afford a CURTISS MOTOR, give
us a chance to prove you can't afford to fly without one.

^If you do not realize the advantages of using CURTISS
MOTORS, let us describe to you in detail why they
lead the world.

OUR CATALOG IS WORTH HAVING. IT'S FREE

CURTISS MOTOR COMPANY

21 LAKE STREET, :: :: HAMMONDSPORT, N. Y.

Ill aiisivcring advertisements please mention tliis magazine

4ER0NA UTICS

"Page 3

July, 1913

PARAGON PROPELLERS

Standard Two-Blade Type:

P AR ACiONS ^^^^ ^^^ distinction of being the only ])ropellers ever officially
* ■'^i^-'^vavyi^tJ indorsedby any government. Let us send you a copy of the Re-
port on Paragon Propellers from the Senior Aviation Oificer to the Secretary of the Navy.

This is the standard propeller, par ex-
cellence, unapproached for strength,
safety, service and durability. Let us send you Report of Curtiss Aeroplane Co., show-
ing four per cent, gain in speed and twelve per cent, in climbing— in comparative tests.

TV»r*»ia-Rljirl^ Xvnp» • These give greater flying thrust and more speed with
1 llic;c: iJlcxuc; * J^pc. j^gg diameter. Lieut. J. H. Towers, Senior Aviation
Officer, U. S. N., reports, "The three-bladed Paragon gives more thrust and more speed
than any other propeller we have had." This type of propeller has come into very
great demand among our customers.

Twistpd TvnP • ^°^ machines with chain or gear-driven propellers. These
1 W lo LCU 1 y pc . ^j-g jjQj carved into shape but twisted and pressed under great
pressure, heat and moisture. No cross grain. Higher pitch, less slip, faster flying.
Used and fully endorsed by U. S. Government Aviators.

Special Flexing Type for Flying Boats: Sent^'^The'^^bSdes

are curved and designed in a manner that causes the pitch to change in proportion to
varying loads on the propeller and to conform to irregularities in the air. With these
propellers the engine is kept at its best running speed, very nearly constant, both on
the ground and under all conditions in the air. They take the machine off quicker and
climb better than any type of propeller we have ever produced. They run with prac-
tically no vibration and are almost silent on a muffled engine.

For Hydro Machines get the new Jj 1 JtitL £iU(j£i Paragon

Paragons are not only best but also cheapest. Consult with us freely and get full
information. We solicit correspondence, but do not urge anyone to purchase.

AMERICAN PROPELLER CO., 243-249 E. Hamburg St., BALTIMORE, MD.

Burgess
Flying Boat

Built for
U. S. Navy

HE BURGESS FLYING BOAT

is another record breaker. Built to comply with the strenuous requwements of
the U. S. Navy, it fulfilled its test flights and was immediately accepted. _ Al-
ready a number of orders have been placed by sportsmen for similar machines.
Burgess Aeroplanes and Hydro-aeroplanes are still unexcelled. Motor equip-
ment depends entirely upon' the purchaser. We recommend the Sturtevant
mntnr as the most reliable American type.

We have a number of used motors and hydro-planes which we are offering at
greatly reduced prices.

Training school patronized by both the Army and Navy, under the direction of
Frank Coffyn, is located at Marblehead adjoining the works. Early application is
necessary to secure enrollment.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magazine.

JERONA UTICS

'Page 4

July,\9\3

You Can Have
Perfect Ignition

V/OU can insure your-
-'• self satisfaction and
obtain the utmost efficiency
from your motor by refus-
ing "some magneto and
plugs" and insisting upon
the standard, Bosch Mag-
neto and Bosch Plugs. ::

Literature sent on request

Bosch Magneto Company

201 W. 46th STREET

NEW YORK

In answering advertisements please mention this magazine.

4ER0NA UTICS

Page 5

Jub, 1913

Technical Talks

By the Technical Editor

The Fluid Deflector of M. Constantin and its Application to the

Aeroplane

I have before me American patent No.
1,065,506 to Louis Constantin, on means for
reducing the resistance to the passage of
chicles in tiuids. This invention is based on
the fact that the streams of fluid deflected
laterally by a body in motion preserve their
new direction for a certain distance after they
are out of contact with the body, and also
cause the streams of fluid which they en-
counter to participate in the deflection.

If a blunt-ended vehicle be provided with
a screen of appropriate dimensions (but small-
er than the major section of the vehicle), sup-
ported at an appropriate distance in front of
it, then, the streams of air will be deflected
outward so that they will not encounter the
vehicle, and the resistance will be that of the
screen.

This screen may be a disc, a cone, or two
plates, preferably curved, and forming a di-
hedral angle. Best results are, however, ob-
tained by employing a number of curved

j^y. 7.

plates, arranged as shown in figure i deflect-
ing the fluid to both sides, or above and be-
low; or, concentric truncated conical surfaces,
as shown in figure 2, deflecting the fluid all

^y,2.

around the vehicle. In these figures a is the
vehicle, b the plates, and c the support. Where
it is desired to deflect the fluid to one side
only, a single set of parallel plates can be
used.

It is reported that the use of this device on
an automobile effected a saving in power of
20% at a speed of 42 kilometres per hour.

Of course we are reminded that a large
part of the resistance of a body is stern
resistance, which this device probably does
not diminish. It is possible that by initiating
an inward deflection at the stern, the resist-
ance of that porton could be diminished.

A single curved plate, or several parallel
plates, can be employed to shield an observer
from the wind. Thus, a deflector placed in
front of an aeroplane pilot, will shield his
head from the wind, while permitting him
to see over the deflection.

M. Constantin has applied the principle
of the wind deflector to the aeroplane wing,
the object being to increase the rarif action
above the wing by a more energetic upward
deviation of the air streams, thus increasing
the lift. An account of the results obtained
is given in "Aerophile" of June ist, by M.
Menri Mirguet, of which I shall give a short
abstract.

Figure 3 shows a section of the "Ponnier"
wing which was modified by having its enter-
ing edge made concave as shown in figure 4.
To show the character of the rari faction
above the wing, streamers were fastened a
foot apart along the rib (this was a full sized
wing) ; in figure 3 these streamers show that
the air follows the contour of the wing, while
in figure 4 they show a rari faction over the
portion a, the first two standing erect with
their ends turned toward each other.

It is inferred that the intensity (and area)
of the rarifaction can be increased by em-
ploying a series or set of deflecting plates
(similar to those referred to above) and the
lift still more increased. This, no doubt, can
be done, but what effect it will have on the
lift-ratio remains to be seen.

As before stated, the wind pressure on
this deflecting portion is detrimental, and one
{Continued on page 7)

AERONAUTICS

Page 6

Jub, 191

The Championship Race

By R. A. D. PRESTON

R. A. D. Preston of The Goodyear Tire
Rubber Company, Akron, O., aide in the fligh
of the balloon "Goodyear," which won th
National Championship Race at Kansas City
July 4th, tells the following fascinating star
of his experience on the memorable flight:

HE start : We struck a fair equilibrium
about 1,500 feet above ground, and saile
rapidly away to the northeast. A few mir
utes later we saw the "Kansas City Post
Honeywell's balloon, and the "Kansas Cit;
n," John Watts, coming after us. Th}
"Goodyear" continued at approximately ori^
inal height until after midnight, the othej
two balloons appearing to be working we
of us.

Almost as soon as we were well in the a:
over in the north appeared what seemed to
the inevitable thunder shower for this racj
and as the night grew on another came vip
the east, and .we could see more lightni
flashes away to the south. At 2:10 A. M. t
sharp patter of rain above told us that
were in the storm. In a minute or two tM)
rain was pouring down on the balloon, and m
a few seconds more we started downward, f

Upson watched the instruments, while tha
aide hustled inboard the sand bags and othal
accoutrements we had hung outside the basketii,
This was to prevent them being torn off if WW
should drag along the ground. About 2 :30jl
while I was making things fast inside the<
])asket, Upson called to me that our dragi
rope had touched ground, and to watch out'
It poured rain for half an hour or so, and we<
raced along with the storm, the drag ropfi
hitting the tops of the hills, and once or twicS^
the basket struck the ground, but quickltj
bounced up again. The lightning helpeti
rather than worried us, as it assisted us ifl(
making out the country ahead. We flasheGi
by a windmill and several trees at close rangCH
but were not in much danger of striking thesj<
as we could see them some distance ahead. I

Gradually the storm drew away from us,
and it was not long before it was light enough
to see the ground pretty clearly. We had
crossed the Mississippi during the storm, but
where we do not know. Just after the storm
an upward air current carried us up into low
lying clouds, and for a few minutes we were
completely surrounded by the wet mist. As
soon as we could we descended to an altitude
of five or six hundred feet. As it was nearly
dawn, we decided to drag rope, that is, — let
the balloon go along at low altitude with the
drag-rope trailing along the ground until
the sun should expand the gas and carry
us up.

We drag-roped for about an hour over the
sharply rolling country. The wind would carry
us up the slopes without throwing any ballast,

sometimes driving us along only a few feel
from the ground. In passing over some tele--
graph wires, the drag-rope tied itself neatlji
around one of them, and the "Goodyear'
hung for a moment securely moored in thw
air. A strong gust of wind, however, was tow
much for the wire, and off we started again(
the knot on the end of the drag-rope cuttinji
quite a swath through the brush and wirti
fences, till we finally cut off the offendingi
knot. The sun was just breaking through thf
clouds to the far east, and we knew that wij
would shortly be well up in the air. We leJ
the balloon come down a little as we weni
along in a northeasterly course, and after j
repeated hallooing to the farmers below, Wf
finally found at 6 125 A. M. that we were fivi
miles north of Mineral Point, Wis.

AERONA UTICS

"Page 7

July. 1913

There were clouds all about us, but the sky
just above was clear. The balloon ascended
as the gas heated up — to take readings of speed
kept me busy for the next hour, when Upson
called my attention to a large city below us,
which we knew from the capitol to be Madison
Wis. We were then at 7 140 going due east
in fine shape at 42 miles an hour, fast ap-
proaching the upper cloud layer, and at 8 .20
passed over its edge. The cloud sea was so
dazzling white that we were glad to put on
the heavily smoked glasses we had obtained
for this condition. This cloud sea was won-
derfully beautiful, extending almost level for
miles around with good sized cloud peaks to
the north and south. In a few minutes we
could hear the steamer whistles at ^Milwaukee,
and a little later, down through rifts in the
clouds were the waters of Lake Michigan.
At 10 o'clock we could see the land again,
though we did not see either shore of the
lake we had crossed. Just before noon we
reached our highest elevation of nearly 13,000
feet. Here the balloon shaded us from the
sun, and we quickly realized that it was
"winter" at this altitude. Before this, while
above the clouds, I had been watching the in-
struments from an improvised paper tent in
one end of the basket, as I had lost my sun
hat during the storm and the heat while the
sun was shining on us, was intense.

Mountainous clouds were piling up above
the lever cloud layer to the south, and as this
probably meant a thunder shower Upson let
the balloon come down slowly to take ad-
vantage of the more northerly currents at
lower altitudes. At 600 feet, we stopped a
little while just above the lower cloud layer
which was beginning to break up. The upper
cloud layer had disappeared just before we
came down. \\'e did not stay long above the
lower layer as we could see behind us a big
funnel shaped cloud, and the air at this eleva-
tion seemed very unstable. Once we ran into
a little whirlwind which turned the balloon
around rapidly three or four times. It was
interesting at this height to look down and

see the shadow of the balloon on the clouds
below, surrounded by a bright rainbow-like
ring.

Descending through the lower cloud layer
was very interesting. We did not go into
the cloud at all, but seemed to slide down the
side of this huge ball of mist with the ground
in plain sight just over its edge. We were un-
certain as to our whereabouts before de-
scending through this cloud layer, but figured
that we were somewhere in the vicinity of
Saginaw Bay. Once below the cloud, how-
ever, land was visible to the horizon.

The unstable atmospheric conditions were
fast using up the gas and ballast, and we
realized then that it was only a question of
pushing the "Goodyear" as far as we could
toward the lake.

The country below was not particularly in-
viting as with few exceptions it was covered
with tall stumps and strewn with dead, broken
trees,_ the cut timber district of Northern
Michigan.

By three o'clock our ballast was all gone,
and soon our empty sand bags, camp stools,
water, milk cans, and most of our provisions
were also gone. Reserving a little for landing,
we looked ahead for a smooth spot and finally
discerned a little spot of fairly smooth ground
which we endeavored to reach. We hit a little
short of it, narrowly missing a tall dead tree,
but bounced up again and succeeded in drop-
ping the balloon directly on a little plot which
proved to be a buckwheat patch. Considering
the strong wind blowing, Upson made an ex-
ceptionally fine landing.

We soon realized now that we had had no
sleep and hardly a bite to eat during the race.
After a vigorous attack on the remaining
provisions, we left the balloon practically as
it was and tumbled into bed at the nearest
farm house for a good fifteen hours sleep.

After packing up the next day, it developed
there was not train south till 2 A. M. Not
until we boarded this train, and I picked up a
paper in the smoking compartment did we
learn that we had won the Balloon Champion-
ship of America.

TECHNICAL TALKS

[continued from pa^t^c j)

would suppose that the loss entailed in de-
flecting the air upward, would equal the gain
due to increased rari faction. However, an
ounce of experiment (properly conducted and
rightly interpreted) is worth a pound of
argument, and I shall give a brief account of
the results obtained, taken from the article
above mentioned.

The first test was made in the Eiffel Labor-
atory by M. Drzewiecki on a wing section
which he had previously studied and which
was primarily designed to be used as a
propeller blade section. "By making the
upper entering edge concave the characteris-
tics of the profile were changed as if by
magic." The lift was augmented, the drift
diminished; and the efiiciency (lift ratio) was
increased nearly (x)% for large angles of
attack and 40% for 3° ; so that this section
most inappropriate for an aeroplane wing,

was thereby rendered better than the majority
in present use.

A similar test was made by Commandant
Dorand on a very thin and good wing section
and an improvement (in efficiency?) obtained
of 15% for 3°. 26% for 0°. and 55% for
15°, angles of attack. A second test was made
by him on a propeller, which showed a marked
improvement, though the propeller was al-
ready very good, and therefore hard to amel-
iorate.

Dr. Amans tested wing models of small
span and reported an improvement of 95%.

Finally ]\I. Constantin. in collaboration with
Commandant Dorand. had ten models tested
at the Eiffel Laboratory. One of these was
especially good, giving greater lift than the
Bleriot XI bis. wing viz. 140% at 0°, 54% at
3°, and 40% at 6°.

A full sized Ponnier aeroplane was tested
at Mourmelon. The modification of the wing
(Contittued on page j6)

AERONA UTICS

PageS

July, 1913

The Savary Tractor Biplane

By LEICESTER B. HOLLAND

iNE of the most interesting
of the French aeroplanes at

OHUi; the present day is the
tPB Savary biplane. Practically
-|jM' unknown in this country ;
^M and, until recently, little
O^ heard of even in France,
i'V"^ it is at present coming in-
'titM to considerable prominence
as a weight carrier.
Robert Savary, the builder,
became enthused by the first flights of Wilbur
Wright at Le Mans and immediately set to
work to build for himself. First at Le ^lans
and then at Chartres he worked steadily away,
wasting little energy on advertising or sensa-
tional flights, but devoting all his attention
to building a machine in which the qualities
of efficiency and safety should be pre-eminent.
When in 191 1, at the military competition
at Rheims the Savary biplane swept every-
thing before it, not only carrying by far
the greatest useful weight per horsepower,
though by its sturdiness of construction the
heaviest machine entered, but also showing
the best speed of the biplanes. 100 kiloms. an
hour on a closed circuit of 5 kilometers, the
aviation world began to take notice, and the
recent considerable orders for Savary biplanes
by the French and Italian governments to-
gether with the decoration of M. Savary with
the Legion of Honor are evidence that his
machines are living up to the promise they
then gave.

The latest achievement of note of the
Savary machine is the carrying of six pas-
sengers by the pilot Frangeois, for an hour
and a quarter. The passengers represent a
weight of 472 kilos and the useful load car-
ried, including oil and gasolene, totalled 580
kilos. The pilot carried his passengers to a
height of 850 metres, thus easily breaking the
records for height and duration with such a load.

The main factor sought in the design of
the Savary machine is safety. To this end
all parts have been made unusually strong ;
the horizontal members of the tail and the
whole framework of the wheels and skid
(the skid itself being a heavy T bar of ash)
being of steel tubing, while the longitudinal
members of the planes and the struts be-
tween planes are of ash.

The engine, radiator and tanks are placed
in front of the pilot so as to avoid the danger
of his being crushed by the motor in a bad
landing. This has necessitated putting the
propellers in front of the main planes to
avoid complications of transmission. Two
propellers of 2.5 m. diameter by 1.75 m. pitch,
turning in opposite directions at 900 R. P. M.
are used. M. Savary is altogether convinced
of the superior efficiency of the two chain-
driven propellers of large diameter at slow
speed over the single propeller connected
directly to the motor. To test the matter he
built a machine exactly like his regular ma-
chines except that it was driven by a single

propeller coupled direct to a Gnome engine.!
He found that the twin screw machine, weigh-!
ing with its power transmission and passenger
125 kilos more than the single screw machine,
flew, nevertheless, at a speed of 26 kilometers
an hour greater than the other. Moreover,
it is claimed that a twin-screw machine is
easier to manipulate than the one single screw ,
type, there being no gyroscopic action ; and
certainly even the beginners find that it is
as easy to turn the Savary to the right as to
the left. A third claim for the twin screw is
that it provides greater lateral stability which
would seem to be true for the Savary, as
while responding readily to the action of its
ailerons it is very little affected by "choppy"
air. Incidentally, the arrangement is a very
comfortable one for the pilot, for the two
propellers form a pocket of still air just at
the "nacelle" so that there is no greater
rush of air than that caused by the speed of
the machine, and even this is somewhat broken
and very pleasantly warmed by passing through
the radiator and across the exhausts of the
motor before reaching the pilot.

The chief danger connected with the use
of two chain-driven propellers, that of the
possible rupture of one chain while the other
continues to hold, has been cleverly overcome
by the use of a single long chain passing over

Arrangement of transmission. A, motor sprocket-
B and B', propeUer sprocket; C and C, idle
sprockets.

both the propeller sprockets and the two
sprockets on the shaft of the motor and kept
in position by two small idler sprockets (see
diagram). In this way the crossing of the
chain, which is necessary to cause the pro-
pellers to turn in opposite directions is made
very much more gradual, taking place in the
whole length of the chain, instead of in half
that distance as in the Wright transmission.

The motor chiefly used is a four cylinder
Labor-Aviation, water cooled, developing 70
H. P. at 1300 R. P. M., though in many of
the machines a 75 H. P. air cooled Renault
motor, turning at 1700 R. P. M. is used
instead.

The running gear is also unusual and is
perhaps the strongest and most effective in
use on any aeroplane to-day. It consists of
a single long and very heavy ash skid cen-
trally placed and reaching far in advance of
the centre of gravity to prevent "somer-

AERONAUTICS

Page 9

July, 1913

saulting" in l)ad landings. This skid is braced
by a triangular system of steel tubing form-
ing a truss capable of withstanding the most
violent shocks.

The two wheels are suspended by a sort
of universal joint from the front longitudinal
member of the lower plane. While strongly
braced by steel tubing to prevent their tipping
sideways, they are free to swing forward and
back and also to turn like castors ai)(Hit a
vertical axis. Wire guys connect each wheel
with the front end of the skid by means of
rubber tension springs. These springs hold
the wheels normally in a position below the
skid but allow them under pressure to swing
back and up until the skid rests upon the

ground. Another similar rubber spring limits
the castor action of the wheels causing them
to stand normally straight fore and aft. The
wheels are mounted unusually far apart (4
meters), and, being quite independent of each
other in their action, make operations on the
roughest ground and landing in an inclined
position comparatively simple matters.

When stationary the machine rests on the
two wheels and the rear end of the skid with
the front pointed slightly up. but as soon as it
begins to roll on the ground, it assumes a
horizontal position being balanced entirely
on the wheels with the skid lifted clear. In
landing the wheels swing up and the skid,

AERONA UTICS

Page 10

July, 1913

sliding along almost its full length, brings the
machine rapidly to a stop.

Longitudinal stability is assured by a bi-
plane tail joined to the main cell by a quad-
rangular frame of steel and ash, trussed
lengthwise and also crosswise. Each tail
plane, of about 4 sq. m., has a fixed non-carry-
ing triangular part in front to insure stability
and behind these are hinged the flat, square
elevator planes with about 8 sq. m. surface.
These planes work both up and down ; their
large area and their position far in the rear
of the main cell make it impossible to "en-
gage" the machine in a rapid descent.

There is no rudder in the tail, M. Savary,
thinking that any vertical surface far to the
rear of the centre of gravity would give the
machine a constant tendency to head up into
the wind. Steering is done by four vertical
planes or shutters mounted in pairs on the
outside rear struts of the cell. To turn to
the left, the two left shutters are closed, thus
presenting an enormous resistance at this
point and causing the right end, where the
shutters are left in the stream line, to swing
around. The tail being without a rudder
swings easily and very short turns can be
made at a moderate inclination, while in
straight flight the shutters being close to the
centre of gravity do not cause the machine
to veer from its course.

The upper and lower main planes are built
of longitudinal members of ash channelled to
shape, and connected at the intersection with
the struts by solid ribs of ash of I-beam
section. Between these are solid ribs of
poplar. The frame work is covered with a
heavy linen and varnished with "Novavia."
The two planes are i m. 80 apart. The
upper one has a spread of 14 m. 40 and the
lower one of 10 m. 80; both are 2 m. 20
deep. The total carrying surface is 52 square
meters. The overhanging portions at the
ends of the upper planes are hinged to fold
down so that the spread can easily be reduced
to 10 m. 80 for storage in the hangars.

Lateral stability is obtained by ailerons
hinged to the rear of the upper plane only.
These are arranged to work positively both
up and down.

The "nacelle" is built of wood covered with
varnished linen. The pilot sits in the rear

where he can see behind the lower plane. In
front of him is the seat for the passenger
and in front of this again, the motor and the
radiator. The lower wing is cut away from
front to rear for a space of about a foot on
either side of the "nacelle" to allow a free
view of the ground while the motor group
being no wider than the "nacelle" and not
descending below the bottom of it cuts off
no view at all except when the machine is on
the ground.

All three controls are united in a single
wheel on a steering post mounted on a
universal joint. Steering to right and left
is done by turning the wheel as in an auto-
mobile. Tipping the post right or left con-
trols the l^alance, and forward and back,
the descent and ascent. All these movements
are quite instinctive, and the machine can be
easily controlled by either hand alone. The
throttle is placed on the wheel and the lever
for advancing the spark and the sight feed
for the oil on the edge of the "nacelle."
The main gasoline tank is situated between
the pilot and passenger forming a back for
the latter. A glass gauge indicates at a
glance the amount of gasoline in the tank.

The average speed with two on board is
100 km. an hour, the net weight is 625 kilos,
and the carrying capacity is 300 kilos.

The machine with which Frangeois flew on
May 8 with six passengers is a specially large
one built for weight carrying. In this type,
the upper plane has a spread of 19 m. 50; the
lower one 14 m. 50. The motor is a no H. P.
water-cooled Salmson (Canton-Unne) and
the nacelle is arranged with two little benches
facing each other in front of the pilots seat.
The weight imloaded is 700 kilos. Two pairs
of twin wheels instead of the ordinary single
wheels are used; the two tires of each pair
being bound to each other with tape, thus
forming a tread about eight inches wide and
enabling the machine to land and fly from
the heaviest sort of ground.

So easy is it to handle the Savary machine
and so efficiently does the landing gear work
that two-thirds of the pupils at the school
at Chartres obtain their license without hav-
ing had a single item of breakage.

Vlflb STRVCTVRt Of 3AVAKC

AERONA UTICS

Page

July. 1913

New Model "CH" Wright

The planes, rudder, motor and drive follow
he standard model "C" lines. The span is
;8 feet, chord 6 feet and the surface area is
ibout 440 square feet. The weight empty is
)20 pounds, exclusive of the weight of the
•entre hydroplane float, which is 240 pounds.
Dne of the new Wright six cylinder, 60 H. P.
notors is installed, driving two propellers, 8
"eet 6 inches diameter. The machine is fitted
vith special instruments recording the angle
)f incidence with regard to the air currents.
tc.

The hydroplane unit consists of a single
3ontoon, 10 feet long, 6 feet wide and 10
nches deep, and a small pontoon supporting
he tail. The form of the pontoon and its
position has been determined with great care
ind a type arrived at that makes the water
Dlaning features of this machine unusually
fficient.

Mr. Wright has carried passengers on
numerous occasions and the best weight lift-
ing performance was when he flew with two
of his assistants, Jacobs and Taylor, and
Taylor's boy, in addition to considerable
amount of fuel, which made a total load on
the machine of almost 800 pounds.

The model "CH" rises almost instantly to
the top of the water, since it starts and leaves
the surface under the expert handling of I\Ir.
Wright, in less than 10 seconds, which is by
far the best performance to date in hydro-
aeroplaning. Mr. Wright has made over one

hundred flights with this machine, and on
one occasion flew over Dayton, landing on
the Miami River at a point between two
bridges not over one thousand feet apart,
and rose again from this place and flew off
over the town to the starting point with per-
fect ease. During June and the early part of
July at his station on the ]\Hami River, Mr.
Wright frequently did a large business in
carrying passengers, taking up one after an-
other, often despite winds of as high as 10 to
15 miles an hour.

The locality on the Miami River where the
tests were held would generally have been
considered an almost impossible place for
hydro-aeroplaning. The river is very narrow
and on both sides are steep banks covered
with trees, making flying in any kind of wind
an extremely difficult matter. Mr. Wright,
however, considers this to represent the aver-
age conditions that would have to be met by
a machine of this type if it is to have any
extended use at all as a means of travel be-
tween inland towns, or in opening up in-
accessible country over shallow streams. It
is particularly for these purposes as distinct
from the rough water work that would be
met with in larger bodies of water, that Mr.
Wright worked out this machine. Its flying
qualities have been studied carefully to render
it every bit as good as the best land machines,
which is distinctly not the case with most
other hydroaeroplanes to-day.

AERONAUTICS

Page 12

July, 1913

f r

^^"=fli'

^[7

uX^ is'J

I73B

I think AERONAUTICS is the best maga-
zine published on the subject of flying and I
wish it came every week. I especially like the
drawings and descriptions of foreign ma-
chines. — C. L. M., Tenn.

I notice, by the way, that men of discrim-
ination and education read AERONAUTICS
in preference to the other journals in this
field.— C. W. S., Cal.

SANDT DIES FROM INJURIES

Erie, Pa., June 21. — Earl Samlt, aviator, died liere
from poisoning after the amputation of his leg, neces-
sitated by a fall in his aeroplane at Grove City, Pa.,
on June 12.

Yes, 1 still read AERONAUTICS regu-
larly but A and F I find

I rarely need to get. — Subscriber.

STANDARD CONTROL FOR NAVY
AEROPLANES

All aeroplanes of the U. S. Navy will be
fitted with a "universal control" so that any
aviator may operate any type or make of
machine without learning new controls or en-
dangering life by flying without proper train-
ing. It has been found impossible to get any
body of men to agree on the merits or de- I
merits of any one of the present systems so \
Captain W. Irving Chambers is going to ar-
rive at the point by scientific analysis and ex-
periment.

lAERONA UTICS

Page 1 3

/u(p, 1913

The Martin "Aeroyacht"

Unique among the new types of aircraft
which have been perfected during the last
year is the "'aeroyacht," designed and built by
Glenn L. Martin, the noted California manu-
facturer of aeroplanes and hj'droaeroplanes.
The new machine is a four passenger con-
vertible tractor, which combines a maximum
of power and efficiency with comfort and
safety. The body of the aero yacht is twenty-
five feet in length, and being oval in shape,
presents a minimum of head resistance while
it is in flight. The machine is fitted with two
seats of the "surrey"' type, each being forty-
eight inches wide. The pilot occupies the
rear seat with one passenger, the other two
passengers occupying the front seat.

The body is mounted on a pontoon seven-
teen feet in length, which is built up of Span-
ish cedar planking eight inches wide. Forty
sets of rib bracing form the carcass of the
pontoon, which is divided into eight water-
tight compartments. This method of con-
struction insures the safety of the machine.

should the pontoon be damaged while in the
water. The outer surface of the pontoon is
covered with cloth and glue, and is finished
with three coats of varnish. It has a displace-
ment of three thousand pounds.

The main pontoon may be detached from
the liody of the machine, and replaced with a
landing gear in thirty minutes. The landing
gear adopted by Mr. Martin is of the two
wheel, rubber spring type, and is equipped
with a central skid. It is similar in design to
the landing gear of the Day tractor, which
has proven remarkably strong and efficient
during the last year.

The supporting planes of the aero yacht
have a spread of thirty-five feet, with a span
of seven feet between the struts. The planes
are set five and one-half feet apart, and the
wings have a camber of three and one-half
inches, with a chord of five feet two inches.
The wing section is built up, with solid ribs
nine inches apart, and short ribs, three inches
apart, over the nose. By this construction the

Glenn Martin's ■ 'Aeroyachf

AERONA UTICS

Page 14

July, 1913

OlB/v/v /V/7/F77/V 1702,

Glenn Martin Hydro

AERONA UTICS

Page 15

/u/y, 1913

Conover-varnished cloth is held firmly to the
designed curve of the plane, and forms a very
efficient wing. The front beam is an "I" sec-
tion two and one-quarter by one and one-
half inches, the rear beam being two by one
and three-eighth inches.

The wing tip pontoons, which are of a
unique design original with Mr. Martin, are
of the same mechanical construction as the
main pontoon. They are so shaped that at
a speed of sixty miles an hour they support
their own weight in the air, at the same time
presenting practically no head resistance. They
engage the water at a planing angle, render-
ing it impossible to bury a wing under any
condition. The smaller pontoons have a dis-
placement of two hundred and twenty-five
pounds each.

An 8-cylinder 80 H. P. Curtiss motor fur-
nishes the power, mounted in the forward

part of the body, ahead of the pilot and pas-
sengers. The motor is enclosed under a de-
tachalile aluminum hood, making it easily ac-
cessible for adjustment, and is cooled by two
specially designed Hall-Scott radiators which
have proven extremely efficient. The motor
is also equipped with a muffler designed by
Mr. Martin, which effectively silences the ex-
haust but creates no back pressure in the motor.
The fuselage is put together in a simple
and efficient manner which makes it unnec-
essary to drill any holes through the longi-
tudinal members of the body. This is made
possible by the metal fittings, which were de-
signed by Charles H. Day, superintendent of
the Los Angeles factory of the Glenn L. Mar-
tin Co., and fittings of the same type are used
connecting the struts and wire to the wing
sections. Patents have been applied for on
this feature of the machine.

Christofferson Flying Boat

By E. W. HAMMER

Silas Christofferson, the man who flew from
the roof of a hotel in Portland, Ore., is now
operating a flying boat, equipped with the first
of the new Hall-Scott hundreds. The machine
carries three passengers at sixty miles an hour
and four could be put in without any trouble.
It will be interesting to note the flights that
are to be made at Lake Tahoe, which is six
thousand feet above sea level. Two of these
flying boats, with similar motors, are to be
supplied to explorer Amundsen.

The upper plane spreads 49 feet ; the lower
S3 feet 6 inches. Chord 5 feet 6 inches, cam-
ber 3.5 inches at 26 inches back, separation
5 feet 5 inches and the total area is 432 square
feet. The trailing edge of the upper plane
is cut away for propeller clearance but at a
point near the ailerons it curves out to 6 feet
5 inches. The main planes have an angle of
incidence of 6 degrees. In their construction
spruce has been used throughout. The upper
is in 3 sections and the lower in two. In the
entering edge two strips have been used, the
outer being sharply pointed. For the trailing
edge a strip of spruce is used with an oval
leaving edge. Ribs, of I section, built up
are used in main planes, ailerons and ele-
vators. Battens of .25 inches by .5 inches have
been used and to give lightness the .25 inch
web has been bored out. The w-eb is mortised
into the batten, glued and nailed. Oval strips
.875 inches by .375 inches run diagonally
through the inside of each plane and a num-
ber of small tapered strips between the end
ribs act as a reinforcement. The main beams
are of I section, formed by a web having 3
laminations .75 inch thick mortised into strips
1.375 inches by .375 inches. At the hull tlie
main spars have their greatest thickness, 1.625
inches, tapering down to about i inch about
half the length of the wing.

Lateral stability is maintained by two aile-
rons in the top plane, 2.5 feet wide by 6.5 feet.,
with a reverse camber of .375 inch.

The fixed part of the tail has an area of

24 square feet., maximum spread 9 feet and
maximum length fore and aft of 4.75 inches
and is set at a negative angle. Spruce I ribs
are used as in main planes.

The twin elevators are splayed out to afford
room for the rudder. The two elevators"
spread total 12.5 feet and the total area is
34-33 square feet. In the stabilizer and ele-
vators the forward edges are hollowed out
and the ribs set in.

The balanced rudder is 4.25 feet by 3 feet
high and has an area of 9.75 square feet.
Goodyear fabric is used throughout, and three
sizes of Roebling cable. In the turnbuckles
chrome nickel steel is used for the ends and
Tobin bronze in the centers. The wire ends
are all made fast by double ferrules. Cold
rolled steel is used for strut sockets and bed
rail clamps. All the metal parts are nickel
plated. The total weight is 1,200 lbs.

Length of hull from stem to stern is 24.5
feet, the maximum beam is 34 inches and the
greatest depth 32 inches ; draft is approxi-
mately 4 inches. The greatest width and depth
are found at a point even with the deepest
camber. The maximum beam runs back to
a point 12 inches forward of the trailing edge
of the lower plane and then rounding oflF
gently flattens out to a wedge at the stern.
The hull rounds up 12 inches at the bow and
has approximately 9 feet of flat bottom meas-
uring from a line taken at the rear of the
hood. The bottom is protected by 2 runners
of spruce, having a base of 2 inches and a
running surface of 1.5 inches, and 2.5 inches
in depth. The runners taper off both fore and
aft and are hollowed out in sections. In order
to prevent water leaking into the hollow cham-
bers the entire base of the runner is covered
with canvas and waterproofed. Hull sheath-
ing is .25 inch cedar on the bottom, .1875 inch
to a point 14 inches up the sides, and from
here to the gunwale .125 inch cedar has been
put on over .25 inch by .5 inch spruce ribs that
are reinforced by .5 inch longitudinal spruce

AERONA UTICS

Page 16

July,\9\3

strips. The hood is covered with .125 inch
mahogany and runs back to a cockpit that
has an opening of 9 feet which furnishes
ample room for pilot, passengers, motor and
propeller clearance. The balance back of the
hull is sheathed with .125 inch cedar.

The ICO H. P. Hall-Scott motor is placed in
the rear of the cockpit and is braced by 16 ga.
by .25 inch tubing. The motor is geared 18-24
and drives by Diamond chain a Christoffer-
son propeller of 9 feet pitch by 8 feet 5
{Contt7Uied on page jj)

— (

Christofferson Flying Boat

AERONA UTICS

Page 1 7

July, 1913

The Cooke Tractor Airboat

The Weldon B. Cooke Aeroplane Company,
of Sandusky, Ohio, has just completed a fly-
ing boat of novel design, which, it is claimed,
embodies the good features of all its con-
temporaries. It is a seaworthy-looking de-
sign and the motor is in an accessible posi-
tion. The motor is mounted in the hull just
forward of the aviator's seat, and can be
very easily reached. A hot bearing, a dis-
connected wire, a loose nut, can all be dis-
covered and quickly remedied "even while in
flight." It is not necessary to climb over the
seat or onto the planes to change a spark plug
or do any of the hundred and one things
an aeroplane motor needs.

The most notable feature of the Cooke air-
boat is the hull, built by the Davis Boat Works
Co. of Sandusky. It is a fine example of the
boat builder's art, light, substantial, and grace-
ful. There is not an abrupt line in the hull,
with the exception of the step. It is finished
in natural wood throughout and a most at-
tractive boat. The materials employed arc
oak, mahogany, and cedar, all very carefully
selected from well-seasoned stock, and thor-
oughly varnished inside and out, with Valspar.
The planking is double, with the inner layer
laid diagonally, and oiled gingham between
the layers. The sides are two layers of
J/^ inch, the deck one thickness of J4 inch.

and the bottom forward where the blows
strike in hydroplaning, are two layers of ^5
inch. The planking is riveted every two
inches with copper nails, making a hull that
will wit-hstand enormous shocks without split-
ting or springing a leak. The beam is very
broad and the freeboard very high, making
an excellent boat for rough water. A dive
into a wave, except from a height is almost
impossible. The Cooke company is the only
firm of its kind located on the Great Lakes,
and the head of the firm has done a great
deal of flying over Lake Erie. The firm is,
therefone. well qualified to know what is most
important in the design of an airboat for
severe conditions. The hull has four water-
tight compartments, any one of them large
enough to keep the boat afloat in the event
of a collision damaging the bottom. The
planes are entirely independent of any other
part of the boat, and could be cast adrift in
a storm without crippling the boat or power
plant, and, it would even be possible to drive
home under power without the planes.

The boat has a comfortable seating capacity
for five persons besides the pilot, in two seats
arranged in tandem. The total weight of the
machine in flying order is 1,500 pounds, leav-
ing a margin of about 700 pounds for live
load.

AERONA UTICS

Page 18

July, 1913

Dimensions of the hull are as follows :
Length, 28 feet; beam, 5 feet; beam (at step),
4 feet; height of step, 8 inches; draught at
step, 16 inches; position of step, 11 feet aft;
position of C. G., 10 feet aft; freeboard at
bow, 3 feet; freeboard at stern, i foot; seats,
two, in tandem ; width of seats, 4 feet. The
motor is a Roberts Six, 75 H. P., located in
hull, forward, double chain drive to paragon
propeller, 10 feet diameter, 10 feet pitch.
Motor speed, 1,200 R. P. ]\I. Propeller speed,
600 R. P. Al. Gasoline and oil capacity, three
hours.

The propeller is mounted in front, on a
framework of steel tubing built up from the
deck, and is driven at half motor speed by
two roller chains running in guides. The pro-
peller shaft is in a direct line with the center
of head resistance in the air. The blade is a
Paragon, left-hand, 10 feet diameter by 10
feet 2 inches pitch. The propeller shaft is
mounted on radial and thrust ball bearings.

The planes are substantial, made up in /J^
foot sections, center sections all double wired,
chord 7 feet, gap 7 feet. There are six sec-
tions in the top plane and four in the bot-
tom. The top plane spreads 45 feet and the
lower 30 feet., the total area being 500 square
feet. The wing tip pontoons are flat on the
bottom side and have a displacement of 200
pounds each. The two ailerons, of ig square
feet each, are hinged to the rear beam of the
top outside section, are interconnected and
work both ways. The tail is the conventional
fixed stabilizer of 40 square feet surface.
There are two elevators of 25 square feet each
and a rudder of 19 square feet. There is no
vertical fin.

The operation of the control is similar to
the Benoist. right-hand lever for lateral and
longitudinal control, and left-hand lever for
rudder. The trials of the boat have not yet
taken place, but the builders expect to put it
through its paces in the near future.

BRITISH MOTOR COMPETITION

The British War Office will hold a naval
and military aeroplane engine competition to
begin on February i, 1914, at the Royal Air-
craft Factory, Farnborough, Hampshire, 3^,
miles from London. A prize of £5,000 ($24,-
332) will be awarded to the maker of the en-
gine which, in the opinion of the judges, best
fulfills the requirements of the competition
and which is entirely suited for the aeroplane
service. Although only engines of British
manufacture will be allowed in the competi-
tion, a statement of what will be required to
permit of an entry and also of the attributes
which are considered desirable in an aero-
plane engine may be of interest to American
manufacturers.

SPECIFIED REQUIREMENTS.

Horsepower : Ninety to two hundred.

Number of cylinders : More than four.

Gross weight per horsepower : Calculated
for si.x hours' run, not to exceed 11 pounds.

Shape of engine : Suitable for fitting in an
aeroplane.

Origin of engine: British manufacture
throughout.

DESIRABLE ATTRIBUTES.

Light total weight; economy of consump-
tion ; absence of vibration ; smooth running,
whether in normal or inclined position and
whether at full power or throttled down ; slow
running under light loads ; workmanship ;
silence; absence of deterioration after tests;
simplicity of construction ; suitable shape to
minimize head resistance; precautions against
accidental stoppage, e. g., dual ignition ; adapt-
able for starting otherwise than by propeller
swinging; accessibility of parts; freedom
from risk of fire; absence of smoke or of
ejections of oil or petrol (gasoline) ; conveni-
ence of fitting in aeroplane; relative invul-
nerability to small-arm projectiles; economy

(in bulk, weight, and number) of minimum
spare-part equipment; excellence of material;
reasonable price; satisfactory running under
climatic variations of temperature.

The engines will be submitted to the fol-
lowing tests :

Two runs of six hours each, at full power
or throttled down, as desired by the judges.
Engines to be placed in inclined positions
not exceeding 15 degrees for short special
runs. The consumption of fuel and lubricant
will be measured. Engines to be dismantled
by the competitors' mechanics between the
runs if desired by the competitors or the
judges, but no work of any kind to be done
on an engine except under observation.

At any period during the competition the
judges may impose such other tests as they
desire, including runs of longer duration, in
order to bring out the relative merits of com-
peting engines.

OPENING FOR AMERICAN
MANUFACTURERS

The most satisfactory way to secure a mar-
ket for American aero engines in the United
Kingdom would be by direct representation in
this country and by using every opportunity
for making demonstrations. An excellent op-
portunity exists at present for the establish-
ment of an English market for American
aero engines provided their efficiency can be
absolutely demonstrated. Nothing should be
left undone to interest the British Admiralty
and War Office, and manufacturers of aerial
craft of every description, as well as pro-
fessional aviators. Moreover, a definite and
persistent course of advertising would pro-
duce satisfactory results to the manufacturer.
— From the U. S. Consular Report. The Gyro
motor has already gone to England and is
demonstrating the Gyro in flight.

AERONA UTICS

Page 19

July, 1913

New^ Developments in Aeronautics

LATEST BENOIST BOAT

The illustration shows the new Benoist
flying boat, "Lakes Cruise" model. This ma-
chine will carry two passengers besides the
aviator with ease and makes about 70 miles
an hour. Its dimensions are as follows :

Spread 35 feet ; fore and aft. over all 23
feet; chord 5 feet; gap 6 feet ; width 36 inches ;
depth of boat at the step 30 inches. The
propeller is driven by sprocket and chain with
engine installed in the boat as is common with
the Benoist machines.

STREAM-LINE FLOW UNDER AIRBOAT
HULLS

In one airboat of recent date the exhaust
from the motor comes out immediately behind
the step in the main float, with the object of
producing a layer of gas abaft the step in
order that the get off from the water may 1)C
speedy. Again, in an airboat exhiliited at the
last Olympia show a pair of quadri-spherical
cowls, fitted on top of the float, lead air down
sloping-aft tubes to just behind the step, with
the same end in view. Even though the
introduced exhaust in the one case and air
in the other achieve their object when the
airboat is rising, it might be asked whether
they are worth while when their detrimental
effect on the streamlines when in the air is
considered, says James E. Steele. Associate
Member Institute of Naval Architects, in
British Aeronautics.

When flying, the lift, which would other-
wise be exerted by the sweet-flowing stream-
lines beneath the float, is in part destroyed bv
the disturbing influence of the introduced air

or exhaust; this results in a lift-reduction due
to the loss in air reaction.

The air issuing from the bottom of the float
at an angle of about 45 degrees to the stream
lines will disturb their natural flow, resulting
in the lift-reduction mentioned above. It
might be thought that the admission of air
l;ehind the step would get rid of the negative
pressure or suction at that part, but air ad-
mitted for that purpose would only increase
the body of dead air which must be dragged
along with the float.

To retain what good there may be when
rising, and yet to get rid of the adverse effect
when flying, means should be provided for
cutting out in both the cases mentioned, when
the machine is in the air. Cowls capable of
being housed when flying would achieve that
object in the one case, besides doing away
with the drag which they exert.

FLYING BOATS ARE OFFICIALLY
MOTOR BOATS

While to require flying boats or hydro-
aeroplanes when operating in the water as
motor boats to be equipped in accordance
with the Act of June 9, 1910, will impose
conditions which might interfere, at least to
some extent, to their use out of water; at
the same time, it is the opinion of E. E.
Chamberlain, Commissioner of the Depart-
ment of Commerce, in a letter to AERO-
XAUTICS, that these vessels which go at a
high rate of speed should, for the protection
of other vessels, be equipped with lights if
navigated after sunset, and for the protec-
tion of those on board should have life saving
devices. The course which they propose to
take should be indicated by signals as in the
case of other vessels and if they are in a fog
their position should be indicated. "I am in-
clined to think, therefore," says Mr. Williams,
"that while navigated as motor boats they
are required to have equipment on such ves-
sels and comply with the Rules of the Road,"
as contained in Department Circular 236,

The rules of the department provide that
these craft, motorboats, must be inspected by
the local inspectors ; they are divided into
classes — less than 26 feet, 26 feet to 39 feet
inclusive, and 40 feet to 64 feet. Certain
lights must be carried after sunset, and these
of a certain size and properly positioned.
Whistle, fog horn, bell are other fittings. If
carrying passengers for hire, certain life pre-
servers must be carried and the pilot must
be licensed. A fine of $100 is provided. The
act is enforced by collectors of customs and
other officers.

Airships are not made of air, neither are
they exactly shipshape. But let not these in-
consistencies discourage you, for if an air-
ship is not what you think, it is at least as
dangerous as it looks. But why speak of
danger — look at the people who marry!

— "Doctor" S and "Doctor"' W.

AERONA UTICS

Page 20

July. 1913

NEW HALL-SCOTT- 1 00 H. P.

The new loo H. P. motor of the Hall-Scott
Motor Car Co. has been built especially for
the flying boat, although it can be used di-
rectly connected in any standard machine.
Enough power is provided to lift a standard
flying boat into the air under any weather
conditions, or get off the water with more
passengers. The bore and stroke is 5 inches
respectively.

Their system of cylinder construction is
much similar to the previous models. Cyl-
inder walls, heads, and pistons are cast from
a special grade of close grained grey iron.
Main cylinder walls are machined upon both
sides. Steel water jackets are autogenously
welded to the cylinder walls, forming non-
leakable joints; the steel of such thickness
that it is not readily dented. The assembly
is then baked, enameled black on the outside,
and ground to size.

Comparison of the 80 H. P. and 100 H. P. Cylinders

Cylinder heads are cast with water jackets
completely encircling the valves, so that there
is no danger of the valves sticking or break-
ing from overheating. The inside of the head
is carefully machined to insure equal compres-
sion. Two plugs are carried in the head, a
Bosch magneto firing both at the same time,
insuring increased power over the single sys-
tem.

Particular attention is called to the strength
and rigidity of the cylinder and head assem-
bly mounting on the crank case, the five steel
rods brought from inside the crank case and
passing through the heads, to which they are
securel}' bolted. Copper asbestos gaskets

placed between head and cylinder provide an
easy means of assembling and an absolutely
tight joint.

Crank cases are of the best aluminum alloy,
hand scraped both inside and out, and hand
polished on the outside. The bottom oil case
is removable, so that main bearings, etc., may
be easily inspected. A large capacity oil pump
is cast integral with lower case, providing
enough oil for a run of seven hours.

The crank shaft is hand forged from one
piece of special heat treated steel, machined
and ground to size, and accurately balanced.
It is supported on five bearings of unusually
large diameter. The cam shaft gear is driven
by a gear, formed integral with crank shaft.
All main bearings of Wm. Cramp's white-
metal. Main bearing caps are of aluminum
alloy with heavy steel strap supporting same, i

Cam shaft is of heavy, seamless steel tub- 5
ing, supported on five bearings. Cams of ma- ,
chine steel, hardened and accurately ground!']
to size and doubly pinned on cam shaft.

Large 2^2 inch nickel-steel valves are placed 1
directly in cylinder heads, no valve cages used, jl
which allows of simplicity in design, the head
being easily removed, and equal compression ;
in all cylinders.

All connecting rods are of I beam construe- |
tion, made of special carbon steel, drop forged
and heat treated, which develops great stiff-
ness, and prevents crystallization. They are
bored and reamed on special machine tools
made for this one purpose, which absolutely
insures correct centers and alignment. The
connecting rod caps are held in place by spe-
cial nickel-steel bolts, properly secured by
locking device.

The oiling system is a combination force
feed and splash, with constant level. The
oil is circulated by means of a gear pump,
which forces the oil in equal amounts to the !
different individual compartments in which
the connecting rods dip, and an absolutely |
constant level is maintained at any motor speed, j

Liberal allowance is made in cylinder jacket '
space, in the size of water pipes and all con-
nections, to allow of perfect cooling of the
motor under most severe conditions. A large
capacity centrifugal pump is used in connec-
tion. Connection between the cylinder and
head is made with pipe by-pass, preventing
any danger of water leak into cylinder.

J L

The 80 and loo Crank Cases

AERONA UTICS

Page 2

July, 1913

Published Monthly by Aeronautic j "Prejj

122 E. 25th ST., NEW YORK

Cable: Aeronautic. New York

'Phone, 9122 Madison Sq.

ERNEST L. JONES. Prest — - THOMAS C. WATKINS, Treas'r-Sec'y

ERNEST L. JONES, Editor - M. B. SELLERS, Technical Editor

HARRY SCHULTZ, Model Editor

subscription rates

Umted States, $3.00 Foreign, $3 50

No. 71

JULY, 1913

Vol. XIII, No. 1

Entered as second-class matter September 22, 1908, at tlie Postofflce, New York, under the Act of March 3, 1879.

<I AERONAUTICS is issued on the 30tli of each Month, All copy must be received by the 2oth.
Advertising pages close on the 25th.

^ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted.

cylero cTWart

RATES: 15 cents a line, 7 words to the line.
Payment in advance.

MOTORS FOR SALE

ENGINE FOR SALE— 8-cyl. "V," list price,
$1,500; new, never used. The one who buys this
motor gets one of those few real bargains that isn't
picked up every day. Thoroughly tested by maker
who desires to sell the last one in his shop. Complete
with propeller, $800. Address, "Eight Cylinder,"
care of AERONAUTICS, 122 E. 25th St., New
York.

BARGAIN— SO H. P. Gnome; also 50 H. P. An-
zani. Both guaranteed in excellent condition. Will
sell cheap owing to death of aviator, .\ddress. Rose,
AERONAUTICS.

SO H. P. motor. Full equipment of exhibition extras.
Everything in good mechanical condition; $3,200 cash
will buy it. Act quick. K, care of AERONAUTICS.

MISCELLANEOUS

WISE — One copy of the rare book by John Wise,
A System of Aeronautics, for sale to first comer at
$10. First-class condition. This book is getting
more rare every day. Address Sheahan, care of
AERONAUTICS, 122 E. 25th St., New York.

B.\CK NUMBERS OF AERONAUTICS WANTED
— \ oiume one, number five; volume two, number
two; volume three, numbers two and four; volume
four, numbers four, five and six; volume six, number
ore. Address Arvis Roach, 401 Cedar St., San An-
tonio, Tex.

AEROPLANES

SACRIFICE — A Curtiss type biplane, flown by one
of America's most famous aviators, with 8 cyl. Hall-
Scott 60 H. P. motor, all in A\ condition, for $1,800
cash, subject to demonstration to bonafide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the
season. Opportunity knocks but once at every man's
door. Address "Sacrifice," care of .AERONAUTICS,
122 E. 25th St., New York.

HYDROAEROPLANES, AEROPLANES, MO-
TOR.S— 30, 50, 75 H. P. Great Bargains. Demon-
strations. Patterson, A986 Trumbull, Detroit, — July.

WANTED ENPLOYMENT— Young man, 25 vears
old, no bad habits, engine expert, designed and built
machine for past 5 years, also considerable work in
gas engine designing, wants position with firm or
individual in aeronautical work. Herbert Kellogg,
Kewanee. 111.

MERCHANDISE WANTED

I'OR SALE — Tractor biplane. Good exhibition
machine. Tent, extra parts, crates, $400. Eight cyl-
inder 60 IT. P. motor, Bosch magneto, Schebler car-
buretor, radiators, gas tank, two propellers, fully
guaranteed, $800. F. Robinson. 59 Glasgow St.,
Rochester, N. Y.

B.\RG.'\IN — 30 foot Curtiss type biplane, with
5 foot extensions, chord 5ft., single surfaced, lami-
nated ribs, dble. surf, elevator, 4-cyl. 50-60 H. P.,
new. Engine turns 6 by 5 propeller at 1,500. Also
extra 7 ft. propeller. Engine alone cost $1,600. Can
be seen any time. Must be seen to be appreciated.
$850 whole outfit. Address W. B. R., care of AER()-
NAUTICS, 122 E. 25th St., New York.

FOR SALE— My 38 ft. double surfaced mono.,
weight 750 lbs. Exceptionally well built of best ma-
terials, 8 foot 2 inch propeller. Simple control (sec
November, 1912, AERONAUTICS). Machine now
powered by 4-cyl. 30 H. P. Boulevard engine, wliicli
is light. Am unable to finance further. Complete
machine, tools, etc.. for first $1,000. Will sell
power plant separate including engine, complete
ignition system, special designed 18 lb. radiator for
$150. Herbert Kellogg, Kewanee, 111.

IMMEDIATE SALE NECESS.VRY! One Model
"D" genuine Curtiss aeroplane with hydro attach-
ment, equipped with brand new Model "O" Curtiss

W,-\NTED— A 60 or 70 H. P. aero motor. Must
be water cooled, with radiator, magneto, propeller,
all complete. Price not over $500. Hall-Scott pre-
ferred. .\ddress Motor, care of .AERONAUTICS,
122 East 25th St., New York.

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

S cyl. " \' " type 60 H.P. 240 pounds.

RELI.\HILITY
MAXIMUM POWER.

Dl'RARILITY
MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

equipped with the Boland Control (two movements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
trol which is basic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

AERONAUTICS

Page 22

July, 1913

A special designed 2 inch carburetor is fur-
nished which is adjustable from the aviator's
seat.

With the exception of crank cases, cylinder
heads, water and oil pumps, etc., all parts are
fully nickel plated.

This motor is claimed to actually develop
120 brake test at 1,500 R. P. M. "Rating its
propeller thrust test, as most aviation engines
are rated, it actually delivers 175 H. P. at
1,500 revolutions," the manufacturer states.

The Hall-Scott Motor Car Company rate
this motor by brake test at 1,500 R. P. M.
"During a recent four-day test, this new type
motor never failed to register under 120 brake
test horsepower at 1,500 R. P. M. Taking the
horsepower by propeller thrust, or wind horse-
power, it actually registered 170 H. P. at the
same speed."

In placing such a motor before the public,
this company believe they have come as near
as possible to perfecting a motor that will run
as long and constantly as a slow speed sta-
tionary engine. This is due to the fact that
special care has been taken in the cooling sys-
tem as well as the large bearing surface to
the crank shaft, connecting rod, and cam shaft
bearings.

THE BILLINGSLEY ACCIDENT

Some conclusions have been arrived at by
Captain W. Irving Chambers from the fatal
accident to Ensign Billingsley, all the details
of which were fully known. It shows : ( i )
the advantages of sticking to the machine,
especially in flights over water; (2) that
safety straps should be used invariably; (3)
the necessity for wearing a life saving coat
or equally effective device in flights over
water; (4) the desirability of a standard con-
trol — this has now been systematically decided
for the navy.

No fault has been attached to the machine
which had been fully examined and parts
thereof tested. It was a Wright with Curtiss
8-cyl. engine and Curtiss pontoon with wing
tip balancing floats. The machine was extra
strengthened, which, no doubt, prevented its
collapse during the fall.

The illustration shows this machine the
navy's B2. Note flotation and freeboard.
Lieut. Ensign Herbster was particularly
pleased with the pontoon and engine, and used
it in his altitude flight.

HEAT AND COLD RETAINING BOTTLES

We have been advised that the new Icy-
Hot Bottle for keeping things hot or cold has
been so improved that it will withstand the
ordinary jars and jolts of setting down too
hard or even dropping. This great stride in
the manufacture of these bottles means a great
deal to sportsmen as they are unable at all
times to give things their proper care. They

are absolutely guaranteed to keep hot liquids
hot 24 hours or cold liquids cold 3 days. The
Icy-Hot is the same double glass bottle
vacuum principle, discovered by James Dewar
in 1892, but through ingeniously inserted
shock absorbers it has been commercialized
to the extent that it is now considered a
necessity, and is as simple as a child's toy.
The Icy-Hot Bottle Company is located in
Cincinnati, Ohio.

The Navy's B-2

AERONA UTICS

Page 23

July, 1913

= Leading Makers

of Supplies
for Aeroplanes

Goodyear Experts give aviators and aeroplane manufacturers benefit of
highest grade products at home. Best American and European ideas com-
bined in Goodyear Aeroplane Fabric, Tires, Springs and other Accessories.
Made by Pioneers. Used by those who KNOW.

Used by

Leading

Manufacturers

fiOOD^^EAR

^•, ««*: AKRON, OHIO

Aeroplane Fabric and Accessories

Used by

Prominent

Aviators

After 14 years devoted exclusively to the making
of rubber goods, we have perfected the ideal fabric
for Aeroplanes. This fabric is the utmost in dura-
bility — it is reliable — the fabric that both veteran
aviators and manufacturers have generally adopted,
because of its reliability.

MOISTURE PROOF— STAYS TIGHT

Goodyear Aeroplane Fabric is impervious to at-
mospheric conditions. This is one of its big advan-
tages. Heat and cold will not affect it; neither
will water. Hence ideal for hydroaeroplanes.

Owes superiority to the method of treating the
cloth. It is impregnated with the Goodyear
Compound. Thus moisture can't get to the fibre.
The result is a fabric that won't stretch, won't
shrink, won't mildew, won't rot.

All fabric furnished with or without metallic fin-
ish, as desired.

Used by The Curtiss Aeroplane Co., The Wright
Co., Burgess Company & Curtis, Glenn L. Martin
Co., Thomas Bros. Aeroplane Co., Benoist Air-
craft Co., and by Lincoln Beachey, Walter Johnson,
and other prominent manufacturers and aviators.

GOODYEAR AEROPLANE TIRES

SINGLE TUBE, ALSO NO-RIM-CUT AND

CLINCHER DOUBLE TUBE

The bigger the tires the better the service. Large
tires means greater cushioning effect and greater
strength to sustain the strain of landing. So we rec-
ommend and build large tires. Let us tell you
more about Goodyear Aeroplane tires and the fa-
mous aviators who use them.

Besides Aeroplane fabric and tires we also make
Aeroplane Springs, Shock Absorbers, and other
accessories.

BALLOON HEADQUARTERS

We are the American headquarters for Balloons.
We build balloons complete, guaranteeing them
fully in every respect. The best principles of For-
eign and Domestic Balloon building combined in
Goodyear.

Write us for full particulars.

Take us into your confidence. Tell us your particular
problem. Perhaps we can help you solve it. We know
we can effect a SAVING. Let us send descriptive booklet. Write TONIGHT.

The Goodyear Tire & Rubber Company, Akron, Ohio

Branches and Agencies in 103 Principal Cities

We Make All Kinds of Rubber Tires, Tire Accessories and Repair Outfits

MAIN CANADIAN OFFICE, Toronto, Ont. CANADIAN FACTORY, Bowmanville, Ont.

Consult With Us

In answering advertisements please mention this magazine.

AERONAUTICS

Page 24

July, 1913 1

T\u

SIMPLE STRUT SOCKET

strut socket used by the Thomas

Brothers is very simple, makes possible the re-
moval of struts without loosening or detach-
ing anv wires or cables, nuts or bolts, or else.

A heavy cotter pin keeps the strut in its place
in the socket. The angle of the casting is fig-
ured out so that these sockets may be used
for either front or rear struts by simply turn-
ing them end for end. The casting is of
aluminum.

BENOIST'S CHAIN DRIVE

The illustration shows the chain drive of
the Benoist flying boat. Since the photo was
taken, Shelby tubing chain guards are used.
The engine is cranked by inserting a lever in
a ratchet at the forward end of the propeller
shaft, the operator standing up in the front
by the seat. The chain is standard Diamond
1% inch roller, i inch pitch. Both engine
and propeller sprockets have i8 teeth. The
propeller shaft is wired in with Roebling
cable with spoke nipple turnbuckles.

The engine shaft and propeller shaft is
separated by a distance rod which is ad-
justable, this distance rod, of course, carrying
one-half inch "two in one" New Departure
ball bearings at each end.

The forward end of the propeller shaft is
also carried in a ball bearing, and the four
thrust wires originally used to take up the
thrust of the propeller, have since been
changed to two upper thrust wires, but the
two lower ones have been replaced by two
spruce thrust members extending from the
bearing housing at the rear end of the pro-
peller shaft anchored down at the lower end
of the front engine struts.

Newspapermen usually re-write their stolen
dope but an aeronautical weekly in this coun-
try takes the whole thing bodily from ad-
vance sheets of .AERONAUTICS and prints
it as an important piece of A. W.'s own news.

Benoist Chain Drive |

BLERIOTCAN NOW LAND ON VESSELS ;

According to cabled reports, Louis Bleriot ;
has devised a scheme by which aeroplanes may*
take flight from steel ropes stretched over the
deck of a vessel, and land upon the same. It!
is said that successful trials have been madej

of the device. -j

-'*

Leo Stevens may be very careful in counting '
out the aviator's share of the money; indeed,^
he is over careful. Sometimes he figures out =
there's nothing coming to Stevens at all when-:
the aviator gets his. :

BOLAND AEROPLANE AND
MOTOR COMPANY

Factory: CENTER STREET, NEWARK, N. J.
Office: 1821 Broadway, New York City

\\T A KTTCn at 0"" AVIATOR who will

W All 1 SLU FLY at Exhibitions ::

One-half Interest in this Company is offered for sale by
the administrator of the Frank E. Boland Estate.

Address: CHARLES W. FOLEY

7 White Terrace, Newark, N. J.

AERONA UTICS

Page 25

July,\9]3

Only the best methods and
the best equipment will in-
sure you satisfaction

The

Sloane School

provides

the

ASK OUR PUPILS

AEROPLANES, MOTORS
and ACCESSORIES

Manufactured and Sold

Agents for

Deperdussin Caudron Anzani Gnome
Renault Clerget Le Rhone

"FIXATOR" METAL FITTINGS

WE SELL NOTHING BUT THE BEST

SLOANE AEROPLANE CO.

MAIN OFFICE, 1733 BROADWAY, NEW YORK

'Phone Columbus 5421

C. & A. Wittemann

AERONAUTICAL ENGINEERS

Manufacturers of

Biplanes

Monoplanes

Hydro-Aeroplanes
Gliders Propellers Parts

Special Machines and Parts Built
to Specifications

Laree stock of Steel Fittingrs, Laminated Ribs,
and Struts of all sizes carried in stock.
Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

Works: Ocean Terrace and Little Clove Road
STATEN ISLAND, NEW YORK CITY

Established 1906 Tel. 717 Tompkinsville

(MEG. U. S. PAT. OFF.)

AERONAUTICAL MOTORS IN
GOVERNMENT SERVICE

The motor mentioned in the following
clipping from a Washington paper is one of
the several muffled STURTEVANT motors
in daily operation at the Army and Navy
Aviation camps.

Army Officers in Soutj^rn
Camps IVIaking Rec(^s.
Four New Det

Notice has been recehJpi- at the War
Department of several important flights
made by the army aviajprs at their south-
ern winter camps, Ixeut. Thomas Mill-
ing-, In what Is knoTn as the Burgess
tractor, with Lieut./Sherman as passen-
ger, flew from Gal*ston to Houston and
returned, a total d*tance of ninety miles,
in about an hour*and a half. He circjed
the city of Houjilon in the course of the
flight and lJ&*sed^ through two rain
storms.

Lieut. •HafTy*"Graliam, with Lieut. Call
as passenger, flew over approximately the
same course in tlio Burgess machine
equipped with a Sturtevant motor. They
covered a distance ot about ei?TTt\- miles
and passed through one Rainstorm in the
course of the flight.

Lieut. Klrtland, with Sergt. Idzarlk d9
ijasseiiger, started over the same course
but after c-overing abotit forty-five miles
\vas compelled to stop on account of the
vain.

SEND FOR CATALOG No. 2002

B. F. STURTEVANT CO.

Hyde Park,

Boston, Mass.

And all principal cities of the world

/« ausiveriug advertisements please mention this magazine.

AERONAUTICS

Page 26

July, I9I3I

Obst Hydro

By HARRY SCHULTZ

The hydroaeroplane model herein shown
and described was constructed by Mr. Charles
V. Obst, of Cypress Hills, Long Island. Mr.
Obst was lately elected president of the Long
Island Model Aero Club and it may be well
stated that he is very capal:)le of filling that
office. Mr. Obst is one of the neatest con-
structors of model aeroplanes in America to-
day, and all his models are original with him,
and are worked out on a scientific basis.

The model shown in the accompanying
drawing holds the world's record for single
propeller hydros, having made a duration of
30 seconds ; and, in fact, is the first success-
ful single propeller hydro model in the world,
with the possible exception of the Bragg Smith
model of England.

The fuselage consists of a single stick of
balsa wood, one-half inch square at the middle,
tapering to one-half by one-quarter of an inch
at the ends. The stick is 40 inches long and is
made of two pieces of wood ^ inch by % inch
laminated together for strength. A small pine
plug is fitted to the front of the stick as
shown at "A" to protect the same, as balsa

wood is very soft. The bearing for the pro- '
peller is placed on the rear end of the stick :
as shown, and the stick is given a coat of i
shellac. j

The planes are constructed of bamboo, the
main plane having a span of 23^4 inches, the
chord at the center being 4 inches and at the
tips 2 inches ; area 69 square inches. The
elevator has a span of 12 inches and a chord '
of 3 inches at the center. The main plane I
has a dihedral angle of 150 degrees, and in
the center of the same a slot is left for the 1
center stick to fit in. Both planes are cov- ]
ered on the under side with silk fibre paper ]
treated with Ambroid.

The propeller is nine inches in diameter ;
and has a pitch of 11^ inches. The width of j
the blade is it's inches. The propeller re-
volves at 1,160 R. P. M., gives a thrust of j
3^ ounces and is driven by 18 strands of
1.4 inch flat rubber, the rubber being carried
above the single stick.

The pontoons are constructed of 3^ inch
spruce and are covered with double thick-
ness of silk fibre paper coated with Ambroid.

iBiiJi 4-? t r - ^-^-^--^-i; ^,~TT

- -^ ■ g ^^ ■ ^.■s '^^^t^i^-n

OBST HYDRO.

t7a3

T^W^

AERONAUTICS

Page 11

July, 1913

< BENOIST ^

PLANES hold Ihe followiuo records:

Vv'orld's long distance hydro record with one passenger.
World's long distance hydro record with two passengers.
American endurance record, aviator and three passengers.
Have more world's records than all other m'f'rs combined.
1 he first successful Tractor Biplane built in America.

Records indicate superior efficienry.

Why not get an efficient machine

ivhile voii are about it?

The h'e-,v
Pi'voist
F/ villi;

;; BENOIST AIR CRAFT CO.

A.t/.» 6628 DELMAR BLVD. ST. LOUIS, MO.

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Record to Date
4 hrs., 23 min.

Built of Nickel Steel and Vanadium Steel Throughout

From the

"MOTORWAGEN"

of Nov. 20. 1912
In the testing establishment
(>t' Dr. Bendemann at Adlei shot"
(near Berlin), a 7-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance rim and at
1,000 R. P.M., an average of 45.7
H . P. was obtained. The fuel
consumed was 14.7 kg- gasoline
per hour and 3.06 kg. lubricat-
ing oil, which is more favorable
than the Gnome motor of the
same horse-power. The weight
o'" the motor was 73 kg.
Send for Catalog

THE GYRO MOTOR COMPANY, 774 Oirard Street, Washington, D. C.

IVIAGIN ALIUM

12 l-:io LIOIITKR, lo^i STKONGKR

AND OVER TKN" XIMISS AS TOTIGH
AS THE BE^iT ALUMINUM CAST-
INGS. WEIGHS ONE-THIKE> AS
MUCH AS IKON. : : ! : I

FOR CYLINnKRS. l»ISTONS.
CRAN'Iv CASKS. SOCKETS ANI>
OTHKR >VEROPL.VXE FITTINGS

G. A. CRAYKN &, CO.

81 NE>V iSTREKT, N.V. C

MKTAI. DI^HT.

MORRIS R. MACIIOL

HYDROS

BUILD YOUR OWN

Over 100 complete

(irawiiiK-^ .Scale 1"

I foot; some full size

riinls28"x3t;"

ONLY COMPLETE PRINTS

EVER SOLD

AERONAUTICS. 122 East 25th St.. New York

$8.00

•-''-'^' * 5011 are inter-

fslrd In a reliable, efficient

andeconcrical power plant.

;, 1 hat is the only kind we

*^ build. Four sizes.

f"^ Kemp Machine Works

J Muncie, Ind.

Ill anszccriiig adz'crtisciiicnts please mention this magacinc.

AERONA UTICS

Page 28

Jub, 1913

The main or front pontoons each measure 7^)4
inches in length, ij^ inches in width and J/j
inch in depth, and are divided up in five air-
tight compartments, these compartments be-
ing constructed or formed by double thick-
nesses of silk fibre fastened across from up-
per to lower braces. The rear pontoon meas-
ures 3-)4 inches in length, 1I/2 inches in width
and 1/2 inch in depth, and is divided into two
airtight compartments in the same manner as
the main pontoons.

The main pontoons are fastened to the
frame by rubber bands, are held 6^ inches
below the main stick by diagonal bamboo
braces as shown at an angle of 10 degrees
to the water level. The rear pontoon is
placed at the extreme rear, extending under
the propeller and is fastened to the main
stick by two upright bamboo sticks as shown.

The model rises in 4 or 5 feet, flies at an
altitude of 30 or 40 feet and is a fast, steady
flyer. Complete and ready for flight, it
weighs 414 ounces.

MODEL NOTES BY HARRY SCHULTZ

In the first interclub contest in America
which was held a few weeks ago at Ralph and
Church Avenues, Brooklyn, N. Y., the fol-
lowing clubs entered : N. Y. Model Aero
Club, Long Island Model Aero Club, Bay
Ridge Model Aero Club and Summit Model
Aero Club. Owing to the inclement weather
and many other obstacles the Summit and
New York clubs became discouraged and fell
out of the race, leaving the contest to be bit-
terly fought out between the Long Island and
Bay Ridge clubs.

The following are the results of the con-
tests, it being seen that the Bay Ridge club

is the winner, it having 94.41 points to 93.02
points of the Long Island Model Aero Club.
L. I. Bay Ridge

Points Points

Distance from hand 20 14-53

Duration, hand 20 19.88

ground 19.38 20

Distance " 14.89 20

Duration, water 18.75 20

The cup for which the above contests were
held, was kindly offered by Mr. Francis A.
Collins of New York.

In order that all records for model flying
may be held by America it has been decided
to hold an interclub tractor contest, the rec-
ord for tractors now being held by England.
All persons interested' kindly communicate
with Mr. Edward Durant, Aeronautical
Bureau, World Bldg., New York City.

Great interest has been aroused among the
model enthusiasts by a contest to be held
shortly, known as the Scientific Contest. The
models must weigh 8 ounces without the
rubber, and must be a scale model or a pro-
totype of a full size machine. In order that
models mav be studied from a more scien-
tific point of view and that the so-called
"flying stick" may be done away with, a club
to be known as the Scientific Model Aero
Club is now in the process of formation. The
meeting will be held in the board room of
the World Building. All persons interested
in this branch of model aeronautics should
communicate with Mr. Edward A. Durant for
particulars regarding the club.

Model flying contests are held every Sun-
day afternoon at the field of the Long Island
Model Aero Club, Old Mill Park. Crescent
Ave., Brooklyn, N. Y.

NEW WORLD DISTANCE RECORD

The world's model distance was broken
June 14, 1913, at the Cicero Aerodome, by
Arthur Nealy, former President of the Illinois
Model Aero Club, according to the Aero Club
of Illinois of the Windy City. "The distance
made was 2,740 feet and duration was 72
seconds. The model was a very fast one and
a very good climber as the average altitude
was 400 feet. The distance was taken by the
officials of the Illinois Model Aero Club. This
was the final meet for distance machines and
the club is now devoting its time to hydros.

are secured by their hooks in the eyes 21 and
22 and turning the crank operates the small
wheels in opposite directions. When wound
the strands are disengaged by removing their
hooks one at a time from the eyes. In this

STRAND TWISTING DEVICE

Model flyers will be interested in the device
of ^Montague Palmer, of New York, for
winding up rubber power plants. In the
device shown in the illustration there are two
friction wheels each of which carries an eye
consisting of a U-shaped piece of wire secured
at its ends in the wheel, thus the wheels with
these eyes form twisting heads to which the
elastic strands of twin propeller machines are
attached. These small wheels are driven in
opposite directions by friction from a driving
wheel 2^. which wheel is retained in engage-
ment with a spring as shown. Proper bear-
ings are provided for these wheels and the
shafts. In winding, the two strands of rubber

way both strands are wound up the same
number of revolutions simultaneously. The
patent has been assigned to H. Rosenstein of
the Ideal model concern.

AERONA UTICS

Page 29

yu/j/J913

A New Wright Flyer

We will present this season a new
model, known as Model '*E", designed
especially for

EXHIBITION FLYING '

This model will be equipped with either
four or six cylinder motor, turning a single
propeller. It is so designed that it can be taken
down for express shipment and reassembled
within a few hours.

The old models, refined in details, will be
continued for use of those who wish to fly tor
pleasure and sport.

All models mav be equinped with HYDRO-
PLANES.

The Wright School of Aviation

Our School of Aviation will open at Simms
Station (Dayton) about April ist with a corps
of competent instructors. The school will be
under the personal supervision of Mr. OrviHe
Wright. Tuition for a complete course will be
$250.00. Enroll now.

THE WRIGHT COMPANY

Dept. "A", Dayton, Ohio
New York Office, - - 11 Pine Street

Hotel Cumberland

NEW YORK
Broadway at 54th Street

"Broadway" cars from Granrl Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

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New and
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strictly first class.
Rates reasonable.

$2.50

With Bath

and up

Send for booklet

Ten Minutes' Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

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In answering advertisements please mention this magazine.

AERONA UTICS

Page 30

July). 1913

News in
General

The Thomas Flying Boat in the Lakes Cruise

NEW INCORPORATIONS

Shaw Aeroplane Co.. Indianapolis, Ind., $10,000.
The directors of the new company are B. Russell
Shaw, a local aviator; F. Russell Horn, L. L. Boyer,
N. V. Boyer and N. E. Carter.

International Aerial Company, Boston, $50,000;
Guiseppe Colucci, Carlo F. Arzillo, Sophia J. Lager.

BUSINESS TROUBLES

Papers have been served in a suit by the City
of New York against the defunct Walden-Dyott Co.
for the collection of taxes.

DEATH OF KERNS

Thaddeus Kerns, an aviator, 20 years old, was
killed at Chico, Cal., July 15. When the wreckage
hit the ground the radiator crushed the aviator's head,
while other parts of the biplane pierced his body.

IMPORTS AND EXPORTS

At the end of May, for which report is just issued,
there remained in warehouse 10 foreign built aero-
planes and parts, valued at $10,084. Perhaps aviators
lack the funds to take them out or send them back.
Exports for May totaled but 1, at $2,752. No im-
ports and exports of foreign machines.

VILAS CROSSES LAKE MICHIGAN

( )n July 1st, Logan A. X'illas, in his new Curtiss
flying boat, flew across Lake Michigan, from St.
Joseph, Mich., to Chicago, 111., a distance of 64 miles
"in one hour and ten minutes. The start was made
from St. Joseph at 4.15 P. M., with William Bastar
of I5enton Harbor, as passenger. The flight was
made at an average height of 3,000 feet. This was
the first aeroplane flight across Lake Michigan. De-
tails of the Vilas boat appeared in the last issue.

AERONA UTICS

"Page 3 1

/u/i;, 1913

MORE
POWER PER CUBIC
INCH
OF PISTON DIS-
PLACE-
MENT THAN ANY

OTHER

TYPE MOTOR EVER

BUILT

EARL V. FRITTS who gained his pilot license with a Thomas Biplane,
equipped with a 60-70 b. p. MAXIMOTOR

IT
WILL PAY YOU
WELL
TO INVESTI-
GATE
OUR NEW OVER-
HEAD
VALVE MOTORS

WRITE
FOR CATALOG

Maximotor Makers, Detroit, Mich. Bath, N. Y., Feb. 5, 1913.

Dear Sirs: — Wish to inform you that 1 have today successfully filled the require-
Tients in a number of flights to qualify for my pilot license. The MAXIMOTOR
itood with me right through to the end and no other motor on the field has anything
an your new product. I wish you the most of success duiing this coming season.
Sincerely. EARL V. FRITTS.

Maximotor Makers

DETROIT

No. 1528 East Jefferson

Airmen Should Be Interested In Photography

THE PHOTOGRAPHIC TIMES

Has long been regaided as the standard
American Authority on photographic
matters.

Each number has fort-y pages of interest-
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The cover for each month is printed in
varying colors, and is ornamented with a
different and pleasing photograph.

The valuable and authoritative formulae
furnished throughout the year are alone

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

Illustrations showing examples of the
woriv of the best American and foreign
pictorialists.

Foreign Digest.

Camera club happenings, exhibitions, and
photographers' association notes.

Items of Interest.

A department devoted to "Discoveries."

Reviews of the new photographic books.

Description of the latest novelties and
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worth the price asked for subscription.
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THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

135 West 14th Street, : : : New York

In answering advertisements please mention this magazine.

AERONA UTICS

Page 32

Jub,\9\3

NATIONAL BALLOON RACE

The national championship balloon race from
Kansas City, July 4, to decide this j-ear's champion-
ship and to select the team of three to represent
America in the international race from Paris this
Fall, was won by the balloon "Goodyear," R. H.
Upson, pilot, and R. A. U. Preston, aide. The
balloon was built by the Goodyear Tire and Rubber
Co., and both the aeronauts are good fellows con-
nected with that company. This balloon made the
longest duration in the race, 19 hours 52 minutes.

There were seveti entries but only five balloons
actually got away from the grounds. Following is a
table of the contestants, the first three being now
eligible for the American team:

"Goodyear," R. H. Upson and R. A. D. Preston,
to West Branch, Mich., 685 miles.

"Kansas City II," John Watts and Geo. J. Quisen-
berg, to Goodrich, Mich., 673 miles.

"Kansas City Post," Capt. H. E. Honeywell and
W. C. Gift'ord, to Rockwood, Mich., 658 miles.

"Mill. Population Club," John Perry, Albert Von
Hoffman and A. Von Hoffman, Jr., to Manchester,
Mich., 616 miles.

"Overland," Roy F. Donaldson: unplaced, as no
reports sent in of landing. If he is going yet there
ought to be a new record.

BALLOON ASCENSIONS

Phila., July 1.— Dr. T. E. Eldridge, Dr. Geo. H.
Simmerman. Helen .Simmerman and Mrs. Chas. Pooley
in the "Phila. IF' to North Penn.

Phila., July 8. — Rob't. E. Glendenning and A. M.
Biddle, Jr., to Hammonton, N. J.

Kansas City, July 4. — E. S. Cole piloted three
young women in the Kansas City III in a 21 mile
trip.

Akron, O., Tune 22. — R. H. Upson, pilot, and
R. A. D. Preston, both of the Goodyear Tire & Rub-
ber Co., in the "Goodyear" at 10:05 P. M.

NEW PILOTS

Following are the new pilots certificated, with date
and place of trials:

239. Henry K. Crowell (Wright copy with Gyro
motor). College Park, June 6.

240. E. Wm. Steele (Curtiss), Los Angeles, Tune
IS.

241. Lt. C. G. Chapman (Wright), Manila, May 13.

242. Lt. Herbert Dargue (Wright), Manila, May 2.

243. Lt. Clyde P. Rich (Wright), Manila, May S.

244. Tomoshige Ikuhara (Curtiss) San Diego, Tune
28.

245. Alfred F. Lym (Curtiss), San Diego, Tune 30.

246. John A. Bixler (Wright), Dayton, July 2.

247. Bernard L. Whelan (Wright), Dayton, July
10.

248. A. A. Bressman (Wright), Dayton, July 14.
249 Jos. A. Ritchie (Curtiss), San Diego, June 28.

GROVER BELL

Petaluma, Cal., July 6 — In trying to avert a col-
lision with a frightened horse which dashed across
the field as Grover Bell was finishing a glide resulted
in his death. Bell threw his machine over too far
and came down head foremost. He died next day
from a fractured skull.

DEATH OF LIEUT. CALL

Houston, Tex., July 8 — Lieut. Loren H. Call, U. S.
Signal Corps, was killed on this day in an army aero- •
plane near the aviation camp at Texas City. ;

The Board of Ofiicers appointed by Gen. (Tarter to I
investigate and report on the circumstances connected 1
with the death of Lieut. Loren H. Call, C. A. C, I
reported the accident to have occurred as follows: |

Lieut. Call left the aviation field in a type C '
Wright aeroplane at 6.21 a. m., July 8, 1913. He I
climbed till he attained an altitude of about 800 j
or 1,000 feet. He was flying towards some smooth |
ground at a different part of the camp in order to ■
take sotne tests to qualify as "Military Aviator" ]
While flying at this altitude it appears that one wing
dropped but the machine was brought to the level
immediately. A very short time afterward the left
wing dropped very much so that the machine made
an angle of about 45 degrees in the air. Lieut. Call '
evidently attempted to straighten out the machine
by making a turn to the left and pointing the nose of j
the machine down, for at this time the machine took |
a very steep angle downward. From that time on this i
angle gradually increased until the aeroplane came i
down towards the earth perpendicularly. At about
200 or 300 feet from the ground the plane began to ,
turn upside down and during that turn the wings i
collapsed and the machine dropped to the ground. I

It appears that the machine hesitated a moment !
as it began to turn upside down at the end of the (
drop during which time Lieut. Call climbed out on
one wing, evidently with the intention of straight-
ening out the machine as that wing was a trifle
higher than the other one. However, when the ma- i
chine hit the ground the wing to which Lieut. Call i
was hanging struck the ground first. '

There is no evidence to show that the machine was ;
broken in any parts until it began to turn upside down ]
at the end of the drop. However, at the time the J
machine made this turn it apparently collapsed. '

The board further called attention to the fact that
the testimony of the eye witnesses of the accident
shows that Lieut. Call preserved his possession to the
last moment and did all in his power to right his
plane.

ROBINSON APPRECIATES NAIAD
CLOTH

Hugh Robinson, of the Benoist Aircraft Co., writes
the C. E. Conover Co.: "After using your Naiad aero-
nautical cloth for several years I wish to say that I
find it entirely satisfactory in every particular. I
find it particularly well adapted to hydroaeroplanes
as it is not affected by the action of either salt or
fresh water."

At the Burgess works the editor noted the fine wing
finish produced by the Conover "dope" which is now
used in preference to the already prepared fabric.
This varnish is put on with a brush after the cloth
is stretched and tacked, making it water, weather
and fireproof.

GREAT LAKES FLYING BOAT CRUISE

Flying about 885 miles, frotii Chicago to Detroit,
in less than fifteen hours flying time, the only one
out of five starters to finish the course, J. B. Ver-
planck's Curtiss flying boat, with Beckwith Havens
as pilot, won the cruise, though one day late ac-
cording to the schedule. Mr. Verplanck was a pas-
senger throughout the trip. The trip started July 8
and finished July 18.

The starters were: Antony Jannus in the Benoist
machine, Walter Johnson in the Thomas, Glenn L.
Martin in the Martin Tractor, and Roy N. Francis
in the Paterson-Francis. Owing to an accident Mar-
tin had to delay the start until Friday, July 11.

The details of the race, day by day, are as follows:

Tuesday, July 8. — Jannus started with Paul Mc-
Cullough from Grant Park, Chicago, with Havens
close on his heels in advance of a big storm. Jan-
nus and IMcCullough, his passenger, flew as far as
Gary, Ind. The propeller was broken off at Gary and
they started to paddle seven miles to shore. A gale

struck them and completely wrecked the machine
and the boys were rescued by a tug. The machine
has never been found. The race was abandoned by
Jannus at this point.

Havens reached Michigan City and made the ap-
proximately 50 miles in 50 miriutes, actual flying
time. He made hut one stop and this was to offer
assistance to Jannus.

Johnson started third, without a passenger, but
got to land before the storm broke at Robertsdale,
Ind., just outside of Chicago. Francis did not start
until the following day on account of the high wind.

Walter Johnson abandoned the race here on the
12th after an unsuccessful attempt to get a start from
Robertsdale, Ind., where he had been delayed. John-
son launched his craft and started the engine. Head-
ing into the face of the sun, he failed to notice a
piece of wreckage which punctured two of the water-
tight compartments; he had no facilities for making
the necessary repairs.

\ERONA UTICS

"Page 33

July, 1913

.!•+++*■

PAT E NTS SECURED or fee returned

If
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 T

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$600,000 OFFERED IN PRIZES FOR AIRSHIPS |

We are Experts in Aeronautics and have a special Aeronautical Department. Copies of T
patents in Airships, 10 cents each. Improvements in Airships should be protected without delay X
as this is a very active field of invention and is being rapidly developed. +

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\ Main Offices - 724-726 NINTH ST., N. W. - WASHINGTON, D. C. %

PATENTSPATENTS

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JOHN O. SEIFERT
50 Church Street New York, N.Y.

A T E N T S

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FLYING BOATS

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CHARLES H. BURLEIGH, South Berwyck, Me.

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A bi-monthly magazine of artillery and
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Published under the supervision of the
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American and foreign patent.s secured promptly and
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11, 13, 15 McKibben St., Brooklyn, N. Y.

AERONA UTICS

"Page 34

yu/p,l913

Marshall Earl Reid's Curtiss Flying Boat as it struck, nose first, on the marsh back of Wildwood. When
Reid struck the " hole in the air " which wrecked his boat he started to glide to a lagoon, but the flying boat
came down within 14 feet of the water's edge and safety. The planes were smashed, but the boat did not
receive so much as a scratch. The boat will be repaired.

Wednesday, July 9. — Havens flew from ^lichigan
City to South Haven for more gasoline. He finally
flew into the harbor at Macatawa by dark.

Hot in pursuit of Havens, Roy M. Francis, with
Irving in the passenger's seat, started from Chicago
and flew to Michigan City. After taking on a fresh
supply of gas he left Michigan City for Macatawa
Bay, expecting to overtake Havens. It was nearly
7 p. m. when Francis made an attempt to start for
Macatawa but ran into a log and he was forced to put
back to shore for the night.

Johnson stayed ashore at Robertsdale.

Thursday, July 10. — None of the contestants made
an attempt to proceed, owing to the high winds.

Friday, July 11. — Francis left South Haven and
flew over the land to Macatawa, alighting on the
water there at 7.15 a. m. and was under way again
an hour later, flying to Pentwater, 236 miles from
Chicago.

Havens and Verplanck flew from Macatawa to
Pentwater, a distance of 74 miles in a headwind.

Glenn L. Martin, the last of the contestants to
start, sailed away from Chicago at 7.30 a. m. He set
out to catch up with the leaders and registered the
record day's mileage thus far, a distance of 162 miles.
He flew the distance from Chicago to the first con-
trol, Michigan City in 40 minutes, a distance of SO
miles. He stopped at Michigan City for one hour,
and was ofi^ again. After stopping at the Macatawa
control, 84 miles away, Martin, with Charles Day,
as passenger headed for Manistee. A thumbscrew
worked loose on his carburetor and dropped oft" a
spring. They glided to the surface of the water at
Lake Harbor, near Muskegon, a distance of 162 miles
from Chicago.

Saturday, July 12-13. — High winds, rough seas and
accidents to machines from the storm, during the
night, suspended the race for the day, with the only
three flyers, who remain, at the same points where
they spent the night.

Monday, July 14. — Havens and Verplanck started
from Pentwater, were checked past Manistee and ar-
rived at Frankfort for gasoline. Starting again from
Frankfort they flew to Charlevoix, Mich.

It was reported that Martin left Muskegon and flew
to Pentwater within an hour after Havens soared
away from the latter town.

Roy Francis made several unsuccessful attempts
to leave Pentwater in the afternoon and finally an-
nounced that he would pack up his boat and return
to Chicago, the referee having disqualified him.

Tuesday, Jtily IS. — (ilenn L. Martin returned to
Muskegon, Mich., this afternoon from Pentwater and
withdrew from the cruise.

After Francis and Martin had withdrawn from the
contest, Havens set out from Charlevoix and passed
the checking station at Mackinac Island and landed

at Duncan, near Cheboygan. They were away again
after lunch and then made the longest non-stop flight
of the cruise, a distance of lOS miles to Alpina. Then
setting out again at 5.45 they flew to a port near
Point Lookout, landing at 7.35 p. m.

Wednesday, July 16. — Havens flew to Bay City,
thirty miles away, flying the distance in 40 minutes.

Thursday, July 17. — Owing to the bad weather in
the morning, they did not start until 12.29 p. m.,
flying through a storm, which broke while in flight,
they reached Port Sanilac, north of Port Huron,
where they passed the night.

Friday, July 18. — The aviators left Port Sanilac,
Mich., flying down to Edison Beach, near Port Huron,
in a heavy wind.

Starting away again at about 2.30 p. m. they com-
pleted the trip from Edison Beach to Detroit, a dis-
tance of 60 miles in 60 minutes.

W. E. Scripps, of Detroit, in a Burgess hydro-
aeroplane, met Havens and Verplanck in Lake St.
Clair and escorted him into the city.

Havens and Verplanck are considered to have won
the silver trophy offered by the Aero Club of Michi-
gan for the best elapsed time between the two cities,
there having been no other contender.

Photos of the Thomas and Martin machines appear
in this issue. Details of the Vilas were in the June
number. (See scale drawings in February.) Benoist
boat described in January.

AUTOMOBILES AND AIRCRAFT IN
GERMANY

The automobile industry enjoyed a most
prosperous year, expansion along all lines
surpassing that made during 1911. Foreign
trade grew from $14,000,000 in 191 1 to $21,-
oco,ooo in 1912, the increase manifesting itself
principally in the exportation of passenger
cars.

The aircraft industry, on the other hand,
passed through a bad year and remains in a
critical condition, owing to overproduction.
The army and navy are practically the only
customers and for various reasons they con-
fine their purchases to as few types as pos-
sible, while new manufacturers, most of them
with little capital, are constantly opening up
shops for the development of new ideas and
unduly increasing the field of production. —
Daily Consular Report.

AERONA UTICS

Pgae 35

July. 1913

sk Men Who Know

^ WHAT THEY THINK OF

1913 ROBERTS MOTORS

Gentlemen: St. Louis. Mo., July 24, 191 3

We have been using one of your new 1913 6-Cyiinder 75-H. P. motors in one of our new flying boats, and would say that

we have found this motor to be exactly what we want for our flying boats without a single qualification.

We were able to carry two passengers beside the aviator in the new Lakes Cruise Boat, and are now working night and day

on another flying boat for one of your motors.

We congratulate you on your success in getting out this last product, and beg to remain

Yours very truly. THE BENOIST AIRCRAFT COMPANY.

Scndfo7- our lOO Cita/otT. Per Tom W. Benoist, Mgr.

The ROBERTS MOTOR CO., 1430 Columbus Ave., Sandusky, Ohio

Now Ready

The Airman's Vade=Mecuni

"NO. 1," METEOROLOGY

By Colonel H. E. Rawson, C. B.

(Vice-President Royal Meteorological Society; Council
Aeronautical Society)

CONTENTS : Introduction and 5 Chapters on

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WIRE

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AERONAUTICS

Page 36

Juh, 1913

U. S. Patents Gone to Issue

Copies of any of These Patents may be Secured by

Sending Five Cents in Coin to the Commissioner

of Patents, Washington, D. C.

Even in these enlightened days, the crop of
patents on absolutely worthless, or even ques-
tionable, devices increases rather than de-
creases.

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued.
In a great many cases it is even impossible to
give in a few lines what sort of an apparatus
the patent relates to. In most instances^ we
have used merely the word "aeroplane" or
"helicopter" if such it is. Where it is im-
possible to indicate the class, even, in which
the patent belongs, without printing the whole
patent, we have used the word "flying ma-
chine."

The patents starred (*) are those which
may be found of particular interest ; but it
must be understood we do not pretend to
pass judgment upon merits or demerits.

Where patent seems to have particular_ in-
terest, the date of tiling will be gWcn.— Editor.

Do not attempt to invent in a field the science and
prior art of which are unknown to you — William
Macomber.

ISSUED JUNE 17. 1913

1 064,872 — David S. Thomas, North Platte, Neb.,
FLYING MACHINE.

1,065,033 — Frederick William Dufwa, Mexico,
Mex., Equilibrium Device, in which a swinging car
operates various rudders.

1,065,216 — Julius C. Christiansen, New York, N. Y.,
Universally 6perating STEERING MECHANISM.

1,065,263 — Gustav Mees, Dusseldorf, Germany,
STEERING and STABILIZING MECHANISM;
shaft, spokes radiating therefrom, blades rotatable on
spokes, outer and inner frame, flexible sheet, etc.

ISSUED JUNE 24, 1913

*1,065,389 — Harry A. Orme, Wesley Heights, D.
C, LANDING GEAR, of flexible design, ni which
wheels are capable of swinging outwardly for land-
ing on skids, etc.

1,065,394— William Rabsilber, New York, N. Y.,
FLYING MACHINE consisting of tubular body,
propellers and supporting planes therein.

*1, 065, 506 — Louis Constantin, Paris, France. Re-
ducing the Resistance of a Surface by means of a
"screen" of appropriate section less than that of the
midship section at an appropriate distance m front
of a wing (or vehicle), screen constituted of sev-
eral inclined walls parallel to each other and sepa-
rated by vacant spaces, attachments connecting them,
and connection of screen (or bow) to wing (or
vehicle). See p. 219, June.

1 065 656 — Paul Benni, Lublin, Russia, AUTO-
MATIC MEANS for STEERING and BALANCING.
Pendulum and electro-magnetic system.

1 065,739 — Ludwig Soramer, Munich, Germany,
MAN POWER FLYING MACHINE.

* 1,065, 799 — Ambroise Goupy, Paris, France, AERO-
PLANE, in which planes are "stepped" and may
be moved forward or backward to the desired angle
with relation to the longitudinal dimension of the
frame.

ISSUED JULY 1, 1913 \
1,066,203 — Richard Gilardone, Mutzig. Germany,

AEROPLANE TRACK: amusement device. I

1,066,346 — Ernest Peter \'incent. Oceanic, N. J.,
AEROPLANE, in which supporting planes rotate.

ISSUED JULY 8, 1913. :

* 1,066, 860 — Edmund Sparmann, Vienna, Austria- |
Hungary. Filed Dec. 5, 1910. AUTOMATIC

STABILIZER, both lateral and longitudinal. Uses j
gyroscopes whose a.xes of rotation are vertical but

whose axes of oscillation are perpendicular to each ■

other. The claims are too long to abstract here. '

^ *1, 066, 981— Thomas W. Benoist. St. Louis, Mo. \

Filed July 1, 1912. CURVE changing mechanism i

in which the camber may be reduced and changed |

back to normal while in flight or otherwise, in which i

a third lateral (but sectional) beam is used and ap- |

jiaratus for altering the camber by flattening the i

ribs. '

1,067,086 — William James Wells and Daniel Lewis, >
Cananea, Mex., AIRSHIP.

ISSUED JULY IS, 1913 \

*1, 067, 271 — Lewis Hector Ray, Ottawa, Ontario, ;

Can., CONTROL FOR AEROPLANES; wheel on I
a column extending through a bell-shaped member,
spindle below column with lever for rudder, universal
joint connecting column with spindle, etc.

1,067,272— Arthur T. M. Recklin, Bay City, Mich.,. ■

KITE. ■ i

1,067.425— Herbert E. Hawes, New York, N. Y., [

AEROPLANE. ;

*L067,432 — Charles Francis Jenkins, Washington, |

D.^ C, AILERON STABILITY and ELEVATING ■
SYSTEM; usual ailerons between outer portions of

wings, longitudinal central seat rod arranged to swing '

vertically and having oppositely projecting lateral i

arms, a rotary and sliding steering column arranged ;!

to actuate said vane in rotating, means whereby slid- j
ing said column compels variation in the elevation of

the arm-bearing portion of said rod, and wires con- ;

necting the arms to the wings and compelling both j

to move in the direction of the movement of the |

arms. {

1,067,466— Norman Clark and Albert E. Plank, i
Quincy, 111., SL'RFACE. An aeroplane having a ]
plane flat top surface and a convex-curved lower ■
surface adjacent to the front edge and extending .
back beyond the middle of the body of the plane ,
almost to its rear, and reversing into a concave sur-
face adjacent to the rear, substantially as described. ]

1,067,559 — Joseph A. Steinmetz. Philadelphia, Pa., ,

PARACHL'TE for an entire aeroplane. I

TECHNICAL TALKS

{Conliiiufd fro)n page y)

from that shown in figure 3 to that shown in
figure 4 produced a marked improvement in
flying qualities.

This is all very interesting and remarkable ;
but, until we can see the tabulated data giving
Kx and Ky we can not form a definite con-
clusion as to the actual value of this improve-
ment.

If the thickness of a wing is increased by
changing the contour of its upper surface,
both the lift and drift are increased. The
use of a concave entering edge and the exist-
ence of head resistance in a complete aero-
plane bring about that the ratio of lift to total
horizontal resistance is not greater for a
thick wing than for a thin one. Consequently
with a wing of variable thickness we obtain
an aeroplane of variable speed. This method
is safer than changing the cambre of the wing,
and simpler than changing the area.

M. B. Sellkrs.

VERONA UTICS

"Page 37

/a/j,. 1913

FRENCH AEROPLANES

:ngineers
nventors

tVIATORS
:ONSTRUCTORS

TAKE NOTICE!

For all photos, des-
criptions, data, news,
drawings, etc., re-
garding FRENCH
AVIATION, address
below :

Etudes Aeronautiques

ALEX. DUMAS, Engineer, E.C.P.

20 Rue Ste. Marie, Neufchateau ( Vosges \ France

IXDAMS-FARWELL

{EVOLVING MOTORS

AVE BEEN IN

THE ADAMS

M ATHOL STREET,

COMPANY

DUBUQUE, IOWA, U. S. A.

^^Thomas School

OF AVIATION

OFFERS Si -FERIOR ADVANTA GES

Address, Thomas Bros. Aeroplane Co.
BATH, N. Y.

The Bowden Patent
Wire Mechanism

J. S. BRETZ COMPANY

SOLE IMPORTERS 250 WEST 54th ST., NEW YORK

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

Broadway and 57th St., New York City

Also Manufacturers of Automobile Radiators uf all types

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

Use our Waterproof Liquid
Glue, or No. 7 Black, White,
or Yellow Soft Quality Glue
for waterproofing the canvas
covering of flying boats. It
not only waterproofs and pre-
serves the canvas but attaches
it to the wood, and with a coal
of paint once a year will last
as long as the boat.

For use in combination with
calico or canvas between
veneer in diagonal planking,
and for waterproofing muslin
for wing surfaces.

Send for samples, circu-
lars, directions for use,'etc.

L. W.
201 South Street

FERDINAND & CO.

Boston, Mass., U.S.A.

CHRISTOFFERSON FLYING BOAT

{Cojttinued frotn page j6)

inches diameter. The center of the hollow
chrome nickel steel propeller shaft is placed
14 inches below the rear main beam. The
diameter of the shaft tapers from 2 inches at
the propeller and gears to i foot 5 inches at
the forward end. The radiator is at the rear
of the motor and the 20 gallon gasoline and
the oil tanks are located in the hull under the
motor.

Wing floats are used at extremities of lower
plane. These are torpedo shaped in vertical
section, oval at front and flattened at the rear.

The control is of the Dep type.

V-Ray Spark-Plugs Never Lay Down

The V-RAY CO.

Marslialltown, la.

CHARAVAY PROPELLERS

BETTER THAN EVER

Have you seen our new price list ? Write for it. A i)rice for everybody.

SLOANE AEROPLANE CO., - 1 733 BROADWAY, New York City.

Agents: Eames Tricyle Co., San Francisco; National Aeroplane Co., Chicago.

JERONA UTICS

"Page 38

Harry Bingham Brown

The Greatest of the Great

Especially engaged for the

Halifax Exposition

Halifax

Nova Scotia

Assisted by

Law and Lapham

The Two

DARE-DEVILS OF THE SKY

under contract to perform the

"Stevens Pack Act"

during the Season of 191 3.

Managers of high standing that
want something extraordinary ]
will do well to address

A. Leo Stevens

Box 181, Madison Sq. N. Y. City

In answering advertisements please mention this magazine.

4ER0NAUTICS 'Pag09

Vulcanized Proof Material

For Aeroplanes, Airships, Balloons. First Rubber-
ized Fabric on the market. Lightest and strongest
material known. Dampness, Heat and Cold have no
effect. Any strength or color.

^^Red Devir^ Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40 h. p., 4-cyl.; 60 and 80 h. p.,
8-cyl., on exhibition at Wittemann's. All motors
guaranteed. Immediate delivery.

Experting

W^ill install a Hall-Scott free of charge in anyone's
aeroplane and demonstrate by expert flyer. Expert
advice. 'Planes balanced.

Private Flying Field

Fine private field with smooth water frontage for
hydro-aeroplanes. Private sheds and workshop.
Located at Oakwood Heights, Staten Island.

CAPTAIN THOMAS S. BALDWIN

Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

JERONAUTICS "Page 40 July, \9\3

1913
Edition

EIFrEIi

Translated by Lieut. Jerome C. Hunsaker, U.S. A aval Constructor

Resistance of the Air and Aviation
IN ENGLI SH

Magnificent Quarto Volume, Cloth, 242 pp. 27

LARGE PLATES AND TABLE OF POLAR DIAGRAMS

1913 ENLARGED EDITION

Lieutenant Jerome C. Hunsaker. U.S. M., naval constructor, detailed by the gfovernment to superintend
the courses in aeronautics at the Massachusetts Institute of Technolog'y, has made a notable contribution to
his subject by translating into English Gustav Eiffels master-work, "The Resistance of the Air and Avia-
tion." The translation includes the record of e.xperiments conducted at the Champ-de-Mars laboratory, and
an appendix givinpf a summary of the results, and supplementary chapters containing valuable and impor
tant tables and diagrams.

Captain W. IRVING CHAMBERS, of the Bureau of Navigation, says :

"This book, in my opinion, contains the most valuable information on Aviation yet pub-
lished, and it is very desirable for our American students, designers, manufacturers, aeronau-
tical and engineering associations, clubs, colleges, and libraries, to secure copies in English as
soon as possible."

The " SCIENTinC AMERICAN " says :

" Eiffel's work makes it possible to calculate a full-sized aeroplane from the data obtained
in experiments with a model. In nearly all cases, the full-sized machines thus determined
have given the results expected."

Heretofore, this misterly production has only been procurable in French, yet even in the original ver-
sion it is now extensively used in America for reference. The translation of the text with additional matter
is of the greatest importance to every one interested in the scientific study of aviation.

PRICE. $10. EXPRESS PAID

AERONAUTICS, 122 east 25th street. NEW YORK

MALL-SCOTT

100 H-P delivers 130 H-P at 1500 r.p.m. BRAKE TEST.

It is the only motor in the world designed
especially for the Flying Boat.
60 H-P has proven itself a guarantee to success, espec-
ially over land flying.
40 H-P is the lightest motor for its power upon the mar-
ket especially adapted to geared down planes.

■ Write for Catalogues == =

upon these power plants and let us figure on your equip-
ment if you want the BEST.

SAN FRANCISCO
CAL.

Hall-Scott Motor Car Co.,

Blliil

MJilMMMiireiiMMi

EROMITIC

iiiiiiiiiiiiiiiiiiwiiiiiiiiiiiiiiifiiim

■■ll^

Kill. No. 2

AUGUST JJ9 13

25 Cents

CURTISS MOTOR

V'^erplanck, owner of the boat, Sciid to a Detroit news-
n : "No, I'm not specially surprised. My Flying Boat
A^hat I bought it to do; what the Curtiss people told me it
; what my experience at their camp led me to think it
. So far as the trip was concerned we had no mechanical
Katever. Much of the credit for our success must be given
■tiss O-X Motor.

d perfectly."

In a Curtiss Flying Boat,

Driven by Two Curtiss

Pupils

^so^n^N i^^sjT^sily Won the

900 Mile

raising Contest

If You Fly for
Sport or Business
You Should Own
a Curtiss Motor

RTISS MOTOR COMPANY HAMVoNospm'" y

AERONAUTICS

Page 42

August, 1913

< BENOIST ^

PLANES hold (he followiug records:

World's long distance hydro record with one passenger.
World's long distance hydro record with two passengers.
American endurance record, aviator and three passengers.
Have more world's records than all other m'f'rs combined.
The first successful Tractor Biplane built in America.

T/if New

Benoift

F/v/m;

Records indicate superior efficiency.

Why not get an efficient machine

ivhile ^■'Ou are aboui it?

;; BENOIST AIR CRAFT CO.

■■i^tion 6628 DELMAR BLVD. ST. LOUIS, MO.

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Record to Date
4 hrs., 23 min.

Built of Nickel Steel and Vanadium Steel Throughout

From the

"MOTORWAGEN"

of Nov. 20. 1912
In the testing establishment
of Dr. Bendemannat Adlershof
(near Berlin), a y-cylinder Gyro
Motor was recently tested. In
a 5-hour endurance run and at
i.ooo R. P.M., an average of 45.7
H. P. was obtained. The fuel
consumed was 14.7 kg. gasoline
per hour and 3.06 kg. lubiicat-
ing oil, which is more favorable
than the Gnome motor of the
same horse-power. The weight
of the motor was 73 kg.
Send for Catalog

THE OYRO MOTOR COMPANY, 774 Girard Street, Washington, D. C.

M A G Ps A HU M

IJi 1-:^:^ LIGIITKK, lo^ STRONOER

AND OVER TEN- TIM lOS AS TOUGH
AS THE BEST ALUMINUM CAST-
INGS. WKIGHS OXE-THIKD AS
MUCH AS IKON. : : : : :

FOR CYLINDERS, PISTONS,
CRANIv CASES, SOCKETS ANL»
OTHER AEROPLANE FITTINGS

G. A. CRAYKX &, CO.

HI >K>V SSTREKT, .X.Y. C

mi:tai. ni:PT.

MORRIS R. MACHOL

HYDROS

BUILD YOUR OWN

Over 100 complete

drawings. Scale 1"

to foot; some full size

Prints 28" X 36"

ONLY COMPLETE PRINTS
EVER SOLD
AERONAUTICS. 122 East 25lh St., New York

$8.00

DON'T ^"'^ "' ""'^^

•J^i-^ *■ you are inter-
ested in a reliable, efficient
andeconomical power plant.
That is the only kind we
build. Four sizes.
Ri'asomi/>U' Prit't's

Kemp Machine Works
Muncie, Ind,

In aiisivcriiig adi'ertisemeiits please mention this magazine.

AERONA UTICS

Page 43

August. 1913

THE NEWEST

HYDRO-
PARAGON

Two, Three and Four Blades

Standard Paragons

Straight Blades

Hydro-Paragons

Curved Blades — Self-adjusting
Pitch Metal Edge

Hari1e$t and toughtsi

Quartered While Oak ^^
Exposed Portiorts ' ■

Paragon STEEL EDGE —

Perfect duplication of
■ Grain of Wood
in all klade.

Edge-grain Silver Spruce ^

Light-weight interior

Blades Curved to ntake pilch
■Self Adjusting to HtadRcsisl-

' Thin Maple slotted, into

end, of blades

^^ Transverse Dowels extending
through curved holes
edge to edge of blade

Seperate Blades Renewable
in case of accident

-- — Laminations steamed and bent
to curve of. blade before
assembling

yLargest and Strongest Patent
^ Hubs- Double and Triple ^
Laminated and Maple Plated

Twisted Paragons

Multiple and Cross-laminated

For

Chain or Gear Driven Machines

Plain Paragons- One Kind of Wood Throughout. Cheaper and Better in Every Way
than any Propeller that is not a PARAGON

Paragons Prove Themselves -Endorsed by Highest Authorities

Used on all Navy Machines

American Propeller Co., 249 e. Hamburg st., Baltimore, md.

■SS?B#-T,^..

Burgess

Flying Boat

Built for

U. S. Navy

HE BURGESS FLYING BOAT

is another record breaker. Built to comply with the strenuous requirements of
the U. S. Navy, it fulfilled its test flights and was immediately accepted. Al-
ready a number of orders have been placed by sportsmen for similar machines.
Burgess Aeroplanes and Hydro-aeroplanes aie still unexcelled. Motor equip-
ment depends entirely upon the purchaber. We recommend the Sturtevant
iTiotcjr as the most reliable American type.

We have a number of used motors and hydro-planes which we are offering at
greatly reduced prices.

Training school patronized by both the Army and Navy, under the direction of
Frank Coffyn, is located at Marblehead adjoining the works. Early application is
necessary to secure enrollment.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magaginf.

JERONA UTICS

"Page 44

August, 191 j

Are You Absolutely
Sure of your
Ignition ?

THE achievements of the
world's most notable gas en-
gine designers have been made
most effective thru their selection
of the Bosch Magneto. You are
assured perfect ignition when it's
Bosch— you take no chances.

Literature sent on request

Bosch Magneto Company

201 W. 46th STREET

NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS

Page 45

Jlugust. 1913

Developing New Ideas

By GEORGE M. DYOTT

The title of tliis talk may seem rather dull;
nevertheless, I feel sure that a great many of
us set about development work in a way that
is expensive and non-productive of results.
So, if I can lay before you in a clear and con-
cise manner the most logical method of ap-
proaching new problems the time may not be
altogether wasted.

Time and time again I have witnessed in-
dividuals vainly endeavoring to exploit some
new ideas, which, at the start, were funda-
mentally wrong. Had a little thought been
brought to bear on the subject at the outset
considerable time and money would have been
saved.

There is a right way and a wrong way of
doing everything in this world and I see no
reason why aviation should be any excep-
tion to this rule. A few years ago, when
there was very little authentic information
published concerning aeronautics, the only
method of procedure was to experiment and
collect data upon which to work ; but in these
days, when the main principles are so well
established there is no excuse for ignoring
what others have already done in the field.

Before proceeding, I ought to first define
just what I mean by a right and wrong way.
Spending money and learning nothing, or
spending time and money proving principles
which are already known to be wrong, are
wrong ways ; the right way is that one which,
for a minimum of time and money, produces
definite concrete results.

The qualities necessary for success in de-
velopment work are: good judgment and a
logical, open mind coupled with a keen ap-
preciation and respect for other people's ideas.
Prejudice is fatal to the development of sound
ideas.

The first stumbling block to avoid is ig-
norance of what is already known of the
laws of mechanics irrespective of aeronautical
ideas.

Let me illustrate the point at Tssue. A
short time ago a man asked my advice con-
cerning a pendulum stability device which he
was about to finance. The inventor had con-
structed a model and from it was suspended
a weight at the end of a cable. By a single
throw of a lever this weight could be raised
or lowered as desired. In the full sized ma-
chine, which was to be built, the pendulum
would weigh 150 to 20O pounds and had to be
raised 20 to 30 feet in two seconds. In order
to accomplish this, it would require the ex-
penditure of well over one horse power of
energy. Xo matter what merit the device had,
this one feature alone would make it worth-
less.

Before working on new ideas be sure you
are familiar with the old ones. When a prin-
ciple is once established there is no good in
proving it all over again at the expense of

* Lecture before The Aeronautical Society.

time and money. Take a few lessons from
those who have had experience and you will
learn better and quicker. Take as an ex-
ample the theory of low centre of gravity as
an aid to stability. The position of the centre
of gravity is now fairly well understood and
yet we still find individuals placing it as low
as possible: a little careful study would often
help the novice in avoiding errors of this
kind.

In carrying out new ideas it is essential that
the reasoning in support of them should be
logical, but still more important it is to see
that the premises upon which the reasoning
is based are true. The only way to be sure
of this is to be thoroughly familiar with the
subject in hand.

When I first started building machines I
considered the Bleriot type of under carriage
extremely dangerous for ground work.
Hence, instead of making my wings light
and flexible, I made them rigid and heavy.
The advantage of this was apparent when
I found my machine continually tipping
over on a wing tip. So on every occasion I
decried the Bleriot landing gear and wing
construction, pointing out the superiority of
my own ideas. All of this reasoning sounded
well enough but later on when I actually
went to the Bleriot school in France my aston-
ishment knew no bounds when I discovered
that it was almost impossible for one of their
machines to lurch over on a wing tip. The
reason was then apparent — it was the under-
carriage, which a few months previously I
told everyone was dangerous : actual experi-
ence proved it to be a marvel of ingenuity and
necessitated a considerable rearrangement of
my own ideas on the subject.

In developing a device wc often overlook
the fact that it must not only work to be suc-
cessful but it must work better than other
devices or have some point of superiority,
whether it be low cost or simplicity which
places it ahead of existing devices. As a
business proposition today it is of little use
to construct an aeroplane that merely flies —
it must fly better than others or else navigate
to better advantage. .\ tight rope walker
once conceived the idea of running a wire
from the roof of his house to the street below
and over it he effected entrance and egress.
His friends, however, still continued to use
the staircase as it required less agility and
was more reliable. This same line of reason-
ing applies to the development of aeronautical
apparatus.

Some experimenters make originality the
kevnote of their designs: originality should
not be overlooked, yet to strive for it to the
exclusion of everything else is decidedly bad
practice. I once saw a machine equipped with
a verv original shock absorbing device. Its
weight was 35 pounds. On a Deperdussm
monoplane the shock absorbers weigh three

AERONAUTICS

Page 46

Jiugust, 1913

pounds and are just as efficient. The extra
32 pounds could have been well dispensed with
and as a whole the machine would have been
improved.

As most of you are interested in developing
complete machines rather than the appliances
let me say a few words on this subject. At
first do not depart too far from the beaten
path and be sure you know what constitutes a
good flying machine before starting to build
one. Without doubt, the money spent in
going to a standard first class school is well
invested ; the pupil becomes familiar with the
feel of the air and if under good instructors
will learn principles of flight which he never
can learn from books. When once he has
passed his license tests, experience in flying
other standard types of machines will prove
interesting and valuable if development work
is to be undertaken. The broader one is
experienced the better is one able to judge
the relative merits of different ideas.

Avoid many variable or unknown quantities
wherever possible. The combination of un-
known motor, propeller, machine and operator
makes it exceedingly difficult to arrive at facts.
If, for example, you wish to try a certain pro-
peller, do so on a machine with which you
are familiar and with an engine whose char-
acteristics are well known; then, if the per-
formance of the aeroplane as a whole is im-
proved, it must be due to the propeller,
providing that no other changes have been
made. By such a process of elimination really
interesting data can be procured.

I know a man who spent the entire summer
building a machine in which he mounted a new
motor with a propeller of an uncertain de-
sign. Everything about the machine was novel
and when it refused to fly he never knew to
what to attribute the failure. It is a de-
plorable fact that there are so many cases of
a similar nature on record as such methods
hinder rather than advance the cause of avia-
tion.

SUBSEQUENT DEVELOPMENT.

I look for subsequent development of the
aeroplane to take place along standard lines
just the same way that the automobile or
other industries have developed along paths
which were more or less defined at the start.
Evolution is always slow and new ideas never
supplant old ones over night so that I do not
expect anything very startling for some time
to come. The helicopter, which is the dream
of many inventors, will undoubtedly come
with increased knowledge of aerial appliances,
but I feel that it will be through a perfection
of the present aeroplane rather than a new
discovery relating to helicopters. Witness the
extraordinary manner in which some of the
modern machines climb and then compare
the slow rate of ascents years ago. It cer-
tainly looks as if the logical outcome were
to be a vertical rise with all facilities for
moving in any horizontal direction.

As to automatic stability, here, again, we
are logically forced to the conclusion that it
is but a matter of time when it will be an
actual fact ; nevertheless, we must not over-
look the fact that great advancement has

been made along this line, particularly with
wings which might be termed inherently
stable. As it is impossible to design an auto-
matic machine to do a piece of work until
we can first do it manually, so, likewise, is it
impossible for us to automatically control an
aeroplane until we can do so first by hand
under all conditions. It will probably be some
time before we can thoroughly understand
all the conditions which exist in the vast ex-
panse of atmosphere which surrounds us.
THE FUTURE OF THE AEROPLANE.
One word as to the future of the aeroplane.
Does it, in its present state, look like a com-
mercial article? Fortunately for myself, I am
one of those who is absolutely convinced that
it has a future, and a great one. Admitting
its many shortcomings and its present limita-
tions, I still see a vast field of usefulness
spreading out before me. Not as a weapon
of war so much as a vehicle of peace. Granted
that in the former capacity it will find wide
application, but it is in the cause of peace
where it will evidently play its greatest part.
To send a thousand tons of coal to Albany
one would naturally resort to river trans-
port, a ton of valuable merchandise would
go by freight train and an individual by
express passenger service. In each successive
step, the cost of transport increases and does
so in certain proportion to the speed of travel.
Had I to be in Albany at 3 P. M. and it was
now 2.30 P. M. the air route would be em-
ployed if possible; did it take an aeroplane
the same time as it did a steam train there
would be no occasion to develop aerial trans-
port, but if the latter offers a speed of transit
hitherto unattainable by other means then
there will be a demand for it irrespective of
the cost. In other words, high speed travel
is an essential feature of this age and genera-
tion, and anything which brings about this end
is indispensable to civilization.

In conclusion I might say that the fore-
going remarks apply to the development of
ideas rather than the research work in
unknown fields. Those engaged in research
must always deal with the unknown and al-
low their imagination full play as it is only
by tearing onesself away from the beaten
path and preconceived ideas that new theories
can be postulated. Work of this kind is al-
ways tedious and costly and those who engage
in it simply blaze the trail for the more prac-
tical man to come in and pass judgment on
the theories which have been evolved.

A man in Long Beach, Cal., "refused" the
magazine at the post office after accepting it
for a year after his subscription expired.
Not receiving reply to notification of expira-
tion, or to letters requesting payment, pre-
sumption was that the subscriber wished the
magazine continued. However, he takes this
round-about way of notification rather than
come forward and say he cannot pay for the
numbers he has had, or advise us on notifica-
tion of expiration that he doesn't wish to
continue. This is a cheap and underhanded
way of obtaining a subscription for nothing.

AERONAUTICS

Page 47

Jlugust, 1913

Technical Talks

By the Technical Editor

Resistance of Solids and Wind Deflection

In my last talk I said that by initiating an
nward deflection at the stern of a blunt
•nded body, the resistance of that portion
:ould be diminished. This is illustrated by
■xperiments of the National Physical Labo-
atory, made in water, on the model of a
lirigible having a stern removable in sec-
ions. It was found that a portion having a
liameter equal to four-fifths of the major
ection could be removed, without materially
ncreasing the resistance. Tests with colored
vater showed that the portion truncated was
■eplaced by a conical zone of dead water.
The sloping sides of the truncated stern caused
he fluid streams to converge as shown in

r^Lg..

In connection with the subject of wind de-
flection, Dr. Cousin and M. Gingon have, in
the Technique Aeronautique of Feb. i, an
article on the determinism of the form on the
flight and speed of the bird. They quote from
]\Iouillard the statement : "there are probably
forms which give a counterpressure superior
to the pressure" ; meaning, thereby, that such
a body, once started, would experience a
resultant pressure forcing it forward. This
is obviously absurd.

It is possible, however, to have a body on
which the counter-pressure would equal the
pressure ; in which case only frictional re-
sistance would remain.

I shall not attempt here to abstract this
article, but shall give only the most salient
points of the theory. Fig. 2 shows an out-

r±g.a

line of a bird, seen from above, showing
direction of air streams. It is seen that the
bird's head forms a wind deflector shielding
the front of the body from pressure, and

deflecting the air streams in such a way that
their convergence produces a pressure on the
after-body.

These investigators point out that :
(i) There is an inverse ratio between the
size of the head and the length of the neck.

(2) There is a direct ratio between the
length of the neck and the major transverse
diameter of the body.

(3) There is, therefore, a direct ratio be-
tween the size of the head and the diameter
of the bod}-.

The head and fore part of the body form
a cone of penetration ; and the after-body, a
cone of utilization ; the relation between these
two cones being such, that the air streams
deflected by the head shall return to produce
a pressure on the whole after cone, and shall
not return too soon or too late. Hence the
accessary relation between the size and shape
of the beak, head, neck and bodv.

-^ K

Tdt

Similarly, in Fig. 3, we have a side view of
the bird showing that here the air streams
deflected downward return to produce pres-
sure (lift) on the under side of the after
body; while those deflected upward produce
a rari faction (lift) over the whole upper
surface.

The authors go much further with their
theory, showing how the direction of the air
streams may be controlled by the lengthening
of the neck and binding of the wings; besides,
much more. But at present the important
questions are :

(i) Does the bird's head act as a wind
deflector, reducing the resistance of the body
to forward motion ; and,

(2) Can the air streams be deflected so as
to converge on the after-body annulling the
rarifaction generally occurring over that area?

As soon as I have opportunity I shall in-
vestigate these questions, using my wind-
tunnel. M. B. Sellers.

AERONA UTICS

Ntv/ Burgess Flying Boat

On July 19 the flying boat ])uilt for R. J.
Collier and powered with a 220 H. P. Anzani
motor was taken up by Frank Cofifyn for the
first time. It proved wonderfully fast on the
water. After two short runs Cofifyn took it
a few feet into the air. He found that the
speed far exceeded that which he had an-
ticipated. It developed well over 75 miles
per hour. This is especially surprising on
account of the very large extra weight car-
ried, the power plant complete weighing 968
pounds. On account of the difficulties in
starting the motor by hand with a reducing
gear a Hartford self-starter was installed and
it is very pretty indeed to see Cofifyn along-
side the wharf press a button, when the
Anzani motor immediately jumps into action
and the big double propellers create a hurri-
cane that well nigh sweeps one off his feet if
he happens to be behind it.

On account of the very high speed and m-
creased weight over the estimated weight,
wing extensions were added to make the
machine more easj' to operate.

Late in the spring Collier placed an order
with the Burgess Company and Curtis for
a flying boat, and at the same time purchased
a 220 H. P. 20-cylinder Anzani motor from
the Anzani Company in France. It was speci-
fied that the flying boat should make a speed
of at least 75 miles per hour, should carry a
fuel capacity of about 4 hours flying and carry

one or two passengers. Cofifyn has taken
contract to fly it for him.

It will be noticed from the plans that th
upper plane alone warps, the lower plane
being rigid and are separated by a single lin
of steel struts. This is a distinct departur
in American design which gives a greate
efficiency by a marked reduction of the hea
resistance.

Each wing is built up on a tubular steel spa
3^ inches in diameter and with the tube stet
vertical struts separating the main planes, th
main cell is practically a steel skeleton,
wood entering edge (hollowed out for light
ness) and a wood stringer parallel to th
wing spar serve to maintain the spacing o
the ribs, which are of wood, placed ever
twelve inches apart.

The upper surface is fitted with 5 foot ex
tensions and has a span of 41 feet 4J/2 inches
As the drawings show, it is made up in 4 sec
tions. The lower plane measures 33 feet 4]
inches in span.

The 20-cylinder motor, with its cylinder
arranged radially in staggered rows, drives
four-bladed propeller direct through an exten
sion of the crank-shaft, supported on ball
bearings upon a tubular steel standard buil
up from the hull. In this latest design it ha
been possible to get the center of thrust ver;
near the center of resistance.

{Conti7iued on page 61)

ERONA UTICS

Page 49

August, 1913

Burgess 220 H.P. Flying Boat

AERONAUTICS

Page 50

Jugust, 1911

The Grant Monoplane

With Changeable Angle of Incidence

Mr. R. R. Grant, of Norfolk, Va., following
out the same line of experiments made with
his former machine at the old Jamestown Ex-
position grounds, has just finished a new
tandem monoplane, a hydroaeroplane of the
catamaran type, which, while embodying the
same general principles of the old machine,
has some interesting new features, one of
which is a device whereby the angle of in-
cidence is changed while in flight.

To accomplish this, a double movement,
which maintains a constant lifting centre and
adjusts the proper ratio between the forward
and rear surface, is provided. The operator
turns a small wheel located between the double
seats when changing or adjusting for the
proper angle.

Further, the surfaces are full Cissoid of
Diodes form, this form having been adopted
on account of its high efficiency and that for
all change in angle the C. of P. movement
travels at a constant ratio, /. e.. within reason-
able angles of flight. With this curve a very
much increased inherent stability has been
obtained and, further, it functions perfectly
with the tandem system, i. c. the C. of P.
variations are always in a corrective direction,
thereby assisting in making the machine auto-
matically stable.

From many experiments with the old ma-

chine in flight Mr. Grant found that the good
effects of the negative angle in the rear plane
of the tandem system is destroyed liy the
improper placement of the C. of G. These
two physical elements being the secret of
longitudinal stability and when coupled with
the best form of surface the longitudinal
stability can be considered as nearly perfect.
In the old machine after these features
were incorporated the longitudinal stability
could always be depended upon, and in no
instance did it ever fail though many severe
tests were made. A very fine technical de-
scription of the inherent longitudinal stability
feature of the tandem system will be found in
Captain W. Irving Chambers' article in •
AERONAUTICS for February, this year.'
Capt. Chambers states that the theory or ob-
ject of the tandem system (referring to the
Drzewiecki machine) is, "to so adjust the
plane surface that when exterior perturbing
forces disturb the equilibrium a dynamic
couple is born which restores the equilibrium
immediately and automatically." The same
physical results take place in the tandem
system with the small plane in the rear, pro-
vided, the C. of G. is properly placed, the
centre of gravity must at all times become the
axis centre around which the lifting and drift
pressures converge, for in this type of ma-

AERONA UTICS

Page 5 1

ylugust, 1913

^^Y **A1II^@ STALLS

AERONAUTICS

Page 52

ylugust, 1913

chine no inertia pressures are necessary, for.
as Capt. Chambers puts it, it is "Aerostable,"
i. e.. all corrections being the secondary result
of the perturbating forces themselves. At the
conclusion of three years' experiment in the
field Mr. Grant corroborates the laboratory
results of M. Eiffel on the tandem system
but brings out the fact that whereas by a
properly designed tandem system, longitudinal
stability can be made practicly perfect and,
therefore, lateral stability will be greatly in-
creased, nevertheless, a perfect lateral sys-
tem is necessary and he has developed one
embodying the same inherent or automatic
feature as the longitudinal, a system depend-
ing upon the secondary effect of the perturb-
ing forces to bring about the necessary cor-
rections. A full description of his lateral
system will be found in AERONAUTICS of.
August, 1912.

The new machine's dimensions are : spread,
42 feet ; length, over all, 41 feet ; physical
length, 32 feet : each main wing, 16 feet by
92 inches chord ; camber, top, 6 inches, bot-
tom T,y2 inches ; mean curvature, Cissoid of
Diodes, or the curve giving the duplication
of the cube; the surfaces are pivoted 11
inches back from the entering edge, the axis
consisting of a i-}4 inch Shelby steel tube of
18 gauge which runs the entire length of the
plane. All supports and stays converge along
this axis centre. This scheme of support is
so rigid that the machine can be lifted by
the outer tip of the surface, although it weighs
1600 pounds.

The power plant consists of a 100 H. P.
Emerson 2 cycle engine, which has lieen
thoroughly rebuilt by Mr. Grant. This en-
gine was used and its many defects located in
the first machine and will be used during the
tests of the present machine. The engine
swings a 9.33 diameter, 6 feet pitch propeller
of Mr. Grant's own make. The engine, if it
proves satisfactory, will be equipped with a
Delco starting system with a special Exide
battery. The starting outfit weighs 160
pounds, and is all ready to be installed as soon
as the engine has proven satisfactory, other-
wise a new engine will be installed.

The El Arco radiator is placed in front of
the operator, the operator's car being arranged
automobile style. This arrangement has been
adopted to centre the weight as much as
possible, as well as to form a windshield and
supply warm air to the occupants. The air

can be defiected, if desired, by a shield for-
ward of the seats.

The elevator and rudders have the same
surface area, 30 square feet, and there is
also 30 square feet in the damper wall ; the
damper wall can be adjusted for use with
and without pontoons, as the machine is con-
vertible.

The wing framework is constructed, of
white ash and Shelby steel tubing, covered
with Goodrich Alumina cloth. The front
lateral spar is of ash i inch by i inch, and
the rear is a tube lJ4 inches by lyi inches,
II inches from front edge. Ribs are solid
web I beam section glued and brass screwed,
made of bass wood. For the rear 2 feet there
is no web and the rib is flexible. A ^ inch
brass tube forms the rear edge.

The control system is of the Curtiss prin-
ciple, constructed of aluminum and brass
tubing. The control wires are run in dupli-
cate on both sides of the machine through the
longitudinal steel tubes, and so arranged that
one entire side may break without in the least
affecting the control.

The surfaces are rigidly supported to the
strut member and, while lateral equilibrium is
controlled by the forward plane by a differ-
ential change in the angle of incidence, wdiich
works normally automatic, no warping or
change in form of surface is made. The
forward surface is normally 2 degrees higher
than the rear, Init ratio changes with angle of
incidence.

The construction of this machine has been
carefully calculated and all stresses and strains
taken into consideration along the same line
as if it were a bridge and a factor of safety
of 50 to I has been obtained. All stays and
guys are of Swedish steel wire and sockets
and clips of steel. Total area of machine,
364 square feet.

The floats are of catamaran type, each 2
feet wide, 21 feet long. For the forward 9
feet the sides are parallel but from this point
converge to a point at the stern. For the
forward 9 feet the bottom slopes at an angle
of 4 degrees to a depth of 13 inches, sloping
up again aft at a reverse angle of 3 degrees.
The decking of the float is crowned to a
height of 3 inches and the bottom is curved
transversely with a 2 inch camber. Each
pontoon is divided into five water-tight com-
partments.

BOOKS RECEIVED

ALL THE WORLD'S AIRCR.\FT 1913, by Fred
T. Jane. Fifth issue of this book, a large cloth
volume, which contains a list of the principal types
of dirigibles and aeroplanes in all countries, with
scale drawings and short table of dimensions and
details with each: a section devoted to historical
aeroplanes of the last six years; a department giving
illustrations and details of all the world's engines:
and, finallv. an aeronautical "Who's Who" and di-
rectory. Published by Sampson Low, Marston & Co.,
Overy House, 100 Southwark St., London, S. E.

METEOROLOGISCHE AUSBILDUNG DES
FLIEGERS, by Dr. Franz Linke. Cloth, 8vo.,
70 pp., with 30 text illustrations, colored wenther

charts and tables. Tublished at Mk. 1.70. by R.
Oldenbourg, Munchen, Germany.

DIE WAHRHEIT LENDER DEN STAND DER
LLIFTSCHIFFAHRT. 1913. by Victor Silberer, pub-
lished by N'erlag der Allgemeinen Sport-Zeitung.
\'ienna, Austria.

CAUSERIES TECHNIQUES, SANS FOR-
MULES, SUR L'AEROPLANE, by Captaine du
Genie Duchene, published by Librairie Aeronautique,
40 Rue de Seine, Paris, at 6 francs. 8vo., paper,
258 pp., with figures and charts, etc. Chapters in-
clude. Speed, Power, Propellers, Longitudinal Sta-
bility, Transverse Stability, Turning, Effects of
Wind, etc. The Eiffel and other tables are given and
attempt has been made to treat of aerodynamics in
simple language. In French.

AERONA UTICS

Page 53

August, 1913

New Curtiss for Navy

The latest Curtiss flying lioat, "U. S. N.
C2," for the United States Xavy completed
its official tests on August 14 under the ob-
servation of Captain W. Irving Chambers,
U. S. X.. Lieut. H. C. Richardson, Naval
Constructor, U. S. X., and Lieut. P. N. L.
Bellinger, U. S. X. Most of the tests were
made by moonlight the night before. This
was done because the specifications demanded
calm weather for certain trials.

In addition to an unusual equipment of
instruments, about 300 pounds of oil and
gasoline, the flying boat made the trial flights
with a load of approximately 700 pounds.
With this load an average of ten flights with
and against the wind showed a mean speed of
a fraction less than 60 miles per hour. Slow-
speed tests with the same load showed a mean
of less than 50 miles per hour. Unofficially
the same machine has shown a slow speed of
less than 45 miles per hour, but the air was
"bumpy" during the tests and it was not con-
sidered advisable to slow the flying boat to
the limit. The gliding test proved a surprise,
for with motor stopped at an altitude of four
hundred feet the boat glided 2,800 feet before
touching the water, and then was brought
down purposely to avoid landing on the shore.
With the load carried a gliding angle of not
more than five to one had been expected.

Compared with the Curtiss flying boats the
Xavy has used during the past year the new
machine seems very large. The hull has an
extreme width of 50 inches, a depth of 46
inches, and a total weight of 500 pounds.
Full}' loaded for the tests the machine weighed
approximatel}' 2400 pounds.

"C-2'" is a decided Vee-liottom, and her
step is a deep Vee-shaped notch, the boat
riding on the extremities of the branches of
the V when at speed. Her sides are built up
solid to the coaming and have a decided flare,
so that her flotation increases with the load
imposed. Instead of the collapsible windshield
used on the earlier craft the sloping bow of
the new boat is built up strongly and is solid
except for the hinged panel in the centre

which turns forward to form a gang-plank
over the bow. Looked at from the bow the
hull suggests a wedge, the resistance of which
increases almost evenly on all four sides.

The equipment of the hull of "C-2" is very
complete. Behind the seats in the hull is
located a 40 gallon fuel tank, in addition to
the tanks direct-connected with the power
plant. At present it also has a gyroscopic
stabilizer which operates both lateral and
longitudinal controls. The instrument board
is especially compact and shows at a glance
conditions affecting every part of the ma-
chine. An air-pressure speed gauge shows
very accurately the speed of the machine in
still air or traveling across the wind. A
shaft-speed indicator shows engine speeds
at all times. An angle indicator, a barometer,
an anemometer, a gasoline gauge, and a
clock, are on the same board.

Above the hull are minor changes. The
wings are built up one piece, with very sub-
stantial frames, with a spread of 39 feet for
the upper plane, and 30 feet for the lower
one. The chord is 66 inches and the gap 66
inches. They are covered with the toughest
of unbleached linen, coated with some new
"dope" which waterproofs them and at the
same time renders them nearly transparent.
The tail structure remains practically un-
changed.

The power plant includes a rebuilt Model
O Curtiss motor with Model 0-X valve action,
— practically an 0-X complete, and developing
90-100 H. P.

From Chicago — "Enslirouded in smoke 4,000 feet
in the air almost directly above the loop district, W.
C. Robinson, a Chicago aviator, yesterday fought a
desperate battle against death when a fuse blew out
en his engine and flames ignited the wings of his
monoplane. The aviator finally succeeded in quench-
ing the fire with a small hand extinguisher which
he carried on the machine and reached the aviation
field at Cicero safely.

"i^cores of members of the Aero Club of Illinois,
watched the battle tlirough field glasses."

AERONA UTICS

Page 54

August, 1913

A Comparison of Wind Tunnels

BY M. B. SELLERS

M. Raihouchinski, in the Bulletin of the
Aerodynamic Laboratory of Koutchino, Part
IV, gives an account of experiments to de-
termine the comparative value of various
types of wind tunnel.

A model of the Eiffel tunnel was made
having a trunk or nozzle 60 cm. in diameter ;
this was compared with the Koutchino tunnel,
with reference to the variation in air speed
and pressure due to the variation in size of
the bodies under experiment.

For this purpose discs of different sizes
were mounted on the balance normal to the
current. The air speed in the Eiffel tunnel
was measured in the nozzle. Taking for com-
parison the ratio of the diameter of the disc
to that of the tunnel, it was found that the
air speed in both tunnels diminished with
increasing size of discs, but for discs of
small diameter ratio, the variation was less
for the Koutchino tunnel.

The unit pressure on a disc decreased with
increasing size, in the Eiffel tunnel ; whereas
in the Koutchino tunnel, it increased.

But, for small discs, the variation in the
Koutchino tunnel was very small, while in
the Eiffel tunnel it was much greater.

Therefore, so long as the dimensions of
the objects of experiment are kept within
proper limits, the variations in air speed and
unit pressure are small in the Koutchino tun-
nel, and M. Raibouchinski concludes that it
is superior to the Eiffel tunnel for that
reason.

The pressure in the Eiffel tunnel decreases
because the cylinder of air is expanded by
the obstruction offered by the disc, its velocity
diminished and the rarifaction on back of
disc reduced. In the Koutchino tunnel it is
iiiercasvd because the obstruction causes a

local increase of air speed increasing the
rarifaction on the back of the disc. The
Rateau and similar tunnels are open to the
same objection as the Eiff'el tunnel, but in
a greater degree.

M. Eiffel and ]\I. Flopp have recently
found, for square plates, a maximum pres-
sure, very pronounced near 40 degrees in-
clination, while observations made before 1910,
by a number of investigators, showed no
similar condition. M. Rateau, Prof. Prandtl
and Prof. Mallock have found that between
30 degrees and 40 degrees inclination of a
plate, the pressure was subject to more or
less rapid fluctuations, and they attributed
this to different types of eddies formed be-
hind the plate.

M. Raibouchinski, with his large tunnel,
found no greater fluctuation between 30 de-
grees and 40 degrees than at other angles ;
and no similar maximum at 40 degrees. In
order, therefore, to determine if possible
the reason for the difference, he constructed
a small Prandtl tunnel (which is a closed
circuit tunnel ) 60 by 60 cm. ; and in order
to produce less interference with the air flow
around the plate, the rod. which usually
supports the plate at its edge, was bent
around so as to support the plate at its
middle. With this support the same pressure
fluctuations and maximum were found, as
described by Prof. Prandtl, but with the
usual support they were not found. On re-
moving all the return portion of the Prandtl
tunnel these conditions were not found with
either support.

M. Raibouchinski concludes that the current
in the Prandtl tunnel is steadier, and con-
sequently the eddies or vortices are longer
preserved, thus provoking the rapid rise in
pressure at the critical angle.

BOOKS RECEIVED

MECHANISCHE GRUNDLAGEN DES FLUG-
ZEUGBAUES, by A. Baumann. Published in two
parts by R. Oldenbourg, Gluckstiasse 8, Munchen,
Germany. Fully illustrated with drawings and
tables. Each part sells at 4 Mk. — Das vorstehend
angegebene Werk stellt einen Niederschlag nicht nur
der theoretischen, sondern audi der praktischen
Arbeit des Verfassers auf dem vorliegenden Gebiete
dar. Es behandelt, ohne auf irgendwelche speziellen
Konstruktionen naher einzugehen, diejenigen Fragen
und mechanischen Probleme, welch fijr alle Flugzeug
gattungen von gleich groser Bedeutung sind. Um
das \'erstandnis und die Verarbeitung des Stoffes zu
erleichtern, wird der Leser, von den denkbar
cinfachsten Fallen ausgehend, schrittweise mit den
komplizierten Problemen vertraut gemacht. Es
werden so nach und nach alle Fragen behandelt, die
fiir die Berechnung und den Bau von Flugzeugen
von Wichtigkeit sind und gleichzeitig der Grund
gelegt fiir das Verstandnis des noch folgenden
Bandes. der sich mit den Stabilitatsfragen befassen
wird. Nach einer kurzen allgemein gehaltenen Be-
sprechung des Luftwiderstandgesetzes gibt der \'er-
fasser ncue, mit seinen Versuchen und praktischen
Ergebnissen iibereinstimmende, einfache Formeln.
auf Grund deren die Berechnung des Auf- und
Riicktriebes von Tragflachen ermoglicht wird.

BAU UND BETRIEB VON PRALL-LUFT-
SCHIFFE. Part II, by Richard Basenach, 11" pp.,
cloth, with 80 illustrations. Published at 3 Mk. each
part by R. Oldenbourg, Munchen, Germany.

THE GAS ENGINE HANDBOOK, by E. W.

Roberts, M. E., seventh edition, rewritten and en-
larged. Pocket size, flexible leather binding, 313 pp.
freely illustrated; published by Gas Engine Publishing
Co., Cincinnati, O., at $2. The book has been
written as an epitome of gas engine practice and as
a handy book of reference. All the matter is
simply written and no one could be said to be an
expert on gas engines without having the knowledge
sold in this book. All knowledge must be bought
somehow. There is a chapter on the design of
aeroplane motors in which there is given a few simple
rules for the design of engines of the light weight
required in this service. The chapter deals with an
up-to-date subject in a concise manner. While the
author does not go into minute details on this subject
as much as might be desired, it is touched upon in
the chajiters on the design of details.

:\IODEL FYING MACHINES, by A. P. Morgan.
Paper, 16mo., 70 pp., fully illustrated. Published liy
Cole & Morgan, Newark, N. J., at 25 cents. A hami-
hook on model flying machines, with full instructions
as to making, scale drawings of various models, etc.
Indispensable to the novice.

ZRONA UTICS

Page 55

August, 1913

New Developments in Aeronautics

IT WAS FLY TIME

An aviator flew into

A garden where he found

A pretty maiden, bashful, too —

And so — he "stuck around !"

Indeed, this flyer chap pursued
His wooing with a vim,
For this coy maiden whom he wooed
Had made a hit with him.

And so he formed a plan to gain
This maiden, oh, so shy ;
Said he : "Let's take my aeroplane
And spoon up in the sky !'"

The maid demurely hung her head ;
A plan she also had :
Til tell you what let's do instead —
Let's go and see my dad.

My daddy always loves to meet
You chaps who aviate ;
You see, he has a special treat
He likes to demonstrate.

For daddy now and then invents.
The latest thing he's done
Is what he calls the 'Home Defence
Electric Airship Gun.'

You see, they live when they go up :
\\'hen thev come down — thev're dead !

And, -'"

The flyer chap had fled !

"And did'your caller fly, my dear?"
Asked father, with a whoop ;
And (laughter answered with a cheer :

"You bet ! He flew the coop !"

H.\ZEN CONKLIN.

LATEST GERMAN WRIGHT

^ new, much improved, military aeroplane
the Wright type has now been produced

the German army. The new flying ma-
ne, in contrast with the old model, which
ried only two people, provides room for
ir and, if necessary, five persons. For this
■pose the machine has been fitted with a
my fuselage, which ofifers a comfort and
tection against the wind. Windows have
n built in the floor, through which the
)t may see downward or throw projectiles,
carrying capacity of about 400 kg. (880
) and superior climbing ability have been
lined. The construction of the supporting
nes is in the main the same as in the nor-
1 Wright machine. The steering gear has
n arranged according to the regulations of

army board ; consequently, pilots used to
er types will have no particular difficulty
steering this new Wright type.

The measurements of the machine are as
follows: The span of the main planes is
13.5 m. (44 ft., 4 in.) from tip to tip, the
planes are 1.8 m. (5 ft., 11 ins.). The area
of supporting surface is 42 sq. meters (ap-
prox., 463 sq. ft.). The distance between
planes is 1.6 m. (5 ft., 3 in.). Length from
front to rear is only 9.65 m. (31 ft., 8 in.).
The motor develops 100 H. P. at 1,350 revo-
lutions. A specially constructed transmission
reduces the revolutions of the propellers,
which are 2.6 m. (8 ft., 6 in.) long, to 810 as
compared to the revolutions of the motor.

In this way the macliine attains a speed of
about 90 kilos, (approx. 56 miles) an hour.
Its weight is 750 kg. (1,635 lbs.), the carry-
ing capacity, including fuel, etc., 400 kg. (882
lbs.). The machine fully loaded needs, for
starting or landing, a space of only 60 to 80
meters (197 to 262 ft.) in length.

HALL-SCOTT ENGINE TEST

Besides testing the new 100 H. P. Hall-Scott
motor on a dynamometer, it was put on a test
stand under propeller load and it gave a pitch
speed of 10,500 feet per minute with a 7 foot
pitch propeller. The thrust \vas 550 lbs. This
shows a low thrust but is explained by the
fact that a high pitch blade was used, being
cut down until the required R. P. M. were
obtained. This would show an estimated
horsepower of 175, which is incorrect as the
same engine tested on a dynamometer gave 120
H. P. at the same R. P. M. This is stated by
R. S. Scott, of the company, to prove that
horsepower cannot be correctly estimated by
using the formula pitch speed x R. P. M. x
thrust, divided by 33.000.

AERONAUTICS

Page 56

August, 191

NAVY TRIES STANDARD CONTROL

The U. S. Navy will be the first military,
or civil body in the world to adopt a standard
method of control. The necessity for this
has previously been announced in this maga-
zine. ,

A temporary conclusion has been arrived at
by theoretical analysis, and Captain Chambers
intends to put this in each of a Wright and
Curtiss machine in one seat but hooked up
to the old control so that either aviator can
work it.

This will be tested, as well as all other
systems and modifications on a land machine
that is being rigged up, whereby each aviator
can be tried with each system and the fatigue,
smoothness and all other results can be re-
corded chronographically and compared. The
final result will be fitted in all machines on
one side of the double system and when all
aviators are proficient the old controls will
be replaced entirely. The aviators themselves
are at last stirred up to desiring the change,
but, of course, are not unanimous as to rec-
ommendations.

HEAVY DUTY CURTISS WHEEL

A new wheel for heavy duty has been
marketed by Curtiss. There are io8 spokes
II gauge, set in a double row on the inside
and in a single row on the outside ; the rim is
of pressed steel, swedge countersunk for

nipples ; steel hub offset 2 inches, screw dust
cap; shaft diameter i inch, adjustable cones
on shaft held by lock washers and nut. Size
20 inches by 4 inches, straight clincher ; weight,
with tire and inner tube, 17 pounds.

WILSON STABILITY DEVICE

After patenting in many countries an auto-
matic lateral stability device, John W. Wilson
announces the marketing of it in the adver-

tising pages of this issue. Referring to th
system, Mr. Wilson states :

"My device and its method of applicatio
is absolutely new, and has never, to
knowledge, been attempted by any builder
flying machines of any type, and constitute
in my opinion, the first step towards re;
flight, as I hope to be able to show by son
of my more recent applications for patent
I have long realized that an aeroplane, lit
a bird, is an effect, a single track vehicl
calling for absolute alignment, and that ;
no time should the centre of pressure be s
altered as to constitute a drag for the purpos
of restoring lateral balance. It is well know
that the systems of ailerons and wing warpir
are both ineffective unless the aeroplane mail
tains a forward motion, and once stalled :
the air, there is always grave danger th;
the aeroplane may never again be righte^
My device, depending upon no drag of an
kind, allows of an instant change of suppo
by the turning of the entire supporting plan
the banking side of the plane moving on 2
axis oblique to the perpendicular forward, u]
ward and inward, while the opposite side movi
backward, downward and inward, and at tl
same time the weight-carrying body havir
thus been thrown out of line, automatical
adjusts itself back into line. This rearrang
ment of the four incidences — support, pre
sure, gravity and thrust, — is accomplisht
without the use of either vertical or horizont
rudders, without either ailerons or wing war
ing, without changing the centre of pressu
or slacking speed, a combination of advaii
tages which also allows of slower speed lan^j
ings, owing to the instant readjustment of tl
centre of support, and aids in reducing tl
dangers of aeroplaning to a minimum."

WRIGHT INCIDENCE INDICATOR

A new instrument for the use of aviators
now marketed by The Wright Company. Tl
use of an instrument showing angles of ii
cidence in the air, so that a pilot, who knov
his machine's limiting range of angles, couj
he sure of remaining within safe flying pos
tions, would save a good many lives.

On climbing, if the machine is set at tc
great an angle, the lift falls off, the drift ii
creases, and the machine first begins to sir
and then in losing headway to "stall." 1
diving, if the angle is made too small, tl
centre of pressure moves very far back, ar
the degree of safety is greatly reduced 1
its proximity to a position of down pressun
on the top of the wing; there is also th
possibility in again turning up of receiving
pressure on the under-side of the tail surfac
which would prevent the machine's recov6
ing from the dive. There are many no
who consider this the principal cause
diving accidents that have taken place.

If in climbing, diving or in normal flyir
the air currents are disturbed, rising, descent
ing or deflecting from side to side, the ang!
of the machine with the horizontal, which
registered by the ordinary gravity clinometei

:rona utics

Page 57

Jlugust, 1913

*Vilson's
Lateral
Balance

for Aeroplanes

\dvantages Over All Others

Absolutely no drag in turning.
No vertical rudders required at
any time.

Automatically rights itself later-
ally.

Centre of Support, Pressure, Grav-
ity and Thrust always in line.
Makes its own banking without
reducing speed.

Fastest and safest aeroplane in
the world.

Strain equalized, danger of buck-
ling reduced to a minimum.
Can be propelled for miles by
lateral device alone.

FULLY PROTECTED

BY PATENTS AND RIGHTS IN THE
FOLLOWING COUNTRIES

^EAT BRITAIN
ERMANY
JSSIA
JSTRIA
UNCE
LGIUM
^AIN

DRTUGAL
ALY

NORWAY

DENMARK

SWEDEN

HUNGARY

CHINA

JAPAN

CANADA

AUSTRALIA

SWITZERLAND

THE UNITED STATES

Adapted to all types of
Aeroplanes and Dirigibles

censes Granted. Correspondence Solicited

OHN W.WILSON, Patentee

COURT ST., BOSTON, MASS., U. S. A.

Now Ready

The Airman's Vade=Mecuni

"NO. 1," METEOROLOGY

By Colonel H. E. Rawson, C. B.

(Vice-President Royal Meteorological Society; Council
Aeronautical Society )

CONTENTS : Introduction and 5 Chapters on

Temperature, Pressure.Wind, and Precipitation.

Weather Forecasting. Index.

(rihtstyateci)

Price 40 Cents Net Post Free

"AERONAUTICS," 3, London Wall Buildings,
London Wall, London, E. C.

STYLES & CASH ^tS/.;tr"

Aeroplane, Motor and Accessory Catalogues
Circulars, Brochures, Bulletins, etc. :: ::

135 W. 14th STREET

NEW YORK

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the clieapor kiiid.
G.t our 40-page catalog "EVERYTHING AVIATIC"
ami a small order will toll vou wliy those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

AERONA UTICS

Page 58

August, 191

does not represent the angle of the planes
to the air. This latter, however, is the im-
portant thing to know, and, as no such in-
strument was on the market. The Wright
Company proceeded to turn out one of their
own, which has recently come into extended
use in Government service.

In ascending or descending currents, to fly
properly balanced, the machine may take an
angle quite out of proportion to the horizontal,
but with this incidence indicator, the pilot
is positive that the planes are receiving their
proper pressure, and that the centre of sup-
port has the correct relation with regard to
the centre of weight. It is safe to say that
keeping within the range of safe flying angles
would eliminate almost 80 per cent, of the
accidents.

As may be seen from the illustration, the
Wright Incidence Indicator consists of a light
air vane, which operates a pointer on a dial
by a special mechanical contrivance eliminat-
ing any gravity influence. The pointer in-
dicates at any time the angle of the chord
of the planes with respect to the air currents
through which the machine is flying, and, as
already stated, is entirely independent of
gravity in distinction to the usual clinometer,
which takes no account of ascending or de-
scending currents. The weight of this in-
strument is 2^ lbs., and the dial can be read
clearly at a distance of 10 feet. It can be
fitted to any type of biplane on a convenient
strut, and on a monoplane can readily be
fitted to one of the cabanes, or to some mem-
ber of the chassis. It sells for fifty dollars.

GERMAN ARMY SPECIFICATIONS

The Aeronautical Department of the Ger-
man Army has promulgated standard specifica-
tions applicable to all aeroplanes purchased
during 1913 for military purposes. In sub-
stance they are as follows :

German materials and products must be ex-

clusively employed in the construction of t'
aeroplanes. They must be insusceptible
weather influences and all parts must
easily interchangeable. They must be bu
so as to be readily assembled and demount'
into sections which can be easily loaded (
railway cars or road vehicles. Assemblii
must not take more than two hours nor d
mounting more than one hour nor requi
the assistance of more than five persons. Wi
a view to transportation the greatest wid
must not exceed 14.5 meters (47-6 feet) ; t
length over-all, 12 meters (39.4 feet) ; ai
the height, 3.5 meters (11.5 feet). Motors
more than 100 H. P. are not to be used exce<
with the special approval of the milita I
authorities. Other things being equal, prefer
ence will be given to machines equipped wi^
low-powered motors. It must be possible j
start the motor from the pilot's seat. 1
positive speed of at least 90 kilometers ( j
miles) an hour is required. ]\Ioreover, j
must be possible in every case to reduce tl
speed during a flight to 75 kilometers (4(1
miles) and still fly forward on a horizonll
line. Provision must be made for carryin
fuel, oil, etc., sufficient for four hour's ru (
ning. The fuel supply must be placed so i
to afford absolutely no danger to the ere i
There must be some device provided f 1
thoroughly suppressing the noise of the mote 1
A machine loaded not only with fuel, oil, et I
for four hours and with instruments ai;
tools but also with a further load of at lesi
200 kilograms (441 lbs.), in which the weigi
of the pilot and observer is included, mul
be capable of leaving the ground after a rt(
of not more than one hundred meters (3\
feet) ; of attaining within 15 minutes an al'i
tude of at least 8co meters (2625 feet) ai<
of coming to a standstill after landing d
even ground within a distance of 70 mete<
(220 feet). The machine must also be capabi
of rising from rough ground and landiii
thereon. It must further be possible to Iai<
by gliding with motor shut off from a heigl
of 500 meters (T640 feet) making eith(
right or left-hand curves. Comfortable a<
commodations must be provided for pilot at<
observer with protection from the wind. Til
body must afford sufficient room for the i)(
stallation of a bomb-throwing device, f«
the storing of bombs and for photographing
The instruments, including barometer, bam
graph, compass, tachometer and stop-watc
must be arranged so as to be readily ol'
servable. It must further be possible for tH
pilot to watch the stand of fuel and oil :i
flight. There must be easy communicatioi
between him and the observer. The steerim
apparatus must work as easily as possibU
Automatic stability is a great desideratum.

Among the "millionaire sportsmen" purchasdl
ftliat seems to be the popular title for any purchasij
of a flying boat) who are being instructed in til
operation of the new Curtiss flying boats, are Geor^
U. von Utassy of New York, William Thaw, Williai
E. Scripps of Detroit, Gerald Hanley of ProvidencJ
Barton L. Peck of Detroit, and Steve MacGordon. ]

AERONAUTICS

Page 59

August, 1913

HEATH PROPELLER PITCH METER

Spencer Heath, who makes "Paragon" pro-
pellers, carries with him wherever he goes, a
curious instrument which he made several
years ago for the purpose of measuring the
pitch of aeroplane propellers. The instrument
is a direct reading or direct recording pitch
meter. It shows the pitch of any part of a
propeller blade upon which it is laid, just
like reading the time of day from a watch.
In the manufacture of propellers it is con-
sidered indispensable for reliable work.

The main body of the instrument is an
aluminum plate about twelve inches long and
nearly half as wide. A card covering the
greater portion of the plate registers in a
groove at the bottom and at the side and is
held by a clasp. This card is marked with
vertical divisions to correspond with each
half foot of blade radius, indicating each foot
of diameter. A protractor arm, or blade, is
pivoted near the left end of the plate so that
the blade will swing upward across the card.
A spirit level carried on the pivoted end of
the blade shows when it is in a level position.

To use the instrument, the propeller is
placed with its axis vertical and the flat or
concave sides of the blades up. The blades
are chalked off in half-foot spaces from the
center out. The bottom edge of the pitch
meter is laid across the blade at one of the
chalkings. This gives the instrument the
same inclination as the angle of the propeller
blade, but the protractor arm is brought up
to the level position and a short line or prick
mark is made where its edge intersects the
corresponding division on the card. By re-
peating at various division points along the
propeller blade a series of marks or intersec-
tions is obtained, the height of which from
the base line of the instrument indicates the
exact pitch of the propeller for each division
point. Connecting these points by a smooth
line gives the pitch curve, or "graph," of the
propeller blade measured. If the blade is a
true screw of uniform pitch from hub to tip,
the "graph" will be a straight line parallel
with the base of the instrument. "Very few
blades," says Mr. Heath, "are found to pos-
sess the pitch characteristic, although some of
them apparently were so intended. In some
propellers, the Curtiss. for example, there is
a decided upward trend to the curve, showing
a rapid increase of pitch out to the tips of the
blades. In others, the Chauviere, say, the

pitch is high near the hub and rapidly dimin-
ishing towards the end and then, in most
cases, suddenly going up a little at the tip."

In the construction the graph card is made
as part of the design and the propeller built
accordingly, with the pitch at every point ex-
actly corresponding with the angle formed by
the protractor arm.

TO AVOID GAS LINE TROUBLES

Many are the aero motor stoppages caused
by a leaking gas line. If the pipe is not
chafed the trouble usually lies in a break
through vibration. Copper pipe should be
annealed by heating red hot and cooling
rapidly in cold water to make it soft and
pliable. One or two spiral turns will give the
pipe a springy action that absorbs vibrations.
The coil should lie in a horizontal plane to

^WROn.C

^IS^^yom

prevent the cuUectinn of sediment or air
locks. The bending should be done around
a pipe held in a vise. The illustration from
The Car shows the proper method of making
the coil. If the motor chokes on opening the
throttle wide but runs smoothly partially
open, the trouble is due to dirt in the car-
buretor or lint in the feed line. Disconnect
at the carburetor; if the gas flows free, look
in the carburetor.

MORE POWER-EASY STARTING

The motor starts easier and runs smoothly
at slow speed if the mixture is slightly rich.
The admission of extra air in the manifold
above the carburetor will speed up the en-
gine, produce more power and reduce likeli-
hood of carbon deposits. A hole may be
drilled in the intake pipe and threaded. Fit
a coupling in the pipe and a petcock at the
other end, or screw a petcock directly in the
manifold, after drilling out to a larger diame-
ter the hole through the petcock. A spring
pulling one way on the lever of the petcock
will keep it closed and preserve the set mix-
ture. A Bowden wire or cable to a sector at
the operator's hand will pull the petcock open
the desired amount. After starting the run,
the petcock may be opened to obtain the in-
creased engine speed. Priming may be done
through the petcock in starting the cold en-
gine. The same system may be employed for
cleaning the engine with kerosene. A rubber
tube with one end slipped over the petcock
and the other in a can of kerosene, the pet-
cock then opened, the kerosene will be rapidly
sucked up through the motor and the carbon
softened up and blown out. As the motor
slows down, shut off the cock till it picks up
again and repeat.

AERONA UTICS

"Page 60

yJugust, 1913

Sopwith Biplanes

T. O. ^[. Sopwith, whose flights in America
will be easily rememj^ered, is now one of the
foremost constructors in England. A number
of models are being putout of the tractor type
in addition to the "bat boat," and propeller
machine.

Both the land and water machines are of
the tractor type, with planes staggered. In
the 80 H. P. Gnome land machine accommo-
dation is made for two passengers to be
seated side by^ side in addition to the pilot,
all three having an excellent view. Only the
head of a person of average size protrudes
from the covered-in fuselage, ample protec-
tion being afforded in consequence. The wing
section seems to be the outcome of practical
experience on a number of machines fitted
with planes of various cambers. In normal
flight this plane-section flies the machine at an
angle of incidence of between i^ degrees and
2 degrees.

Balanced ailerons take the place of the
warping wings. Wing sections, can, it is
claimed, in consequence of the use of ailerons.
l)e built considerably stronger — not only this,
but another addition is employed to increase the
strength of the wings, in the shape of a num-
l)er of rectangular distance-pieces between the
front and rear spars at each point where the
interplane struts are attached. These relieve
the various ribs of compression strains. The
four tips of the main planes, and the outer ex-
tremities of each meml)er of the tailplanes.
consist of steel tubing. Attachment of the
fabric is effected by sewing, the "bag" thus
formed being slipped on afterwards.
.With regard to the hydro-aeroplanes, three
different types are under construction, apart
from the "bat-boat," which has temporarily
been put aside in order to permit the construc-
tion of less original types.

Two main floats fitted with spring suspen-
sion are fitted in addition to a single tail-
float. A roo H. P. Anzani drives a propeller
of approximately 9 feet diameter, covered
with thin copper to prevent splintering on the
waves. The span of the top plane is approxi-
mately 56 feet ; the floats are widely spaced,
]o feet 3 inches apart. There is, in conse-
quence, no necessity for wing-tip floats. The
main ones are mounted on inverted V-struts.
As in all the other models, balanced ailerons
are fitted, these being of considerable dimen-
sions. Current for wireless is provided by a
dynamo driven by chain from the starting-
shaft at a rotational speed of 3,400 R. P. M..
there being a metal-to-metal cone-clutch to
disengage the magneto when necessary. Pres-
sure is maintained in the petrol tanks by
means of the usual air-fan and pump. The.
plane section is the same as that employed in
the land-tractor, though the machine flies with
its main planes at an angle of incidence of
about 4 degrees.

Each float is covered with thin Holland
blind union, which is glued on and varnished.

and through which the wood can clearly be
seen. Three inspection covers are fitted, the
interior edges of the interstices for which are
padded in order to render them watertight.
The hull is built up in two % inch thick-
nesses of cedar, the first skin being diagon-
ally built up with 4 inch strips, while the
outer is composed of similar strips running
longitudinally. In addition to the outer layer of
fabric, another one is placed between the two
layers of wood. The interior is coated with
black varnish — a suitable combination of gas-
tar and naphtha.

The floats on the particular model in ques-
tion are fitted with laminated steel springs^
Four of these springs are attached to each
float, the extremities of the front one being
rigidly fastened to clips screwed onto a i
inch by i^ inch vertical strut within the hull.
The rear spring, on the other hand, is free to

AERONA UTICS

Page 6 \

August, 1913

move. The apex of the front spring is con-
nected to that of the rear by means of a
radius rod. There are, of course, two of
these — one on each side of the float. The
only result of the flattening out of the front
spring is to slide the rear one backwards, the
enormous compressive stresses which would
otherwise arise on that portion of the float
between them being, in consequence, avoided.

The bottoms of the floats are convex, with
a camber of i^ inch. The bottom consists in
part of a number of "ribbons," or minor
longitudinals. Those running along the bot-
tom of the rear half of the float are con-
tinued past the step until they die ofif where
they meet, and where they are attached to, the
ribbons from the bow. These are themselves
continued to the upright portion of the step,
on which they abut, the consequence being
that triangular girder is formed.

NEW BURGESS FLYING BOAT

(Continued from page 48.)

Gasoline and oil are supplied from tanks
above the motor, they, in turn, being tilled
from the larger tanks placed in the hull.

The hull of the new boat presents some re-
finements over the last type, though in gen-
eral its design is much like the other. A
higher free-board, however, adds to the com-
fort of the occupants when negotiating rough
water. The hull proper is 2 feet 5 inches wide
frorn the front to slightly aft of the engine
section, whence it tapers to the conventional
knife-edge supporting the vertical rudder. Its
overall length is 28 feet. The hull is built of
mahogany planking over oak frames, with
a _ number of watertight compartments dis-
tributed along its length, and is constructed
in two sections to facilitate shipment.

General specifications are as follows : Spread
of upper wing, 41 feet 4^ inches; spread of
lower wing, t^z feet aVz inches; depth of
wing, 5 feet 6 inches each ; gap, 6 feet 8j4
inches ; area supporting surface, ZIZ square
feet ; length over all, 30 feet, 6 inches ; length
of hull, 28 feet; height, 10 feet 2 inches;
power plant. Anzani motor ; total weight of
power plant, 968 pounds ; total weight, net of
machine, 2.000 pounds. Propeller, Burgess
type, 4 blade ; diameter, 8 feet each ; pitch 7
feet 9 inches.

The work on the 1913 specification Army
aeroplane has been delayed on account of
the non-receipt of the 100 H. P. Renault
motor which furnishes the power. The parts
are all manufactured and the assembly will
progress very speedily after receipt of the
motor and the armor plate.

The new steel construction and reinforced
ribs have awakened a great deal of interest
on the part of those acquainted with aero-
plane construction. There is no doubt but
that this machine represents a stronger type
of construction than anything heretofore built
in this country.

The three standard Burgess tractors or-
dered by the Signal Corps are well nigh
completed and are also awaiting delivery of
motors. The company is employing more
men than ever before.

I will never fly again. Fear has driven me
out of the skies for all time. Not fear of my
own death or the dread of bodily injury for
myself has made me give up an art which I
dearly love, but the blame and remorse for
the death of brother aviators who went crash-
ing into eternity trying to "out-Beachey
Beachey." I have quit as pacemaker for
Death. * * * i am tormented with a de-
sire to "Loop the Loop" in the air. I know
that I can do it, but I know that no one else
can do it. * * * They say I have shown
wisdom rare in a gambler, for I quit the game
when I was a winner. — Lincoln Beachey.

And they say gamblers dont "squeal!" If
a winner, why do immeasurable harm by writ-
ing rot like this for a few paltry "yellow jour-
nal" dollars?

AERONA UTICS

Page 62

Jugust, 1913

THE LANGLEY AERODYNAMICAL
LABORATORY

A concrete plan of organization and con-
duct of the Langley Aerodynamical Labora-
tory, inaugurated at a meeting of the Regents
of ' Smithsonian Institution on May i, has
been formulated by the secretary.

An advisory committee, composed of the
director of the laboratory, one member desig-
nated by the Secretary of War, one by the
Secretary of the Navy, one by the Secretary
of Agriculture and one by the Secretary of
Commerce, and others designated by Secre-
tary Walcott of Smithsonian, a total of not
more than fourteen, will advise as to the or-
ganization and work of the laboratory.

The organization, under proper regulations
and fees, may exercise its functions for the
departments of the Government and for any
individual, firm or association, provided such
department, firm, etc., defray the cost of all
material and services employed in the exer-
cise thereof.

The advisory committee comprises a chair-
man, recorder and twelve additional members,
all of whom serve for one year, elected annu-
ally about May 6, the new members to be
appointed prior to date of election.

The advisory committee is provided by
Smithsonian with suitable office headquarters,
administrative and accounting systems, library,
etc., and the laboratory has an income pro-
vided for it of $10,000 the first year and $5,000
annually for five years. The franking privi-
lege of the Postal Service is also provided.

For the exact determination of aerophysical
constants, the calibration of instruments, test-
ing of aero engines, propellers, materials,
etc., the committee has the co-operation of
the U. S. Bureau of Standards, which has
complete equipment for studying the mech-
anics of materials and structural forms; for
standardizing instruments; for testing power
and efficiency of motors. The Weather
Bureau co-operates on eveny phase of aero-
nautic meteorology and is completely equipped
for this work. The War and Navy Depart-
ments have official representatives abroad to
report periodically on every important phase
of the art; each has an assignment of officers
who design, test and operate air craft and
who determine largely the scope and char-
acter of their development ; each has ma-
chines in actual service with fields and shops.

Smithsonian Institution possesses the unique
character of a private organization with Gov-
ernmental functions and prerogatives. It can
receive appropriations directly from Con-
gress, or be recipient or custodian of private
funds, or be the recipient of material objects
representing any province of nature or any
branch of human knowledge or art.

Endowment or other funds bearing the
name of the giver will be accepted. Until
adequate appropriations have been made by
the Government the activities of the organi-
zation and committee will have to be sus-
tained largely by private resources.

SUBSIDISED FLYING

The German national aviation fund com-
mittee has decided to expend a large portion
of the fund in reliability prizes. Every Ger-
man flier on a German machine, with a
German or foreign engine, who remains an
hour in the air — -not in a competition — receives
$250, and for each further consecutive hour
another $250; if with a passenger he receives
an additional $125. This holds good from
March ist till December 12th, 1914.

The flier must be insured, must stay at an
altitude of 1,500 feet for at least fifteen min-
utes, the receipt of a prize binding the aviator
to place himself at the disposal of the
military authorities in case of war, and to
participate in a three weeks' practice.

Whoever flies more than six hours at a
stretch is entitled to a monthly sum of $500
in addition to the former sum. This income
the pilot holds until his record is beaten,
but his receipts may not exceed in any case
the sum of $2,500.

For the longest distance across country
within 24 hours, minimum not be less than
312 miles, the prizes consist of a monthly
payment of $750, not exceeding $2,250 al-
together — until such time as ♦^he winner is
beaten in similar manner. A considerable
proportion of the fund is to be expended in
insurance against accident — a well-known in-
surance company having agreed to undertake
it at a very low premium.

A SOMERSAULT IN THE AIR

A most unusual occurrence reminiscent of
Capt. Reynolds' somersault recently befel
Capt. Aubry when flying a Deperdussin for
the purpose of efifecting reconnaissance over
the region of Villerupt. "I was returning
after a 35 minute flight," he says, "facing a
wind of about 22 M. P. H. My altitude was
about 2,500 feet. At the moment of descent
a series of violent gusts struck the machine,
and on throttling-down and switching off, I
was obliged to dive in order to make the
controls effective.

"As I dipped the nose of the machine," he
continues, "a couple of quickly successive
gusts struck the top of the main planes and
placed me in a z'crtical position. While en-
deavoring to manipulate the elevator I found
the machine had taken me in a perfectly
vertical chute to less than 1,500 feet. It here
adopted a horizontal attitude upside-down and
proceeded to effect a tail-first vol-plane."

The pilot, fortunately, was able to retain
his seat. "The machine then gradually took
up the vertical position again, describing a
gigantic form of S while doing so. Flatten-
ing out. I flew to a spot about two miles
distant."

It appears that the captain then desired to
make another short flight in order to keep
away any "bad impression" that might come
to him subsequently, but his mechanic, who
had witnessed the whole affair, persuaded him
that the top cabane might have been weakened
by the strain.

Three prominent French officers certify the
truth of this statement.

AERONA UTICS

Page 63

Jugust, 1913

TESTS OF SPRUCE BEAMS

Alec Ogilvie has recently carried out some
tests with various types of white spruce which
would be used for the upper rear beam of a
biplane. In the test the load was applied as in
a Wright machine, assuming the upper plane
carries 55 per cent, of the load, or, say, 715
pounds of the 13CO pounds (exclusive of
weight of wings), and of this 58 per cent,
being carried by the rear beam in normal
flight at 42 M. P. H., which, in a machine
spreading 40 feet would mean a distributed
load of 10.3 pounds per running foot. At a
speed of 60 j\I. P. H. the rear beam is assumed
to carry 83.5 per cent, of the load, or 14.8
pounds the running foot.

pensive to make, it gave very satisfactory
results under test.

Spar No. 5 is easily made with a spindle
machine, but when tested shows up as being
rather weak laterally.

Spar No. 6 is a mild steel tube measuring
1.25 inches in outside diameter. Its section is
19 gauge ; it is solid drawn and unannealed.

The breakages were particularly interesting,
and the accompanying photographs show up
the weakness of the spars very clearly.

The method of testing is shown in the ac-
companying diagram, the wire connections be-
ing similar to those in use in Wright machines,
and it will be seen the bracing system of this
machine is identical with the guying of the
beams in the tests. Loading was done by
putting bricks in boxes hung from the beam
where the ribs would cross the spar and the
additional boxes shown represent the calcu-
lated strut thrusts.

Spar No. 3 was difficult to construct because
the glue on such a long length gets cold before
the nails can be driven in.

Spar No. 4 is of the Maurice Farman type.
Its halves are joined up with a fillet of hard
wood. It will be observed that, although ex-

i?}e

Spar No. i broke downwards as a beam in
the inner bay.* It was obviously at the point
of fracture also at the hook joint. There was
twice as much deflection in the inner as in the
outer bay.

Spar No. 2 liroke in the inner bay as a
beam. It also broke at the screw holes of the
hook fitting. This was probably because the
screw holes cut into too large a proportion of
the fibres of the spar.

Spar No. 3 showed weakness in the glued
joint. It was also weak against torsion, and
twisted at the inner hook fixing through an
angle of approximately 30 degrees just before
fracture. The fine nails used weakened the
side members, as is shown by the failure in
compression at each nail.

Spar No. 4 is undoubtedly the best spar of
the series. It failed as a beam in the inner
bay.

* "Bay"' is the portion of the beam between the
supports.

AERONA UTICS

Page 64

yJugust, 1913

Spar No. 5 is too weak sideways, and the
failure occurred in the inner bay by the lateral
collapse of the spar as a strut. This was not
altogether unexpected, as the low lateral
moment of inertia for this spar is very notice-
able. It was also apparent from the fracture
that a larger radius in the channels would
have been an improvement.

Spar No. 6 failed as a beam in the inner
bay. The objection to this spar is that it is
rather heavy.

Table 1. — Strength

2; ^ W w « W «

1 .485 1.94 .285 .558 .554 1.08 2.19 62.3 128

' .495 2.02 .558 .285 1.13 .575 2.19 104.0 210

3 .354 1.79 .577 .577 1.03 1.03 1.50 60.2 170

4 .405 1.21 .697 .672 .84 .81 1.94 90.3 223

5 .400 1.65 .697 .356 1.15 .59 1.94 83.9 210

6 .517 25.1 .0307 .0307 .77 .77 .157 69.9 135
The units for columns EI^ and EI are "millions

of pound square inches."

Table II. — Deflections
Inner Bay. | Outer Bay
Maximum deflection in inches in each span at
No. loadings in lbs. per ft. of
15.6 26.1 36.6 47.2

15.6 26.1 36.6 47.2

.30 (.70) 1

.22 2.18 i

.37 .66 .85

.94

.10 .21

.34 .50

.16 .29 .41

.52

.16 .38

.61

.35 (.53) .70

.18 .32

.50 .72

.30 .48 (.65)

.80

.13 .24

.35 .49

(.18) .30 .44

.57

.10 .24

.51 .90

(.30) .50 .67

.85

The bracket

ed deflections

; were interpolated.

GERMAN DIRIGIBLES

The best known German dirigibles are the
Zeppelin, Schtitte-Lanz, Parseval, .Sieni,ens-
Schuckert and Gross. These five types dif-
fer markedly from each other in construc-
tion. The two first have rigid balloon bodies.
Zeppelin uses aluminum and Schtitte-Lanz,
wood for the material of the frame. Both
types of construction have so far proved
good. The Zeppelin has often remained very
long aloft in test flights; thus, a short time
ago it accomplished a 36-hour voyage with-
out any accident or stop whatsoever. These
ships are built so that they can land on water
and they are, therefore, purchased by the
naval administration. The motors are very
reliable and are manufactured by a sister com-
pany of the Zeppelin shipbuilding concern
(Maybach motors). Herr Maybach was form-
erly an engineer with the Daimler (Mer-
ced'es) Motor Co. The Daimler Motor Co.,
besides Maybach, makes i.irship motors. They
are of 100 H. P. and 200 H. P. The products
are of about equal value, but it may be that
Maybach has had the greater experience with
airship motors. The other German airship
motors cannot be counted as first class.

The rigid ships manoeuver very well in the
air, but good hangars are necessary. Turn-
able hangars are the best. There is one in
Germany. The long trips made by the rigid

type are made possible principally by the
minimum gas loss which characterizes this
system. In the rigid ships the gas is not con-
tained at large in the balloon body but in bal-
loonettes, which are confined within the main
balloon body. The balloonettes are very im-
pervious to gas. Recently they have been
made out of gold beater's skin. The bal-
loonettes are furthermore surrounded by the
air inside the balloon body and by the bal-
loon covering itself, which hinder the inva-
sion of the sun's rays. It is a great advantage
of the rigid type that the outer shape of the
body cannot be altered by temperature
changes. The chief difference between the
Schiitte-Lanz and the Zeppelin airship lies in
the material of which they are built and in the
outer shape. Neither factory takes orders for
export.

The Parseval dirigibles are the most widely
used in Germany. They have the great ad-
vantage over the rigid types, that they can be
emptied anywhere and packed for transpor-
tation. The Parseval patents have been pur-
chased by the Luftfahrzueg-Gesellschaft m.
b. h. in Bitterfeld, and orders for export are
taken by the companv.

The Siemens-Schuckert airship is of very
large dimensions and possesses a high load-
carrying power. It differs from the Parseval
ship only in the details of construction. A
half-rigid dirigible exclusively for military use
is manufactured by Maj. Gross, but it has been
supplanted by the types mentioned above.

The speed of a Zeppelin airship, equipped
with a 500 H. P. engine reaches some 70
kilometers (43.5 miles) an hour. A Zeppe-
lin can carry more than 30 persons.

A subscriber wants to know why aero clubs
do not investigate fatal accidents and endeavor
to determine the causes for the general benefit
of the art. "Search us!" AERONAUTICS
has urged this but nothing has ever come
about.

I wish to say a word in regard to your
magazine while I am writing. Ever since the
early part of 1910 I have been reading your
magazine and I don't know what I would
have done in several cases without it. It has
proved a boon to me ever since the start.
I also wish to congratulate you upon the
technical work that you publish. Out here
much work is done by such articles and great
improvement has been issued therefrom. —
L. S. W., Calif.

AEROPLANE GUNS IN U. S. ARMY

.:Vccording to the Ordnance Department of the U.
S. Army, the development of special batteries of guns
for firing at aeroplanes is considered impracticable.
In the development of field artillery, however, the
carriages are now being built to provide for high
elevations which will permit of their being used
against aeroplanes if necessary. The new field gun
carriages will also permit of a greater traverse of
the gun on the carriage than formerly, which will
permit of following a fast moving target for a con-
siderable distance without moving the carriage it-
self. These changes, however, are not directly
caused by the use of aeroplanes but are the natural
improvements in field gun carriage design.

AERONA UTICS

Page 65

j^ugust, 1913

Obst Tractor No. 36

By HARRY SCHULTZ, Model Editor

The model shown in the accompanying
drawing was designed by Mr. C. V. Obst of
the Long Island Model x'Vero Club.

It is a scientifically designed tractor model
and has shown its great stability by flying in
heavy winds, as the writer can personally
testify to. Hand launched it has repeatedly
made flights of over 600 feet and when used
as a R.O.G. model has made a duration of
over 40 seconds.

The centre of gravity and centre of pres-
sure coincide while the thrust is 1% inches
above the centre of pressure. The weight of
the model complete and ready for flight is
4 ounces.

The fuselage is built up in a triangular
form and is 31 inches in length, 2 inches
wide and 2j4 inches high at the front, taper-
ing to a point at the rear, the two lower spars
being bent up at the front to join the upper
spar, as shown. The fuselage is held rigid

by a series of l>amboo braces, each 5 inches
apart. Upper spar is poplar '4 inch square,
tapering to ys inch square at the rear where
it is rounded and held loosely in a loop of
wire. By this method the whole torque of
the motor is taken up by the last 6 inches of
this spar and the whole frame is not twisted.
The lower spars are maple dowel sticks 3/16
inch diameter, planed on two sides and
tapering towards the rear. All joints are
bound and glued with Ambroid, then the
entire frame is shellaced. The main plane
is 271/^ inches in spread, with a chord of 4
inches. The centre point of the same is 2
inches in advance of the tips and the plane
has a dihedral angle of 145 degrees. The
plane is made entirely of bamboo and the
front spar of the same is bent around to
form the ends. Seven ribs are used, placed
4^4 inches apart and having a camber of
■''s inch. The plane is covered on the under-

€>^y^ ^Acicfcyv- clVcr.36'

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• 74.i-

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AERONAUTICS

Page 66

Jlugust, 1913

side with silk fibre paper treated with Am-
broid varnish. The rear plane is rectangular
in form, 13 inches by 4 inches, and is made
of bamboo, and covered and treated in the
same manner as the main plane.

The rudder is made of a single piece of
split bamboo bent to the shape shown, with
a fiat piece projecting forward for binding
the same to the frame with rubber. It mea-
sures 2j4 inches by 2^ inches and is double
surfaced with silk fibre paper and treated
with Ambroid.

The screw is 9^ inches in diameter and
12 inches pitch and a blade width of lYz
inches. It is driven by 14 strands of Y?, inch
flat rubber 27 inches long placed above the
frame and gives a thrust of 2 ounces, at
1,000 R. P. M. The propeller bearing is of
tubing and the shaft is a heavy threaded rod
with washers and nuts.

The landing gear consists of two 12 inch
bamboo skids bent up in front to protect the
propeller. The skids measure J4 inch by
1/16 inch in cross section and taper to ^8 inch
by 1/16 inch at the rear. The skids are
attached to the fuselage by four uprights as
shown. A pair of i^ inch tin wheels covered
with fibre and revolving on a steel axle are
slung from the skids by rubber bands.

The model is a fast and steady flyer and
has won many contests when the wind was
of such velocity as to prevent other tractor
models from remaining in the air.

THE BAUER PARACHUTE DROPPER
FOR MODEL AEROPLANES

The device shown in the accompanying
drawing is the idea of George Bauer, of
New York, and is a very ingenious device
for the dropping of small parachutes from
model aeroplanes while model is in free
flight. The device has been tried out many
times at Van Cortlandt Park and works ex-
cellently.

The device is applicable to model aeroplanes
with the usual "A'" frame, but with minor
modifications it may be readih- applied to any
type model. It is usually placed a few inches
in front of the centre of gravity but it may
be placed wherever desired, according to the
machine in which it is placed.

In the drawing, ff represent the two main
bars of the frame. The receptacle for the
parachute is constructed of a sheet of alumi-
num, 34 gauge, bent to a stream-line form as
shown; about a half inch of the same on
each side is bent and secured together, as
shown, to form the rear of the receptacle.
At the rear of the receptacle 2, a small brass
lug 3 is attached, this lug having a perfora-
tion 4 therein. Through this perforation 4
extends a small bolt or paper fastener, this
bolt or paper fastener holding on the bottom
5 of the receptacle very loosely so that it
can swing very easily from side to side. On
one side of the bottom 5 an upright lug 6
is formed as shown. Another lug 7 is formed
on the front of the liottom plate as shown,

this lug being provided with a small perfora-
tion. The receptacle is secured to the frame
of the model by being attached to the two
bamboo braces ],i as shown.

Attached to the frame in the position shown
is a small wire hook 15, and running from
this hook to a hook 13 is a small rubber
band 14, this rubber band being stretched
when placed upon the hooks, the object being
to hold the door of the parachute receptacle
open (see Fig. 3).

On the opposite framework, a small piece
of tubing II is secured. In this tube a wire
shaft turns freely; upon the outer end of
this shaft a tiny copper washer is soldered,
and on the other end of the shaft a hook 10
is formed. Attached to the frame is another
hook loa as shown. Running from the hook
10 to the hook 8 is a small rubber band, this
band being hung very loosely between the
hooks.

The operation of the device is as follows :

The hook 8 is attached to the ordinary
winder for winding up the motors of the
model aeroplane, and the hook loa is inserted
in the hook 10, to prevent the shaft from
turning in the tube 11 while the rubber is
l)eing wound, and then the rubber is wound
up (the number of winds being governed by
the time when it is desired that the parachute
drop). When the rubber is wound it is
hooked back in its proper position, and it
then will draw the door 5 of the parachute
receptacle closed, the lug 6 preventing the
door from being pulled over too far. The
parachute is then placed in the receptacle.

The model is then wound up and the hook
loa is released from its interlocking position
with the hook 10, thereby allowing the hook
10 and its shaft to revolve in the tube 11
under the power of the rubber band 9. The
model is then launched for flight. When the
winds in the rubber 9 have wound out (this
taking about 20 seconds, although the time
may be regulated as desired as hereinbefore
stated) the rubber will hang loosely, allowing
the rubber band 14 to draw the door 5 open
(Fig. 3), and the parachute will fall out,
open in two or three feet and gently descend
to earth, this having no efl^ect on the flying
of the model. If the device is made properly
it should not weigh more than lYz ounces.

^^^

^^-Z

l^c^.d

-TARACHUTE DROPPEK TO'K
nODEL AEROPLANES. ~

AERONA UTICS

Page 67

Jlugust, 1913

AKRON, OHIO

The Well Known Name, That, On Aeroplane Accessories Means

Certified Service

stay-Tight Fabric Extra Service Tires and Wheels

Si) impreofnated with the
Goodyear Compound that
weather has little or no effect
upon it. Moisture-proof and
non-rot ! VV^on't shrink nor
stretch. Ideal not only for
aeroplanes but for hydroaero-
planes because of waterproof
quaiitief. Used by leading
manufacturers.

Goodyear Aeroplane Tires are the las:
word in Seyr'ice. They are made inrgr be-
cause large tires are stronger and more resil-
ient—two qualities vital to the success of
aeroplane tires. Built by tire e.xperts to do
for aviators v^-hat famous Goodyear No-Rim-
Cuts do for automobile owners — viinitnizi-
tw/ic-itsi' and iiiultif'ly service. Single Tube, and
Double Tube Tires of .^o-Rim-Cut and
Clincher Types. Also strong wheels.

Balloons

Besides (ioodyear Aeroplane
Fabric, Tires, Springs, etc , we
build balloons complete and guar-
antee them ;is to material and work-
manship. All spherical balloons pur-
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past two vears have been Good-
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Let us explain their value as ad-
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^r\te for Booklet

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Tells how you can probably save
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the mcst Reliable Accessories.

The Goodyear Tire & Rubber Co., Akron, Ohio

Branches and Agencies in 103 Principal Cities

Antony Jannus with Two Passengers Flying the New Benoist Flying Boat, Equipped with Six Cylinder

Aeronautical Motor

(REG. U. S. PAT. OFF.)

This machine is now owned by Mr. W. D. Jones of Duluth
The most prominent aeroplane manufacturers in the country recognize the superiority of the Sturtevant motor
SEND FOR BULLETIN No. 2002

B. F. Sturtevant Company, Hyde park, boston, mass.

/;; aiiswcriiifi adi-crtisciiwiits /^/('a.yt' iiicntioii this iiiaya.':iiic.

AERONA UTICS

Page 68

August, 1913

"Pubttjhed Monthly by Aeronautics Prtjj

122 E. 25th ST., NEW YORK

Cable: aeronautic. New York

•PHONE, 9122 Madison Sq.

ERNEST L. JONES. Pres't — - THOMAS C. WATKINS, Treat'r-Sec'y

ERNEST L. JONES, Editor — M. B. SELLERS, Technical Edilor

HARRY SCHULTZ, IVIodel Editor

' " SUBSCRIPTION RATES

United STATES, $3 00 Foreign, $3 50

No. 72

AUGUST, 1913

Vol. XIII, No. 2

Entered as second-class matter Segtember 22, 1908, at the Postoffice, New York, under tlie Act of March 3, 1879.

^ AERONAUTICS is issued on ttie aotli of each Month. All copy must be received by the 20th.
Advertising pages close on the 25th.

^ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted.

cylero cTVIart

RATES: 15 cents a line, 7 words to the line.
Payment in advance.

MOTORS FOR SALE

ENGINE FOR SALE— 8-cyl. "V," list price,
$1,500; new, never used. The one who buys this
motor gets one of those few real bargains that isn't
picked up every day. Thoroughly tested by maker
who desires to sell the last one in his shop. Complete
with propeller, $800, Address, "Eight Cylinder,"
care of AERONAUTICS, 122 E. 25th St., New
York.

AEROPLANES

SACRIFICE — A Curtiss type biplane, flown by one
of America's most famous aviators, with 8 cyl. Hall-
Scott 60 H. P. motor, all in Al condition, for $1,800
cash, subject to demonstration to bonafide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the
season. Opportunity knocks but once at every man's
door. Address "Sacrifice," care of AERONAUTICS,
122 E. 25th St., New York.

BARGAIN-— 30 foot Curtiss type biplane, with
5 foot extensions, chord 5ft., single surfaced, lami-
nated ribs, dble. surf, elevator, 4-cyl. 50-60 H. P,,
new. Engine turns 6 by 5 propeller at 1,500. Also
extra 7 ft. propeller. Engine alone cost $1,600. Can
be seen any time. Must be seen to be appreciated.
$850 whole outfit. Address W. B. R., care of AERO-
NAUTICS, 122 E. 25th St., New York,

IMMEDIATE SALE NECESSARY! One Model
"D" genuine Curtiss aeroplane with hydro attach-
ment, equipped with brand new Model "O" Curtiss
80 H. P. motor. Full equipment of exhibition extras.
Everything in good mechanical condition; $3,200 cash
will buy it. Act quick. K, care of .-VERONAUTICS.

FOR SALE — Curtiss Military Aeroplane. Planes
not covered and without engine. Price, $90. A. B. C,
95 West St., Maiden, Mass.

MONOPLANE GLIDER. Exhibition Flyer. Money-
maker. Practically New. Has Rudder Controls and
Skids. Immediate Sale Necessary. Bargain! Avia-
tion Directorv, Lawrence, Kansas.

MODEL CONTESTS

Brooklyn, N. Y., July 13, 1913 — A tractor contest
was held by the Bay Ridge Model Aero Club on the
above date. Flights from the hand of over 600 feet
were made by W. F. Bamberger, with a duration of
43 seconds. A flight of 25 seconds was made by
L. Bamberger. The models were all single propellered.
The members of this club are greatly interested in
Tractor models and are desirous of competing with
other clubs in contests of this kind.

A contest for biplane models, rising from the

ground, for duration will be held by the Long Island

IModel Aero Club on Sept. 1, 1913, at their grounds.

Old Mill Park, Crescent Ave., Brooklyn, N. Y., for

•a silver medal.

At a competition for duration from the hand,
held at the Ingleside Golf Grounds in California on
May 30th, the world's record was broken by W. L.
Butler of Vista Grande, Cal., who made a flight of
170 seconds. It is interesting to note that Mr.
Butler, who is one of California's best model flyers,
made five other flights, all over 100 seconds. The
official world's records now stand as follows:

Duration from hand, W. L. Butler, 170 sees.

Distance from hand, Arthur Nealy, 2,740 ft.

Distance from ground, L. Bamberger, 1,542 ft.

Duration from ground, W. F. Bamberger, 81 sees.

Hydroaeroplane duration, Geo. A. Cavannah, 60.4
sees.

Tractor hydro, duration, Harry Herzog, 28.4 sees.

At the semi-annual election of the Long Island
Model Aero Club held in .Tuly, the following members
were elected officers: Charles V. Obst, President;
Dan Criscioli, Secretary, George H. Gorgas, Treasurer,
and Harry Schultz, Corresponding Editor and Club
Photographer. The club is growing fast. Meetings
are held every Friday evening at 8 p. m. at 123

Euclid .Vve., Cypress Hills, L, I. Every Sunday
morning at 9 a. m., much interesting flying and
testing of new models can be seen at the club grounds
at Old Mill Park, Brooklyn. Monthly contests are
held with silver and bronze medals as prizes. Non-
members are permitted to compete in these contests
on payment of a small fee.

During the past two months a great deal of fine
flying has been done, and many new and interesting
machines have been brought out. Freeland and
Ness have been making duration flights with feather-
weight machines, while Hackradt with a heavy, original
type speed monoplane has shown his model capable
of fine altitude and distance. Obst has been making
excellent high flights with his novel tractor model.
He has lately brought out a small staggered biplane
model which has made excellent flights. Fine R.O.G.
flights under favorable weather conditions have been
made by King. Ness has been experimenting with a
flying boat model, which has given promising results.
H. Criscioli has under construction a six foot
monoplane model of which excellent results can be
expected. Scientific models are becoming very popu-
lar among the members of the club, and models of
this kind have been constructed by Corgas, Obst,
Cavanagh and Funk. Some of the members are ex-
perimenting with other methods of propulsion besides
rubber. A power turbine is being tested by one
flyer and a machine is all ready for its installation.
Two other members have designed a simple steam
driven model with many original ideas. The same
is now in the course of construction and will soon
be completed.

Address all inquiries regarding model flying to the
model editor, Harry Schultz, 252 West 115th St.,
New York City, N. Y.

ERONA UTICS

"Page 69

August, 1913

!•++++■

PATENTS SECURED OR FEE RETURNED

•r

{
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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

#T[We are Experts in Aeronautics and have a special Aeronautical Department. Copies of
^^1 patents in Airships, 10 cents each. Improvements in Airships should be protected without delay
as this is a very active field of mvention and is bemg rapidly developed.

VICTOR J. EVANS & COMPANY

Main Offices - 724-726 NINTH ST., N. W. - WASHINGTON, D. C.

>.^.f^4.4.^4.4i4.4.4.4.4l4.4Mi.4i4.4.4i4i4.4.4i4.4.4.4.4.4.4.4.•^4•4•4•4•4••^•l•4••^•^•^•^4•4••^'^4•4••i••^4"l••l•4•<^4^

BURGESS PATE NTS

FOR SALE— Year old passenger
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guaranteed in first class condition.
Only baro;aiii ever offered. Owner
has 'bought flying boat. $2,000.

Address, Burgess, care Aeronautics

HYDRO

pecial grades of Bamboo for Aeronautic \Vork. Reed,
kttan and Split Bamboo for models. Tonka Rattan
)r Skids lV4 diameter and under any length.

(. DELTOUR, Inc. «'"„«IlLif Tj."-

DUCK for AEROPLANES

Samples and prices on request

JOHN BOYLE 4 CO., Inc.

112 Duane Street.
New York City

202 Market Street,
St. Louis, Mo.

JOURNAL OF THE UNITED
STAT ES ARTIL L ERY

A bi-monthly magazine of artillery and
other matter relating to coast defense.

Published under the supervision of the
School Board, Coast Artillery School,
Fort Monroe, Virginia.

$2.50 a year.

With Index to Current Military Litera-
ture, $2.75.

C. L. PARKER

Ex-member Examining Corps, U. S. Patent Olfioe

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 McGiU Bids. WASHINGTON, D. C.

cuRTiss 3.foot Model FLYING BOAT

Build this Model

It embodies the latest ideas in Aero-
nautics. Concise Plan with Building
1^7 Instructions, 25c. OTHER

"IDEAL" 3ft. MODEL PLANS:

— Bieriot, 15c; Wright, 25c; Nieuport. 25c; Cecil Peoli Cham-
pion Racer, 25c; Curtiss Convertible Hydroaeroplane, 35c.

COMPLETESET OF SIX, $1.25 POSTPAID

48 pp. "Ideal" Model Aeroplane Supply Catalog 5c

IDEAL AEROPLANE & SUPPLY CO., 82A W. Broadway, N.Y.

IIinilOfflliMI^OS^

HYDRO - AEROPLANES

READY FOR POWER

WILSON

Port Jefferson

New York

PEDERSEN OIL PUMPS

have positive action, are small and
light, easily applied to any motor

^^-^~~" Write for circular ^~~^~~~"~^~~

PEDERSEN LUBRICATOR CO.

636-644 First Avenue, New York, U. S. A.

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

S cyl. "V " type 6o H.P. J40 pounds.

RELLA.BILITV
.MAXIMUM POWER.

DURABILITY
MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

e<iuipped with the Boland Control (two movements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
trol which is basic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

/)/ ansivcriiHi advertisements please mention this nia(ia::iiie.

AERONA UTICS

Page 70

August, 1913

ftt&tf'p^

NEW ARMY AEROPLANES

About September 15tb the official tests will be
made of the new high-powered military machines in
which the engines are now being installed. These
machines are: a 100 H. P. Renault motored aero-
I)lane from Burgess Co. & Curtis, a 90 H. P.
Austro-Daimler motored Wright and a 160 Gnome
engined machine from Curtiss.

Ill addition to these machines there are due to
be delivered this autumn three Burgess tractors
with 70 Renaults and one Curtiss tractor. These
machines will all probably be delivered by the first
of November, making a ttotal number of machines
in the possession of the Signal Corps at that time,
twenty-four.

A field has been leased for three months at Os-
borne, O.. near Dayton, for the purpose of conducting
tests on the three new aeroplanes ordered to conform
to the most recent requirements for military type
aeroplanes formulated by the office of the Chief
Signal Officer. A svnopsis of these rigid requirements
were printed in AERONAUTICS for February.

IN THE NAVY

The Navy will purchase as many machines as it
can use to advantage, or, in emergency, as many
as may be required, but it is the intention of
Captain Chambers to keep along with development
and expects better results with each machine. Just
now, no new ones will he ordered until the matter of
a standard control is settled and this is being done
as rapidly as possible.

THE GYRO MOTOR IN ENGLAND

The Gyro motor is coming in for a good deal of
attention through the sensational flying of the aviator
demonstrating it and the machine is being advertised
as one of the attractions at the Hendon weekly
meetings which are always novel and crowd-drawing
and have proven wonderfully producting of live
interest. The few attempts made in America by
clubs to hold anything like regular "days" invariably
prove fizzles from the attendance point of view.
The recent review on Long Island by Navy officials
resulted in magnificient flying by the Moisant and
other flyers but outside of the Navy men themselves
the public was not among those present.

Claude Grahame-hyphen-White might be able to
duplicate Hendon over here, but no one else seems
to have the knack.

ALTITUDE RECORD ALMOST BROKEN

The American altitude record, 11,642 feet, as made
by Lincoln Beachey at Chicago in 1911, was almost
broken- at Bath, N. Y., July 26, when Frank Burnside
reached a height of 11.450 feet. Burnside is connected
.tith the Thomas Brothers aviation school and in the
flight operated one of their new type headless biplanes.
He ascended at 4:29 o'clock and completed the flight
at 6:15 o'clock, being in the air one hour and 46
minutes.

The day was very clear, the sky almost cloudless,
and yet he would disappear from sight at times,
while directly overhead. It was a beautiful flight.
The machine and motor behaved perfectly. A new
Curtiss O-X motor was used.

Burnside said that the earth seemed to be saucer
shaped, and that a great concrete wall surrounded
this concaved earth; and, of course, he was always
directly above the centre; and that around the top
of this dark concrete-like wall, the horizon appeared
woolly.

On July 31, Burnside left the school grounds at
live o'clock and landed on the Curtiss field at
Hammondsport at 5:10. He visited with a number
of his friends, attended a dance, and returned the
following morning.

For the Perry's \'ictory Centennial Celebration,
August 16, Walter Johnson will have the flying boat,
equipped with a 90 H. P. Austro-Daimler, and Frank
Burnside will pilot the hydroaeroplane. This will be
equipped with a 90-100 Curtiss.

SPEED ALONE WILL NOT WIN IN-
TERNATIONAL PLANE RACE

The distance this year for the international aero-
plane race will remain at 200 kiloms. over a mini-
mum circuit of 5 kiloms. Competitors must pass (
a preliminary test consisting of a flight over aj
straight course of two kiloms., there and back, speed I
to be taken both ways, which must be no more than i
70 kiloms. an hour, mean. The winner, therefore, ;
of the contest will be he of the machine which haS'J
the greatest range of speed.

NEW CORPORATIONS

Heinricli Aeroplane Co., Inc., Baldwin, N. Y.;i
manufacturers of aeroplanes; capital, $15,000. If
corporators: Arthur O. Heinricli, Albert S. Heinrich,
Baldwin, L. I., N. Y. ; Henry C. Karpen, 584 Broad-
way, Brooklyn.

Shaw Aeroplane Co., Portland. To build aeroplanes,
give exhibitions, etc.; capital, $500,000. President,
R. C. Brown, Somerville, Mass.; treasurer, C. J.
Poingdester, Belmont, Mass.

G. S. A. Aviation Company, Inc., Hornell, N. Y.
To manufacture and exploit aerial machines, etc.
Capital, $10,000. Incorporators: Clinton Gray, 222
Main street; George A. Salzman, 28 W. Genesee
street, and Harry L, Allen, 27 Armory place, all
of Hornell, N, Y.

The Flying Association, Inc., New York City.
To manufacture and exploit aerial craft and to con-
duct a general publishing business in connection there-
with. Capital, $30,000. Incorporators: Thomas A.
Stoddart and Arthur C. Beck, both of 2 Rector street.
New York City and David Kaess, 11 Broadway, New
York City.

The Atwater Safety Flying Machine Company,
Akron, Ohio. Capital, $25,000. Incorporators: M.
L. Atwater and Joy Atwater, both of Akron, Ohio.

Aero Sales Company, Inc., Springfield, Mass. Capi-
tal, $50,000. Directors and officers: George LTrich,
president and treasurer, Hartford, Conn.; C. H.
Sughrue and J. J. Tanzy, both of Springfield, Mass.

Itala Aeroplane Company, Inc., New York, N. Y.
Capital, $100,000, Incorporators: Rubino Plastino, 49
Maiden Lane, New York, N. Y.; Arthur B. La Far
and George R. Cooper, both of 80 Maiden Lane, New
York, N. Y.

IMPORTS AND EXPORTS

Three aeroplanes and parts of domestic make were
exported during June with a value of $7,826. No
imports for the month. During 12 months, ending
June 30, 13 machines and parts were imported, valued
at $52,696. There remain in the warehouse 3 for-
eign machines of a value of $11,623.

August Stenzy, a Baltimorean, who catalogues sev
eral aeronautical motors of great powers, was re
strained by three policetiien from leaping over th(
lieutenant's desk to attack his wife when he receivec
a sentence of 60 days in jail for beating his mate
who swore out a warrant for him, according to thf
Baltimore Sun. Must have thought he was aviatoi
Beatty!

JERONA UTICS

"Page 7 1

August, 1913

[FRENCH AEROPLANES

ENGINEERS
INVENTORS
AVIATORS
CONSTRUCTORS

TAKE NOTICE!

For all photos, des-
criptions, data, news,
drawings, etc., re-
garding FRENCH
AVIATION, address
below:

Etudes Aeronautiques

ALEX. DUMAS, Engineer, E.C.P.

20 Rue Ste. Marie, Neufchateau (.Vosges \ France

ADAMS-FARWELL

REVOLVING MOTORS

HAVE BEEN IN

This is our
new 72 H.P.

AVIATION

MOTOR
450 lbs. thrust
with 9-ft. pro-
peller of 6-ft.
pitch.

Ask for our
Circular N0.16A

THE ADAMS

21 ATHOL STREET,

COMPANY

DUBUQUE, IOWA, U. S. A.

^Thomas School

OF AVIATION

OFFERS S ['PER /OR A Dl'A NTA GES

Address, Thomas Bros. Aeroplane Co.
BATH, N. Y.

The Bowden Patent
Wire Mechanism

J. S. BRETZ COMPANY

SOLE IMPORTERS 250 WEST 54th ST.. NEW YORK

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

64th St. & West End Ave., New York City

Also MaDufacturers of Automobile Radiators of all types

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

For use in combination with

calico or canvas between

veneer in diagonal planking,

- and for waterproofing rriuslin

for wing surfaces.

^ATER.PROOl' j

C O^AUTY

*■ ^- FERDINAND & ,'*';||||i

BOSTON. MASS

Send for samples, circu-
lars, directions for use, etc.

L. W. FERDINAND & CO.
201 South Street Boston, Mass., U. S. A.

WIRE

We make an extra high grade

plated finish wire for

aviators' use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling's Sons Co.

TRENTON, N. J.

V-Ray Spark-Plugs Never Lay Down

Wgiwiiii II ^ I P^ y iill''' '^''

The V-RAY CO. Marshalltown, la.

CHARAVAY PROPELLERS

BETTER THAN EVER

Have you seen our new price list ? Write for it. A jirice for everybody.

SLOANE AEROPLANE CO., - 1733 BROADWAY, New York City.

Agents: Eames Tricyle Co., San Francisco; National Aeroplane Co., Chicago.

AERONAUTICS

Page 72

August, 1913

DEATH OF ROCHE

Henri de la Roche, who claimed to be a French
aviator, died in the hospital at Omaha, Neb., on Au-
gust 15th. from injuries received the previous week
in getting off the ground with an experimental ma-
chine. He pulled back on the elevator suddenly, the
'plane lifted and fell on one wing. Eye witnesses
state that apparently the man was not accustomed to
aeroplanes. He claimed to be a brother of Baroness
de la Roche.

DEATH OF BRYANT

Johnny Bryant was killed at Victoria, B. C. on
August 6, when he landed on the top of a two-story
building. Bryant was an exhibition flyer of three
years' experience. It is reported that the accident
was due to improper repairs. As usual, no oflicial
investigation is made of these fatalities.

DEATH OF COLONEL CODY

Col. S. F. Cody was killed while trying out a new
aeroplane of his own construction on August 7th at
Aldershot, England. His passenger, named Evans,
was also killed.

The machine used at the time of the accident was
a new hydroaeroplane, fitted with a 100 H. P. motor
and was built for the race around England and Scot-
land, for which a prize of $25,000 is offered. The
machine appeared to "crumple up," the wings sud-
denly shooting upwards and the whole structure col-
lapsing.

Col. Cody's death is the hardest blow that British
aviation has felt, perhaps, since the time of the tragic
loss of Rolls. He was an Anglo-American, born in
Fort Worth about 1861. A few years ago he be-
came a British subject.

He was a cow puncher in his early days and later
turned his attention to experimenting with man-lift-
ing_ kites. Going to England he continued his ex-
periments and achieved such success that the British
War Department attached him to its aviation staff and
he helped to design and construct the first British
dirigible. In 1908 he made short flights with his
first aeroplane. In 1909, Cody broke the world's
record for cross-country flight, flying 40 miles over
the country around Farnborough. He won all of the
British Michelin prizes but one. Last year he won
the $20,000 prize in the military competition open to
the world, and $5,000 for British machines. He was
also awarded $25,000 for his kites.

Col. Cody was buried at Aldershot on August 11th,
with military honors.

Mr. Evans, the other victim, was a sportsman and
an officer in the Indian Civil Service.

"The most reasonable assumptions are either that
a wire of some fitting came loose and hit the pro-
peller which broke, the fractured blade flying forward
and cutting the rear spar, and so letting the whole
wing fold up, or else that the spar broke and the
flying pieces broke the propeller.

It is believed that both Cody and his passenger,
Mr. Evans, might have been saved if they had worn
safety belts, for the evidence is conclusive that they
were thrown out as the machine broke, and came to
the ground some distance from the machine which
itself came down on the tops of some trees which so
broke the fall that the central section, comprising the
seats for the pilot and passenger, and the engine, came
down comparatively gently, the engine not being torn
from its bed, and the woodwork surrounding the seats
not being broken anywhere."

EVERYTHING FOR THE MODEL MAKER

Everything imaginable in the way of supplies and
scale models, and then some more is listed in the
new 48-page catalogue of the Ideal Aeroplane & Sup-
ply Co., the fourth issued, beginning with a little
sheet of 6 pages a couple of years ago. Even Cecil
Peoli is made famous by a model named after him be-
cause it is a replica of his record model made when
he was a model flyer instead of a real dyed-in-the-
wool aviator. Models to scale may be had of the
well-known types of aeroplanes, even to the latest
Curtiss flying boat. This is a surprise catalogue.

of General Scriven, chief signal officer. The army
wants to know if Scott can drop bombs with as great
continued accuracy as he did when he won the Miche-
lin prize for bomb dropping over all foreign com-
petitors on their own ground, and if these bombs
will do as great damage as promised by the bomb
dropping adherents. The French Government has
bought several of Scott's devices, of which a full
description has appeared in AERONAUTICS. Scott
is now on the Pacific Coast.

BALLOON ASCENSIONS

Akron, O., July 19.— R. A. D. Preston, pilot, with
X. M. Patterson in the "Goodyear" to Hadley, Pa.
Distance, 70 miles; duration, 6 hours 30 minutes.

AKRON DISTANCE RECORD
Akron, O., July 26. — R. H. Upson, pilot, and Dr.
J. S. Millard in the "Goodyear" to Rushford, N. Y.,
covering 190 miles in 11 hours IS minutes.

This last flight was a very good illustration of the
possibilities of steering spherical balloons. "We went
due north for a while, but gradually brought around
to the northeast striking Lake Erie at Ashtabvda. We
found the wind below 1,200 feet to be blowing to-
ward the lake, but above that to be from the lake,
and by keeping the balloon at the proper height we
succeeded in just skirting the shore for a distance
of over 60 miles, passing over the cities of Ashta-
bula, Conneaut and Erie."

Other ascensions from Akron, unlisted, are: One
on July 4th, 30 miles in 2J4 hours; one on June 17th,
100 miles in 5 hours.

Kansas City, July 27. — H. E. Honeywell and party
were up in the "K. C. Ill," using lunch for ballast.
The aeronauts want to know what becomes of the
weight when the lunch is eaten.

"If you eat a pound of food you don't weigh a
pound more than before eating it. You weigh a few
ounces more, but not a pound. What becomes of the
weight, I'm not philosopher enough to say, I only
know it is a fact. So by consviming some ten pounds
of food yesterday, we lightened the balloon by sev-
eral pounds, and arose accordingly."

The party finally made a safe landing on the Keller-
strass farm, south of Kansas City. The start was
made from Overland Park.

SCOTT TO DROP BOMBS FOR ARMY

Riley E. Scott is to drop bombs at the army's
field at San Diego in the near future at the request

Phila., Aug. 23 — A. T. Atherholt, pilot, Harrison
Smith and G. B. Newbold in the "Penn." to Lake-
wood, N. J.

RECRUITS WANTED FOR AVIATION
SERVICE

It is desired to invite the attention of ofiicers of
the army to the status of aviation in our service. At
present the law permits the detail of 30 army officers
for aviation and provides an increase of thirty-five
per cent, pay and allowances while on such duty.
It is hoped Congress will enact legislation providing
for further increase of pay and other advantages.

About ten vacancies are now existing. Applications
for these will be given due consideration, taking into
account the order of their receipt. The detached ser-
vice law does not apply to officers on aviation duty.
Experience in training officers for this duty has shown
that it is advisable to limit the details to men not
exceeding thirty years of age. The applicant should
be certain of his fitness physically and temperament-
ally. This involves excellent eyesight, good hearing,
endurance, quickness of action and presence of mind.
Blanks covering these points may be obtained from the
Chief Signal Officer, Washington, D. C, on ap-
plication.

North Carolina man wants $25,000 for involuntary
ride through air in the suit of J. W. Smith against
the Cumberland County (N. C.) Agricultural Society
for $25,000, which Smith demands for "mental
anguish," he is alleged to have suffered during an
involuntary ride he took when his foot was caught
in a rope attached to a balloon on the grounds of
the society last fall and was carried a mile through
the air. And yet, some people buy 5,000 dollar aero-
planes to do tiie same thing.

AERONA UTICS

"Page 73

Jiugust, 1913

MORE
POWER PER CUBIC
INCH
OF PISTON DIS-
PLACE-
MENT THAN ANY

OTHER

TYPE MOTOR EVER

BUILT

IT
WILL PAY YOU
WELL
TO INVESTI-
GATE
OUR NEW OVER-
HEAD
VALVE MOTORS

WRITE
FOR CATALOG

EARL V. FRITTS who gained his pilot license with a Thomas Biplane,
equipped with a 60-70 h. p. MAXIMOTOR

Maximotor Makers, Detroit, Mich. Bath, N. Y., Feb. 5, 1913.

Dear Sirs: — Wish to inform you that I have today successfully filled the require-
ments in a number of flights to qualify for my pilot license. The MAXIMOTOR
stood with me right through to the end and no other motor on the field has anything
on your new product. I wish you the most of success during this coming season.
Sincerely, EARL V. FRITTS.

Maximotor Makers

DETROIT

No. 1528 East Jefferson

Airmen Should Be Interested In Photography

THE PHOTOGRAPHIC TIMES

Has long been regarded as the standard
American Authority on photographic
matters.

Each number has forty pages of interest-
ing photographic text, printed on fine paper
from good type, and illustrated with many
attractive half tones.

The cover for each month is printed in
varying colors, and is ornamented with a
different and pleasing photograph.

The valuable and authoritative formulae
furnished throughout the year are alone
worth the price asked for subscription.

ONE DOLLAR FIFTY A YEAR SUBSCRIBE NOW FIFTEEN CENTS A COPY

Foreign Subscription, Two Dollars A Sample Copy Free

THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

135 West 14th Street, : : : New York

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

Illustrations showing examples of the
work of the best American and foreign
pictorialists.

Foreign Digest.

Camera club happenings, exhibitions, and
photographers' association notes.

Items of Interest.

A department devoted to "Discoveries."

Reviews of the new photographic books.

Desciiption of the latest novelties and
specialties brought out by dealers and
manufacturers.

In answering advertisements please mention this magazine.

AERONA UTICS

Page 74

August, 1913

New Moisant Monoplane. Designed by Kantner

WOOD BREAKS CROSS COUNTRY
RECORD

August 8 — The American cross-country non-stop dis-
tance record was probably broken when C. JMurvin
Wood, the Moisant flyer, flew from his shed on the
Hempstead Plains, L. I., to Gaithersburg, Md., where
he landed to adjust his engine, which had been miss-
ing for some time, and to get his bearings, after hav-
ing become lost in the smoke and haze over the city
of Baltimore. The distance has been figured as 239
miles. His total time in the air was 5 hours, 1
minute.

Wood started at 4:30 in the morning in the at-
tempt to fly to Fort Myer, Washington, demonstrate
his new monoplane before army and navy ofiicials, and

return the same day. The incident at Gaithersburg
delayed him until late in the afternoon, when he
finally completed his journey by landing on the parade
ground at Ft. Myer, where General Leonard Wood
and several officers were waiting. At 4:30 a spe-
cial train engaged by the Moisant company, the builder
of the machine, left the Pennsylvania station and
though it made over 90 miles an hour for portions
of the distance, a delay at Philadelphia to get word
of Wood's location allowed him to get some twenty
minutes ahead of the train at that point, so that fur-
ther attempts to beat Wood to Washington were given
up by those on board the train.

Later demonstrations were made before officials of
the army and the machine finally shipped back to
New York.

The longest non-stop cross-country record, made in
this country is the official 220 miles of Lt. Milling
and passenger, made between Texas City and San
Antonio.

PRINCIl^AL EVENTS

July 22 — Glenn Martin left Muskegon, Mich., at
which point he had abandoned the Lakes Cruise, at
6:45 a. m. and landed at Grant Park, Chicago, at
12:50 p. m., covering a total of 160 miles. The trip
from Muskegon to St. Joseph was made without a
stop, a distance of 80 miles. The next stop was Calu-
met Park where more fuel was taken on to finish
the trip. He carried with him Charles Day, the
builder of the machine.

August 6 — Beckwith Havens, with a passenger, left
the Detroit Motor Boat Club at 5:25 p. m. for Toledo,
where he arrived safely, covering a distance of 55
miles in 65 minutes. With Harry Atwood he flew to
Detroit again and back to Toledo, going one way in
37 minutes.

August 15. — Grover C. Bergdoll flew alone from
Llanerch, Pa., to Atlantic City, N. J., a distance of
appro.ximately 63 miles in 1 hour 50 minutes in his
Wright, his second flight to Atlantic City within a
year.

^^ug. 23 — Havens arrived at Cleveland on way to
Buiifalo, having made stops at Sandusky and Cedar
Point on the wav.

Chassis of the New Moisant

FAIL TO INDICT DE VILLERS

The Curtiss aeroplane company tried on Aug. 26
to have Yves de Villers, president of the notorious
.\eroplane Motor and Equipment Company, indicted
on a charge of grand larceny.

Curtiss made a contract with the Government to
furnish a Gnome 160 H. P. tractor.

"Curtiss said that he contracted with De \'illers to
furnish the motor for $7,772, and that after various
delays a second-hand motor, not equal to 160 H. P.
was delivered. The payment of $5,239.67 in June
was the transaction on which the charge was based.
The grand jury decided that no crime had been com-
mitted."

JERONA UTICS "Page 75 A ugust, 1913

BALDWIN

Vulcanized Proof Material

For Aeroplanes, Airships, Balloons. First Rubber-
ized Fabric on the market. Lightest and strongest
material known. Dampness, Heat and Cold have no
effect. Any strength or color.

^^Red Devir^ Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40 h. p., 4-cyl.; 60 and 80 h. p.,
8-cyl., on exhibition at Wittemann's. All motors
guaranteed. Immediate delivery.

Experting

Will install a Hall-Scott free of charge in anyone's
aeroplane and demonstrate by expert flyer. Expert
advice. 'Planes balanced.

Private Flying Field

Fine private field with smooth water frontage for
hydro-aeroplanes. Private sheds and workshop.
Located at Oakwood Heights, Staten Island.

CAPTAIN THOMAS S. BALDWIN

Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONA UTICS

Page 76

Jlueust, 191 J

U. S. Patents Gone to Issue

Copies of any of These Patents may be Secured by

Sending Five Cents in Coin to the Commissioner

of Patents, Washington, D. C.

Even in these enlightened days, the crop of
patents on absolutely worthless, or even ques-
tionable, devices increases rather than de-
creases.

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued.
In a great many cases it is even impossible to
give in a few lines what sort of an apparatus
the patent relates to. In most instances we
have used merely the word "aeroplane" or
"helicopter" if such it is. Where it is im-
possible to indicate the class, even, in which
the patent belongs, without printing the whole
patent, we have used the word "flying ma-
chine."

The patents starred (*) are those which
may be found of particular interest ; but it
must be understood we do not pretend to
pass judgment upon merits or demerits.

Where patent seems to have particular in-
terest, the date of filing will be given. — Editor.

Do not attempt to invent in a field the science and
prior art of which are unknown to you — William
Alacomber.

ISSUED JULY 15

1,067,773 — Joseph A. Steinmetz, Philadelphia, Pa.,
APPARATUS FOR DEFENDING AGAINST AIR-
CRAFT, consisting of captive aerial bombs which ex-
plode on contact. Filed Sept. 6, 1912.

ISSUED JULY 22

1,068,108— Giuseppe Colucci, Boston, Mass., AERO-
PLANE in which there are alternately biplane and
monoplane surfaces arranged tandem.

* 1,068, no — Newton B. Converse, Fresno, Cal.,
STABILITY system using compressed air or electro-
magnet devices.

1.068,165 — Peter Peterson, San Francisco, Cal.,
Spring device for giving an initial upward impetus
to an aeroplane at the moment of starting.

*1, 068, 166 — Peter Peterson, San Francisco, Cal.,
LANDING GEAR in which pontoons and wheels are
employed and pontoons raised for purpose of landing
on land.

1,068,311 — Romulo Felix Burga, Liverpool, England,
AEROPLANE; wing surface, means for adjusting in-
clination or curvature of main planes, etc.

L068, 332— Rudolph G. Dressier, New York, N. Y.,
FLYING MACHINE with oscillating wings.

ISSL'ED JULY 29

*L068.437 — Augustus F. W. Macmanus, San An-
tonio, Texas, STABILITY device employing ailerons
between main planes and vertical rudders moved
by a swinging weight, such as motor and pilot.

1,068,501— Tohn S.
AEROPLANE.

Jorgensen, Reno, Nevada,

1.068,651— De Bert Hartley, Chicago, 111., AERO-
PLANE with tilting supporting and controlling planes,
automatically or manually operated; balancing sus-
taining planes pivoted on longitudinal axes with areas
outside pivots overbalancing that inside, etc.; 31
claims.

1.068,652— De Bert Llartley, Chicago, 111., AERO
PLANE with main planes dihedrally angled or curved
pivoted to change angle of incidence, capable o
being independently or simultaneously warped, etc.
29 claims.

1,068,663— James C. Johnston, Blackwell, Okla.
STABILITY device comprising front, rear and sid
controlling planes swing about axes transverse t'
line of flight, levers, etc., operated by pendulum.

1,068,727 — Guido Antoni and Ugo Antoni. Pisa
Italy, SURFACE; a lifting plane which is rigi.
along front edge with a part of its rear edge adjacen
to the body of the aeroplane flexible upward an^
downward and warped into an upward curve.

ISSUED AUGL'ST 5

1.069,138 — Henry L. E. Johnson, Washingtor
D. C, STRUCTURE patent providing for an inverte
arch structure under the lower plane, on whic
motor and operator may be carried if desired.

1,069,332- — Richard F. Hommel, San Francisco. Cal
PIVOTED PROPELLER driving motors on eac
plane, adjustable "centerboard."

*1, 069, 346 — Stanislaus Palmowski and Wincer
Chwalkowski, New York, N. Y., means for CHANC
ING THE ANGLE OF INCIDENCE of main wing
by rotating them about an axis.

ISSUED AUGUST 12

1,069,662 — Daniel W. Adams, Glendale Spring
N. C, PARACHUTE LAUNCHING device fr
aviators.

1,069,688 — Joseph Gavura, Johnstown, Pa., C0]\
BINED AEROPLANE AND AUTOMOBILE.

1,069,694 — Louis Adolphe Hayot, Beauvais, Franci
JET PROPULSION device for sustaining and pr.
pelling aeroplanes.

1.069,823— Alfred M. Sipes, Mobeetie, Texa
DIRIGIBLE propelling device.

1,069,906— Henry J. Snook, Santa Monica, Cal
HELICOPTER.

1,070,197 — Charles Scott Snell, London, Englanc
means for supplying stores or other articles to aeri;
craft while in flight by a winding mechanism, hoistin
device, grapple, etc.

1,070,200 — Peter Stolberg, San Francisco, Cal

BALANCING DEVICE comprising vertical surface

pivotally mounted at extremities of the lower plani
means for shifting, etc.

ISSUED AUGUST 19

1,070,576— Frank M. Bell, El Paso, Tex. Con
pressed air engine starter with the tanks used
floats; vertical fins on top plane; wing sections opei
top and bottom, under fins and horizontally dispose
propeller in line with openings, two engines drivin
concentric propellers.

1,070,625 — Leon W. Perry, Denver, Colo., ST.^
BILITY device in which electrical contacts are mad
by a ball on an oscillatory runway.* j

1,070,782— John E. DeBaun, Spring Valley, N. Y
FLYING MACHINE in which bag-like devices ope
and close alternately.

1,070,856 — August L. Batsleer and Samuel I

Thomas, Manchester, N. H., ANCHORING device fo

holding aeroplanes, which may be tripped by th
aviator himself.

1,070,972 — George W. Lynn, Detroit, Mich., PRC
PELLER with adjustable controlled pitch blades an
means to control pitch of blades by an operating roc
bell-crank lever, etc.

AERONAUTICS Page 77 August, 1913

BARGAIN

HARRY BINGHAM

BROWN

Retires from Aviation. Will Dispose
of his GENUINE

WRIG HT

Biplane with all equipment, including

''Safety Pack'' and all extras, in

first-class condition, at

$2000.00

A. LEO STEVENS

Box 181, Madison Square - New York

/;; aiisivcring adi'ertisemcnts please mention litis Diagazine.

AERONA UTICS

Page 78

August, 1913

Only the best methods and
the best equipment will in-
sure you satisfaction

The

Sloane School

provides these
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Large stock of Steel Fittings, Laminated Ribi,
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WHAT THEY THINK OF

1 01 Q ROBERTS
VuVO MOTORS

St. Louis, Mo., July 24, 1913

Gentlemen :

We have been using one of your new 1913 6-Cylinder
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We were able to carry two passengers beside the aviator
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We congratulate you on your success in getting out this
last product, and beg to remain.

Yours very truly,

THE BENOIST AIRCRAFT COMPANY.

Per Tom W. Benoist, Mgr.

The ROBERTS MOTOR CO.

No. 1430 Sandusky Avenue
SANDUSKY, :: :: OHIO

In answering advertisements please mention this magazine.

AERONA UTICS

Page 79

August, 1913

Hotel Cumberland

NEW YORK
Broadway at 54th Street

"Broadway" cars from Grand Central Depot in 10 min-
utes, also 7th Avenue cars from Pennsylvania Station

Headquarters for
Aviators and Auto-
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New and
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Strictly first class.
Rates reasonable.

$2.50

With Bath

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Send for booklet

Ten Minutes' Walk to Thirty Theatres

H. P. STIMSON

Formerly with Hotel Imperial

I NAIAD I
Aeronautical Cloth

AND

Aero Varnish

J We were the first in the field,

% and the test of time is proving

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t i

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THE

WRIGHT COMPANY

OUR aeroplanes for land
and water purposes re-
main toda}' as in the very
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Mr. ORVILLE WRIGHT and our
engineer, Mr. G. C. Loeninl;, have
spent over two years in careful ex-
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sea-worthiness of aeroboats, in or-
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to meet. Naturallv, therefore,

THE WRIGHT AEROBOAT

combines efficiency, safety, sea-wor-
thiness, stability and control on the
water in a degree that surpasses
anything yet produced.

Further Information Upon Request

OUR STANDARD TYPES

Model "C", two passenger, military
scout, extensively used by
United StatesWar Department.

Model "D", one passenger, speed,
scout — in its official military
tests, this machine has consist-
ently demonstrated a climbing
of 1640 feet in 3 minutes.

— The Amc ican Record.

Model "E", single propeller, exhi-
bition machine, designed par-
ticularly for ease in assembling
and taking down.

Model "C-H", hydro-aeroplane, de-
signed particularly for use over
small inland streams. This ma-
chine shows higher efficiency
than has ever been attained in
marine flying.

THE WRIGHT SCHOOL AT SIMMS STATION,
NEAR DAYTON, OHIO

Complete tuition, $250. No charge for break-
age. Pilot may use school machine for his li-
cense tests free of charge. Dual control used.
Average length of course, two weeks. Our
terms are the best, and our equipment also,
as we wish to encourage flying in this way.

THE WRIGHT INCIDENCE INDICATOR

An indispensable instrument for the
amateur aviator. Price $50.00.

THE WRIGHT COMPANY

DAYTON, OHIO
New York Office: 11 PINE STREET

In aiiszveriiig advertisements please mention this magazine.

JERONAUTICS

"Page 80

August. 1913

1913
Edition

EirrEii

Translated by LitUT. Ierome C. tluNSAKKk, U.S. A aval Conslructo}-

Resistance of the Air and Aviation
IN ENGLI SH

Magnificent Quarto Volume, Cloth, 242 pp. 27

LARGE PLATES AND TABLE OF POLAR DIAGRAMS

1913 ENLARGED EDITION

Lieutenant Jerome C. Hunsaker. U.S. M., naval constructor, detailed by the government to superintend
the courses in aeronautics at the Massachusetts Institute of Technology, has made a notable contribution to
his subject by translating into English Gustav Eiffel s master-work, "The Resistance of the Air and Avia-
tion." The translation includes the record of experiments conducted at the Champ-de-Mars laboratory, and
an appendix giving a summary of the results, and supplementary chapters containing valuable and impor
tant tables and diagrams.

Captain W. IRVING CHAMBERS, of the Bureau of Navigation, says :

The "SCIENTIFIC AMERICAN " says:

Heretofore, this m isterly production has only been procurable in French, yet even in the original ver-
sion it is now extensively used in America for reference. The translation of the text with additional matter
is of the greatest importance to every one interested in the scientific study of aviation.

PRICE. $10. EXPRESS PAID

AERONAUTICS, 122 east 25th street, NEW YORK

HALL-SCOTT

100 H-P delivers 120 H-P at loOO r.p.m. BRAKE TEST.

It is the only motor in the world designed
especially for the Flying Boat.
(50 H-P has proven itself a guarantee to success, espec-
ially over lard flying.
40 H-P is the lightest motor for its power upon the mar-
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Write for Catalocues =^
upon these power plants and let us figure on your equip-
ment if you want the BEST.

Hall-Scott Motor Car Co., "" ™T"'°

XIII. No. 3

SEPTEMBER, 1913

ASK US TO SEND YOU
Post Free

The
Book
of the

CURTISS

The Original

F LYING ROAT

25 Cents

Used and Endorsed by Men Prominent in Sport, Business, Society

*Turtiss Training Schools/' *Xurtiss Motors/' "Curtiss Aeroplanes/'

are other booklets any of which we are glad to send on request.
/^ - • X 1 g^ 21 Lake Street

Curbss Aeroplane Company, Hammondsport, n.y.

AERONAUTICS

Page 82

September, 191

< BENOIST •::

r^JL/xV^ JlLS hold Ihe followiug records:

Records indicate superior efficiency.

Why not get an efficient machine

while you are about it?

The Nexv

Renoist

Flying

fr' BENOIST AIR CRAFT CO.

Aciwn 6628 DELMAR BLVD. ST. LOUIS, MO.

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

Built of Nickel Steel and Vanadium Steel Throughout

From the

LONDON AERO-
DROME, HENDON

of Aug. 23rd. 1913

Still there was never any
doubt about his (Beatty)
ability as a flyer, or about
the pushing- power of his
GYRO ENGINE, which
for its size is ONE OF
THE MOST POWER.
FUL IN ALL HENDON

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Cirard Street, Washington, D. C.

IMAGIVAHUM

IS 1-2^ LIGHTER, 15^ STRONGER

AND OVE5R TEN TIMKS AS TOUGH
AS THE BEST ALUMINUM CAST-
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MUCH AS IRON. I : : I :

FOR CYLINDERS, PISTONS,
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Muncie, Ind.

in answering advertisements please mention this magazine.

iERONA UTJCS

Page 83

September, 1913

THE NEWEST

HYDRO-
DRAGON

• WO, Three and Four Blades

Standard Paragons

Straight Blades

Hydro-Paragons

Curved Blades — Self-adjusting
Pitch— Metal Edge

Hardest and toughest
Quartered White Oak
Exposed Portions

Paragor, STEEL EDGE
One P

Thin Maple slotted into
ends of hlades

Transverse Dowels extending
through curved holes
edge to edge of blade

Scperate Blades Reneuiahle
case of accident

Laminations steamed and bent
of blade before
assembling

Largest and Strongest Patent
Hubs. Double and Triple
Laminated and Maple Plated

PARAGON PATENT TAPERED HUB JOINTING

Twisted Paragons

Multiple and Cross-laminated

For

Zhain or Gear Driven Machines

Plain Paragons— One Kind of Wood Throughout. Cheaper and Better in Every Way

than any Propeller that is not a PARAGON
Over two hundred propellers in stock. Any size or pitch on short notice. Avoid infringement.

Beware of unscrupulous imitators.

A.MERICAN Propeller Co., 249 e. Hamburg st., Baltimore, md.

Burgess
Flying Boat

Built for
U. S. Navy

HE BURGESS FLYING BOAT

is another record breaker. Built to complv with the strenuous requirements of
the U. S. Navy, it fulfilled its test flights and was immediately accepted. Al-
ready a number of orders have been placed by sportsmen for similar machines.
Burgess Aeroplanes and Hydro-a.eroplanes are still unexcelled. F'oreign or
Domestic Motors installed to meet the preference of individual purchasers. We
recommend the Sturtevant motor as the most reliable American type.

We have a number of used motors and hydro-planes which we are offering at
greatly reduced prices.

Training school patronized by both the Army and Navy, is located at Marble-
head adjoining the works. Early application is necessary to secure enrollment.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magazine.

JERONA UTICS

September, 1913

In answering advertisements please mention this magazine.

AERONA UTICS

Page 85

September. 1913

Aviation in France

BY LEICESTER B. HOLLAND

IIHl

uimifflp^in^^iiii

N actual development of the
aeroplane, France is un-
doubtedly considerably ahead
of the United States, but
this is due neither to great
superiority on the part of
the constructors and avia-
tors, but chiefly to the fact
that France is in a continual
fever of militarism, a con-
dition not altogether to be
envied. Ever since 1871 public opinion in
France has had its eyes fixed on Germany,
either in fear of further invasion or in hope
of revenge for the loss of Alsace-Lorrain,
and the aeroplane has now suddenly appeared
as a magic weapon by which the national
honor and prestige is to be restored.

It is not the government alone that is
buying aeroplanes for the army, but well-to-do
individuals, clubs, newspapers, actors and
actresses, and even schools present them to
the national flying corps. Those who can
not afford to present a machine themselves,
contribute to the general subscription for
"aerial defense."

Great interest is also taken in all things
connected with military aviation ; demountable
hangars, aeroplane workshops mounted on
auto trucks, rapid fire guns for use on aero-
planes and on automobiles for use against
aircraft are of absorbing interest to the
French nation and occupy a large part of the
space in aero exhibitions. Wireless experi-
ments, too, have been very successful, though
only in sending messages. I do not know
of any great success attained in receiving
wireless messages on aeroplanes. The re-
sult is that with such a steady inflow of
orders the manufacturers are enabled to
keep fairly large plants going and run their
business on a scale and with a degree of com-
petition and progress quite impossible in this
country.

But if military aviation were not existant
in France the conditions there would be prac-
tically what they are here, for aviation has
not yet developed to a state of commercial
utility while as a form of sport the French
are perhaps even less interested in it than we
are ourselves.

Aeroplanes are not being bought by in-
dividuals. The majority of those flying are of-
ficers of the army and such civilians who fly
are demonstrators in the employ of the manu-
facturers. Of the makers themselves, none
are flying save the Farmans. Bleriot, even,
has given up flying.

It seems quite possible, therefore, because
the military development is denied us in this
country, that we will be forced to develop
along the commercial and sporting side; and
this, after all, is the more permanent though

slower development. We have already de-
veloped the hydroaeroplane, the ideal machine
for sport, into the "flying boat," a type not
unknown in France, but far ahead of the great
majority of French hydroaeroplanes which
retain the old form of a land machine fitted
with floats instead of wheels.

France has been known as the country
of monoplanes while the biplane was called
the American type. This distinction can
no longer be applied as biplanes are com-
ing more and more into general use for
"all 'round" work. The biplane is gener-
ally considered safer and more stable and
the monoplane's development is being con-
fined to speed lines. The latter is not a
weight carrier, it is not adaptable to the
purposes for which a biplane may be used.
In it every effort is being made to increase
speed. "Monococque" construction is becom-
ing more and more common, every bit of
wood and metal is given stream line form to
reduce head resistance, every ounce of weight
is being eliminated, increased power is being
used and the wing surfaces are being studied
for speed effects.

It seems quite possible that the eventual
type will be between the monoplane and bi-
plane, the "sesquiplane" if one may so term
it. For the biplanes are approaching the
monoplanes in a way. Eiffel has shown in
his laboratory that the lower plane carries,
approximately, only a third the weight carried
by the upper and advises reduction in size of
the lower. This is being generally done.
The lower plane gives increased stability over
that of a single plane and has considerable
use for structural reasons, while the efficiency
of the machine is increased over that of the
old biplane. Where warping systems are used,
however, in the Breguet and Astra, the lower
plane still remains the same size as the upper.
A feature of the Breguet machine is that the
entire wings are very flexible, even the control
cables have springs introduced in their lengths
and beyond a certain point the operation of
rudder and elevator and warping is impos-
sible. This produces a machine which while
"smooth" and indifferent in light wind eddies,
is rather difficult to manage under severe
conditions. In general the manufacturers are
building their wings less rigidly, almost all
having flexible trailing edges and some being
positively "S" shaped in order to allow gusts
to slide more easily past.

Another interesting type that is being de-
veloped is the "canard" or tail-first machine;
this may be either a monoplane or biplane.
Of this genus the original Wright is con-
sidered the prototype though strictly speaking
the Wright had no tail at all. The number of
experimental machines of this kind has in-
creased rapidly of late, the Voisin biplane
being the best known. Bleriot built two, the

AERONA UTICS

"Page 86

September, 1913

first a failure, the second is being tried out.
Lieutenant Blard has been flying fairly suc-
cessfully at the army station of Chalais-
Meudon with a machine built along these lines,
and another of all-welded metallic construc-
tion is being manufactured for general sale
by Besson. The advantages claimed for this
type are, greater longitudinal stability, greater
field of vision, the pilot being in front of,
rather than behind the main wings, and greater
security in landing, the centre of gravity being
over the rear rather than the front of the
skids.

The tandem plane machine is coming for
its share of experimentation. Drzewiecki has
built a tandem monoplane with the front plane
nearly as large as the rear one, with the
centre of gravity approximately in the middle
of the fuselage. The front and rear planes
are of different sections, the front being
normally at 8 degrees and the rear one at
5 degrees, or 3 degrees negative to the for-
ward plane. On account of the difference in
section and area of the front and rear sur-
faces, the total lift of the forward surface
varies less rapidly than that of the rear sur-
face when the angle of incidence changes. In
case of a sudden dip, the difference in power
of the two units is reversed. That under the
forward plane becomes preponderant and
rights the machine. Lateral stability is main-
tained by changing the angle of incidence of
either half of the front plane. (See in AERO-
NAUTICS for February, 1913, article by Cap-
tain W. Jrving Chambers.)

This assurance of longitudinal stability
seems to be the most important step in the
direction of security in aeroplanes, as the
majority of accidents seem to be due to a
loss of headway and consequent "slipping" of
the machine, in mounting too suddenly or to

"engaging" the rudder in descending too
rapidly. Farman has a system of control
levers by which the control acts with less and
less efficiency the further the rudders are
turned toward one extreme or the other and
the Doutre stablizer has proven very efficient
and is being considerably used. This instru-
ment consists briefly of a plate placed at
right angle to the direction of flight. Any
sudden increase of lelative speed through the
air causes increased pressure on the plate
which pushes back a piston in a cylinder which
in turn operates a servo-motor and controls
the elevator. A decrease in pressure allows
the plate to be pushed forward by a spring
when a similar operation takes place and the
elevator automatically heads the machine
down. Two small weights by their inertia
actuate the piston in the same manner when
there is any such things as "holes in the air"
which would not effect the wind plates (fully
described in AERONAUTICS.

The chief effort that is being made in de-
velopment along lines not strictly military is
due, more than to any other person, to the
present president of the Aero Club de France,
Deutsch de la Meurthe. He is an immensely
wealthy man, has given large sums to aero-
nautics in prizes, for achievements in dirigibles
as well as aeroplanes, and established the
Aerodynamic Laboratory at St. Cyr. He has
interested himself in encouraging develop-
ment of weight carrying machines and it will
be remembered that he had Bleriot build him
an aeroplane taxi, with an inclosed cab body,
with every convenience found in the auto-
mobile taxi, except the indicator of the fare.
His latest machine is one he had built for
him by Voisin. It is a huge hydro called the
"Icaire" capable of carrying eight to twelve
passengers.

NO GREAT PROGRESS SINCE 1903

I am not quite so keen for aeronautical
literature as I was a year or more ago, be-
cause it seems to me that no adequate progress
has been made since the Wrights pointed the
way. The amount of flying is great enough,
machines are better built, motors are more
reliable and more powerful in proportion to
weight, but after all, the Wright principle of
construction has not been materially improved
upon except in such manner as experience
would naturally suggest and the essential
features remain unaltered. This either speaks
pretty well for the Wrights or not very well
for those who have followed in their foot-
steps.

My own belief is that the aeroplane as at
present constructed has not nearly reached its
greatest stage of development either in theory
or practice. I have not lost interest in the
future of aviation, as I believe there is very
much yet to be accomplished in the way of
improvement. What is most needed now is a
new race of aviators. At present those aviators
who are most in the public eye, seem to care

nothing for their occupation except as a tem-
porary stepping stone to enable them to reach
as soon as possible a stage of existence where
they wont need to risk their own necks in the
air. It is the machine itself that is mostly to
blame for this state of things. When the ideal
flying machine makes its appearance, aviators
wont be so anxious to retire from their aerial
experiences, but will enjoy them so thoroughly
that they will never want to quit. Neither
will the enjoyment of these experiences be
confined to the young and the strong. It will
be common for old men and even invalids to
get the benefit of the upper air without a
suggestion of fear, and I expect to see this
consummation, although I am in my sixty-
seventh year. I can not myself claim to have
contributed very much to the promotion of
aviation except as a passenger on two oc-
casions when I certainly did make some con-
tributions, in a way. I covered about forty
miles all told with a noted aviator who soon
thereafter lost his life, doing stunts, I think,
which his better judgment did not approve,

— Subscriber.

AERONA UTICS

Page 87

September, 1913

Technical Talks

By m. b. Sellers
THE DUNNE AEROPLANE

In view of the present public interest in the
Dunne aeroplane, I shall give a brief explana-
tion of its stabilizing qualities, based chiefly
on material contained in Mr. Dunne's com-
munication to the Aeronautical Society of
Great Britain (Jan. 29, 1913).

As is generally known, the machine has re-
treating wings, forming a V in a horizontal
plane. These wings are cambered as though
they formed the roof of a cylindrical tunnel,
running diagonally lengthwise of each wing,
so that the crown is nearer the rear side of
the wing at its outer end ; the diameter of the
tunnel preferably diminishing toward the
wing tip.

Thus, the wing presents a quasi warp ; the
chord of the outer end being at a negative
angle in normal flight as shown in Fig. i,
which shows a front and plane view.

'-V-s\-~.nL',

M«) 1)91

Fig. I

Now the relative wind, due to a side gust,
will come across the port or starboard bow,
and will blow more across the tunnel in case
of the windward wing and more down the
tunnel on the leeward wing as shown in Fig.
2 (in which the wind is supposed to come
from the observer's eye toward the picture).
It is obvious that the windward wing wilt
encounter greater resistance than the other,
and the machine will at once swing around to
face the wind. This device, therefore, pos-
sesses greater weathercock stability than
would be conferred by a large vertical tail
plane on a conventional machine, besides act-
ing more quickly.

Considering, now, longitudinal balance : the
forward and central part of the aeroplane
constitutes, with the lateral parts, a "longi-
tudinal V" ; in fact, every portion of the wing
bears this relation to the part adjacent. When
the machine rears, the lift on the after posi-
tive portions of the wings increases more
rapidly than that on the forward portions,
because the angles of attack are nearer zero ;
this causes the centre of pressure to move
backward along the wing; at the same time

the negative portions are being reduced in
area; all of which promote longitudinal stabil-
ity.

Finally, we have what Air. Dunne calls the
reserve tangent device. If the vectors (rep-
resenting tile resultant pressures.) are drawn
at points along the wing, say at each rib, those
in front will slope backward, and as we go
toward the wing tip the vectors will become
shorter and slope more and more forward ;
and in normal flight the resultant of them all
will slope backward.

But if the machine loses headway, and
therefore begins to sink, the angle of attack
will increase, the rear pressures will increase
more rapidly than those in front, and the
centre of pressure will not only move back-
ward but will incline forward, thus furnish-
ing a propelling component. Instead, there-
fore, of diving like a conventional aeroplane,
it will be able to accelerate with only a gradual
descent. Mr. Dunne states that the effect this
has on the smoothness of path in high winds
is simply amazing, and that the machine
maintains itself under full control at appar-
ently impossible angles. (I do not entirely
agree with the above explanation.)

Mr. Dunne shows mathematically what oc-
curs after the machine has been forcibly tilted
sideways, but I shall not give that here. The
machine first commences to circle toward the
low side, but at once the outer wing tends to
lag and be depressed, due to the faster moving
negative tip, and to the angle at which the
different parts of the wings meet the air in
describing the curve. The machine will,
therefore, tend to level up, and straighten out
the curve. In order, therefore, to maintain
the bank and curve, ailerons must be used.
If turned by an ordinary rudder the machine
depresses the outer iving.

As to lateral stability, or steadiness, the
coning of the wings at the front produces a
slight positive dihedral, while the tips present
a negative dihedral. These, under the action
of a side gust, oppose each other, and tend to
damp I'ut incipient oscillations, and it is found
that in ordinary side gusts, little rocking is
produced.

The negative surface exposed decreases with
increasing angle of attack. If a .strong side
gust initiates a windward roll, it will also in-
crease the angle of attack and so decrease the
negative surface, thus checking the roll; and
vice versa.

AERONA UTICS

Page 88

September, 1913

The 1913 Dunne.

Finally, an aerofoil presenting its long edge
to the wind, receives at small angles, greater
pressure than if exposed the other way; but
at large angles, beyond 30 degrees, it receives
less pressure. Now, a side gust encounters
the windward wing more on its long edge,
and the leeward wing more endwise, there-
fore, the pressures are greater on the wind-
ward wing. But if by an excess of over-
turning forces, the machine is being upset
sideways, the preponderance of pressures on
the windward wing will diminish as the in-
clination increases, and, beyond 30 degrees the
pressures on the leeward wing will be the
greater. It would seem, then, impossible to
be blown over much beyond 30 degrees no
matter how violent and unevenly applied the
gust.

Though we may not concede all that Mr.
Dunne claims for his machine, we must admit
that it possesses remarkable stability.

THE DUNNE RUDDERLESS
MONOPLANE

Patrick Y. Alexander once said : "Dunne
is one man you should watch carefully." J
W. Dunne began active work on gliders in
190S in secrecy.

In 1909 Dunne started on his own account
and built a heavy biplane, and, after many
changes, in the fall of 1910 he flew before
Orville Wright and Griffith Brewer, letting
go the levers and writing notes. (See
AERONAUTICS, March, 1911, pages 81-83
for description and text of patent.)

Then work on a monoplane was begun.
The monoplane had its trials in the summer
of 191 1 and was along similar lines. Little
was heard of this.

Dunne went back to his biplane, lightened
it and began flying it with N. S. Persival as
pilot, in the summer of 1912. Many passen-
gers were carried, among them Commandant
Felix, who was attracted by the monoplane
and who induced the Nieuport firm to lend
a Gnome motor. "I saw the apparatus fly
once, then mounted it without hesitation,

made the first flight with levers in hand and
maneuvered to test the apparatus, then a sec-
ond flight during which "1 let go everything,
and at the end of a moment stood up on my
seat and had great trouble to avoid dancing
a jig for joy. The next day I started for
France."

Readers will remember the successful flight
just recently made by Felix from London to
Paris in the latest Dunne biplane. "The ap-
paratus stood there every possible test : hail,
wind, heat waves met with in the country at
1500 metres height and difficult landings both
hard and brutal, the machine acted admirably
everywhere. I flew in very doubtful weather
at Villacoublay, and the next day in really
rough weather before my superiors, who, ac-
cording to their habit desired to form their
own conclusions, says Julien Felix.

Ailerons are necessary for steering as there
is no rudder or elevator. These ailerons are
used for both purposes.

(References: Aeronautical Journal, Janu-
ary, 1911; Flight, June 24, 1911; Flight, June
18 and 25, 1910; British Aero, July, 191 1;
Flugsport, September 6, 191 1; AERONAU-
TICS, March, 1911.)

AERONAUTICS

Page 89

September, 1913

1911 DU/l.Nf ?lS>NO-'

1764

Recent doings of the Dunne machine are of
interest. After trying over Paris and giving
demonstrations at Villacoublay. during one
of which Commandant Felix got out of the
seat and walked along the lower wing ( on the
side with, not against, the torque couple), he
flew the machine to Deauville, where he has
been flying consistently. Once, while flying
at Deauville, he gave an interesting demon-
stration of what could be done in emergencies.
Hearing the engine missing, he locked the
levers, walked back to the engine, a distance
of over 12 feet, adjusted matters to his satis-
faction and then returned and resumed con-
trol, the episode taking two or three minutes.
It is not known what the trouble with the
engine was, but it is believed that it was the
ignition wire to the back-plate. The centre
of gravity must have moved nearly a foot.

The present Dunne machine is operated by
two levers which actuate the ailerons situated

at the extremities of the upper and lower
planes. Moving the two levers forward or
back makes the machine descend or ascend
respectively. When steering to the right, the
right hand lever is drawn backward and the
left hand one pushed simultaneously forward.
These actions result in the flap on the pilot's
right having its trailing edge elevated while
that on the left has its trailing edge depressed.
Each of the wings spreads 7.9 metres, chord
1.65 m. spaced 2 metres apart. The ailerons
in the upper plane measure 2.25 m. by 75 cm. ;
those in the lower plane, which are not out
quite so far, measure in spread 1.45 m. The
fuselage is 5.40 m. long, height at rear i m.,
at the seat 1.80 m. ; greatest width 80 cm. The
chassis is novel. There are skids under each
wing tip, and at the fore and aft extremities
of the fuselage. The running gear consists of
two wheels. The motor is an 80 H. P. Gnome
and the speed averages 80-90 K. P. H.

AERONAUTICS

"Page 90

September, 1913'

Benoist "Type XIV" Air-boat

The new "type 14" Benoist air-boat differs
in detail only from the old type 13 boat built
by that company in the latter part of 191 2 and
flown the first time successfully on the last
dav of the year. (Full drawings and details
in January, 1913, AERONAUTICS.)

The new type is constructed as the old with
the motor down in the boat, and, of course, is
still chain drive. The original lines of the boat
part are still preserved, only being built wider
to make seating capacity for two side by side.

The boat proper is twenty-three feet long,
the direction rudder extending two feet fur-
ther back. The hull is twenty-two inches high
at the step and carries practically the same
height up to and including the passenger seat
and control lever space. Step is five inches
deep.

The air and water rudders are constructed
integral, the lower part of the air rudder be-
ing made of wood and extending down into
the water. To make the water rudder efficient
when machine is moving slowly or the tail is
high it is extended six inches below the stern
of the boat and protected by a sprag which
is simply an extension of the small centre
board placed under that part of the boat.

A larger gap between the main planes is
employed than in the regular Benoist tractor
machine, it now being six feet..

The Benoist company was the first to build
a successful flying boat with the motor down
in the hull. This was adopted unanimously
by the engineering board, consisting of Tony
J annus, Hugh Robinson and Tom Benoist,
after repeated tests for efficiency both in
water and in air ; great attention being given

to the factor of safety regardless of whether
the machine was to be used as a boat or aero-
plane The findings in favor of the motor in
the hull were as follows: "ist — The motor in
the hull made the machine much more stable
in the water, eliminating the trouble experi-
enced by the other builders in keeping the
machine from turning over when the water
was a little rough or a light wind blowing,
when the machine was anchored or not mov-
ing forward. 2nd — This also added greatly to
the apparent safety of the machine. The same
objections urged against the motor up high be-
tween the planes back and above the aviator
and passengers holding good in the flying
boat as well as in exhibition machines. The
Benoist company developed the first success-
ful tractor biplane in this country, and as this
style of plane has become very popular the
last two years among exhibition men because
of its much greater factor of safety in com-
parison with the propeller-driven machines it
was decided that the motor must not go up
high under an}' condition."

The motor is placed on two strong beams
running parallel with one another practically
the full length of the boat. These beams are
made strong and heavy and add materially in
strengthening and stiffening the boat fore and
aft. They are sixteen inches high in front
of the step and, under the motor, seventeen
feet long and two inches thick.

The motor drives a propeller Syj feet
diameter by 5.50 feet pitch. These propellers
are constructed by the Benoist company, be-
ing brought up to the highest state of perfec-
tion after repeated tests and experiments. A

AERONA UTICS

"Page 9

September, 1913

The Latest Eenoist
Flying Boat

y2 inch by ^ inch by i inch Diamond roller
chain is used to transmit the power of the
engine to the propellers, the chain rvmning in
tubular steel guards to eliminate any possi-
bility of becoming entangled in wiring or pro-
peller in case of high speed, breakage, or
strain.

^\f

J3»l

g|H

liHil^B^Bi '^ 1^

9sf

1 ■•■•^

IH^I

km^

■ill 'M,i, .

A honeycomb radiator of their own manu-
facture is used with 513 sq. in. of presented
surface on the 75 H. P. Roberts motor and
480 sq. in. on the Sturtevant 70 H. P. motor.

The radiator is placed above and back of the
motor just in front of the drive chain.

The shaft that carries the propeller is
mounted between the main planes eighteen
inches below the trailing edge of the upper
plane. It took a great deal of experimenting
coupled with some ingenuity to evolve a sys-
tem of struts and wires to carry this shaft
that woijld take up the strains, both thrust
and tortional. However, this was overcome
after many experiments, and a system both
light and durable, substantially as indicated
in the drawings is used. Both ends of this
shaft are carried by combined thrust and
radial ball bearings; the distance rod or chain
tightener also using ball bearings at each end.

The regular Benoist tractor planes are used,
differing only in gap and length of separate
sections : Spread of main planes, 35 feet 4
inches; gap, 6 feet; length of sections outside
of engine section. 8 feet ; chord of wing 5
feet ; camber 2^^ inches : greatest depth of
camber, 21 inches back of front edge: wing
area, 337 sq. ft. ; ailerons, four, each 8 feet
long and 20 inches wide. Wings covered with
No. 2B Naiad aero cloth. All guy and con-
trol wires Rocbling special stranded cable.

This boat equipped with either a Roberts
or Sturtevant motor will carry two pas-
sengers beside the aviator, and is capable of
carrying seven hundred pounds of useful
load consisting of passengers, gasoline or
freight.

The motor is cranked by a lever and ratchet
arrangement on the forward end of the pro-
peller shaft.

AERONAUTICS

Page 92

September, 1913

Curtiss "English" Flying Boat

Certainly there is nothing slow about the
development of the Curtiss flying boat. Last
month, as in previous successive months, a
new model was described in these columns,
and here, almost before the varnish on its
predecessor has had time to set, comes an-
other new craft with still further modifica-
tions.

This time it is a really truly four-passenger
craft along the same general lines as the now
well-known Curtiss model. For lack of a
more appropriate name we may refer to it
as the "English" flying boat, because it is
the machine shipped to Mr. Curtiss in Eng-
land for the demonstrations already arranged
for there. It also may be used for the pro-
posed Anglo-American flying boat contest ;
the Sopwith air-boat being mentioned in the
despatches as a probable competitor.

Instructor Francis Wildman of the Curtiss
training camp tested the new machine Sep-
tember 15-16, and reports indicate that this
boat marks some distinct advances over any
of the previous models. On the first "jump,"
which Wildman made alone, the boat left the
water within a hundred feet of the starting
point. It proved a quick climber and a steady
flier. About quarter of an hour was devoted
to this preliminary test, during which Wild-
man tried the machine at every angle. Re-
turning to the landing stage Wildman, who
weighs 158 pounds, took aboard Henry Kleck-
ler, weight 168 pounds; Mortimer Bates, 155
pounds ; Harvey R. Kidney, 138 lbs. His
flight with these four aboard lasted nearly
an hour, during which an altitude of approxi-
mately 2,000 feet was attained. Wildman was
anxious to attempt the establishment of an
official passenger-carrying duration and dis-
tance record, but like many other really com-
petent flyers, he never has troubled to fly
for a pilot license so that his record would
not be "official." Photographs taken during

this four-passenger flight show the handi-
ness of the new boat both on the water and
in the air. The machine is shown steeply
banked on a short turn near the water, as
well as climbing on turns ; good evidence
that even when carrying 700 pounds the craft
is not overloaded.

Repeated trials over the measured mile
showed an average speed of exactly 60 M.
P. H. The average mile with the wind was
55 seconds, against the wind, 1.05.

During the two days devoted to the tests
Wildman flew several hundred miles with the
new machine, trying it on diff^erent occasions
with two, three and four passengers. Some
of the old hands at aviation were inclined to
be skeptical about the desirability of the
after cockpit until they tried it out. Then all
were unanimous in declaring it the most com-
fortable place on the "ship."

"I never fully realized the luxury of aerial
travel until I rode in the back of this flying
landaulet," said one experienced airman after
a long flight. "There one seems indeed
"monarch of all he surveys.' Wildman told
me to make myself comfortable without giv-
ing a thought to the balance of the machine
and I proceeded to do so. I lounged back in
one corner, smoked a cigarette and enjoyed
the scenery. Then it occurred to me that I
had long been curious as to the effect of air
pressure on different parts of the machines
when in action, so I spent several minutes
watching for vibration in the cables or sur-
faces. The yellow wings spread out on both
sides of me, smooth and solid as a floor.
There was no perceptible movement in them,
the cables were motionless ; none of that vi-
bration which is said to make a 1/16 cable
equal in head-resistance to a i inch upright
was apparent. I changed at will from one
side of the cockpit to the other, without any
noticeable effect on the balance of the ma-

AERONA UTICS

"Page 93

September, 19 1 3"

chine. Finally I stood up and leaned over
the forward edge, then shifted to the after
side. It was always the same, — nothing to
disturb the feeling of absolute stability."

Improvements are shown from keel to up-
per surface. The hull, which is of solid
mahogany, polished like a piano case, has
six inches more beam than any previous
model, a decided Vee-bottom, with a steel-
shod keel extending beyond the step. Ma-
hogany is used for planking the bottom, but
is covered with sheet Duralumin, and ma-
hogany lines the double cockpit. A new
style of construction in the hull has resulted
in greater strength, though the boat weighs
considerably less than the canvas-covered
models built for Jack Vilas, J. B. R. Ver-
planck, and some others. Increased comfort
for the passengers is secured by the raised
deck.

In the wings and ailerons further changes
are noticeable. Considerable weight is saved
by the new one-piece construction, and with
no sacrifice of strength. The spread of the
upper surface has been increased to 41 feet,
while the lower one measures 30 feet. In-
stead of being secured by a diagonal brace as
heretofore, the upper extension is trussed
above and below, and the outer end of the
aileron is supported by a post descending
from a socket near the end of the upper plane.
Surfaces are of unbleached linen, made semi-
transparent by the new Curtiss waterproofing
preparation. No changes of any moment have
been made in the tail structure. Like those
in the U. S. Navy's "C-2," described last
month, the horizontal members are higher
than in former Curtiss machines, but the area
and general dimensions are the same.

The hull is 25 feet long, with a beam of
50 inches, and an extreme depth of 46 inches.
Made entirely of dark Honduras mahogany,
fastened throughout with copper rivets and
outside with round-headed brass screws. Both
forward and after cockpits are ceiled and

panelled in mahogany. Seats are uphol-
stered in dark brown corduroy, and after
cockpit seat-back is upholstered. Metal fit-
tings are finished in maroon enamel. Center
panel of forward deck folds over to form
rubber covered and cleated gangplank. En-
trance to after cockpit is through the for-
ward one, engine supports having been de-
signed to allow room, and to decrease head
resistance of machine. Hull is mono-hydro-
plane, with Vee-bottom, keel extending be-
yond the step, so as to form a substantial sup-
port when boat is run high and dry on run-
way or beach.

Design of the superstructure differs con-
siderably from previous models. Wings are
of one piece. Upper wings have a spread of
41 feet; lower wings measure 30 feet. Chord,
61 inches. Wing structure is lighter and
stronger than formerly. Beams are laminated
and tapered, fastened at joints with copper
straps. No holes are bored in the main
beams. Ailerons have been increased in size
and now measure 12 feet long by 3 feet deep.
These are hinged on the outside rear uprights,
and steadied by struts depending from the
outer extreme of each upper surface. Each
aileron is wired independent of the other and
in case of the disablement of one the machine
can be handled by the other.

The power plant comprises one of the new
Model 0-X 90-100 H. P. Curtiss motors, with
a new style of radiator which is of smaller
area than the old ones but of greater capac-
ity. An 8 feet 6 inches Curtiss propeller is at-
tached direct. Main fuel supply is from two
20 gallon tanks fitted into the corners of the
after cockpit. Air pressure forces the gaso-
line from these tanks to a 3-gallon tank lo-
cated on the motor bed, whence the gasoline
flows by gravity to the carburetor.

Weight of this boat is approximately 1.40Q
pounds, speed 60 M. P. H. ,

An important use of the aeroplane would
lie picking out headquarters, the enemy's com-
manding general and important encampments
like that, and by using shrapnel, a large shell
weighing 500 pounds with high explosives, and
being able to drop it within a square of 120
feet, I think you could make it very uncom-
fortable for the commanding general. I think
that would be an important use of the aero-
planes. Against fortifications — I firmly believe
that 500 pounds of nitrogelatin placed near
a barbette disappearing gun carriage would
put that completely out of service. If dropped
on a mortar battery, I think it would tem-
porarily at least put that out of order, and
especially the range-finding system. The ac-
curacy of these guns depends entirely on the
range-finding system. These systems are
screened as much as possible from the sea
in the scacoast fortifications, but they cannot
be screened from the air, and I think it would
be very readily put out of business, and when
the range-finding system is put out of busi-
ness the battery is put out of business, at least
until it is repaired.

LiKUT. R. E. Scott,

AERONAUTICS

Page 94

September, 1913

New Developments in Aeronautics

HOW PEGOUD DIDN'T LOOP
THE LOOP

The newspapers widely heralded the re-
ported feat of the French aviator Pegoud,
with a Bleriot monoplane, in "looping the
loop." As a matter of fact, he did nothing of
the kind. Wonderful as his feat was, which
he repeated for the benefit of the military, he
merely headed downward in a vertical line,
and with his elevator turned the machine on
its back for an approximate distance of 400
yards for 15 seconds. Again with the eleva-

tor, the machine was brought to the vertical
position again and leveled out. Of course,
Pegoud was strapped in. It will be remem-
bered by readers of AERONAUTICS that a
similar performance was done involuntarily
by Capt. Aubry in a Dep. It is reported that
Bleriot hopes to see Pegoud turn his mono-
plane over sideways in the air and back again,
instead of in the vertical direction.

In 1905 Maloney, who was employed by
Prof. J. J. Montgomery to operate his gliders
in free flight after being released high in the
air, once pressed too hard on the "stirrup"
which warped the wings, and made a
side somersault very much like one turn of
a corkscrew. Wilkie, another operator, not
to be outdone, said he would do the same, and
actually made two side somersaults, one in
one direction and one in an opposite, then
made a deep dive and a long glide and when
about 300 feet high brought the aeroplane
to a sudden stop and settled to the earth.

After this, Montgomery changed the ma-
chine to allow but plain sailing. (See p. 49,
January, 1909, AERONAUTICS.)

In 191 1 Lieut H. R. P. Reynolds, R.E.,
was turned upside down in a Bristol biplane
by a whirlwind at a height of some 2,000
feet, and alighted safely, but wrong side up.

In 1912 W. R. B. Moorhouse purposely forced
the nose of a Bleriot up as far as it would go
and then switched off, in an endeavor to force
a tail-slide, by way of an experiment. The
machine stood still on end, then rolled slightly
over sideways and dived, descending without
damage. A Maurice Farman, piloted by a
pupil, performed a similar feat involuntarily
at Eastchurch. Capt. Aubry, on a Deperdus-
sin, also turned a somersault in the air, un-
intentionally, and survived.

On August 25th Pegoud left his aeroplane at
an altitude of about 750 feet and descended in
a parachute invented by a man named Bonnet.
The aeroplane was left to shift for itself.

After attaining an altitude of about 600 feet,
and, facing the direction of the wind, Pegoud
was seen to release the lever for liberating the
parachute, diving at a slight angle as he did
so. Suddenly he was seen to be suspended
in the air, while the machine continued on its
course alone with its engine running. It rose
till, at a height considerably above Pegoud
and his parachute, it effected a tail-slide and
turned completely over. Righting itself almost
immediately it glided at a normal angle to the
earth, very little damage being done. Pegoud,
meanwhile, was gently lowered into the
branches of a tree, entirely unharmed.

The device is constructed by Bonnet, and is
kept flat against the rear of the fuselage by
means of two spring arms. The pilot is at-
tached to it by means of rubber cords, and
can release the arms when necessary with a
lever at his side. Oscillations of the para-
chute when in action are dampened by a hole
14 cms. in diameter, and through the fact that
the air can percolate slightly through the silk
immediately adjacent to it.

A PRIZE FOR STABILIZERS

M. Henry Bonnet has offered a prize of $200
to the pilot of a machine which shall fly a dis-
tance of 20 kil. without there being any inter-
vention on his part in order to maintain bal-
ance in either the lateral or longitudinal direc-
tion. The rudder may be used for steering,
but no warping to nullify its effects on bal-
ance is permissible. The tests will take place
in a wind having a minimum velocity of 10
M. P. H. A representative of the Commission
Sportive Aeronautique will be seated beside
the pilot, and will, in consequence, be able to
assure himself that none of the controls are
manipulated.

CHANGE IN PILOT CONDITIONS

At the last meeting of the F. A. I. it was
decided that the conditions under which pilots'
certificates are obtained should be altered,
though not to any serious extent. The aero-
plane pupil must now ascend to an altitude of
100 metres instead of 50 in the height test, and
glide with his engine completely stopped.

The dirigible pupil, also, must now make
20 ascents in order to obtain his brevet. This
number holds good if he already has one for
spherical balloons — if not, 25 ascents must be
made.

4ERONA UTICS

Page 95

September, 1913

WOMAN DROPS FROM AEROPLANE

European papers seem to have the idea that
?*egoud, when he cut loose from his aeroplane
n mid-air with a parachute and safely de-
icended to earth, did a new and wonderful
eat. And here, since Leo Stevens a year
igo. introduced dropping from aeroplanes by
)arachute, one can almost say this "stunt"
s being done daily.

Scarcely more than a line was given in news-
papers to the drops made by Aliss "Tiny"
Broadwick from Glenn Martin's tractor dur-
ing the Perry Centennial Celebration during
August, and now being made as an exhibition
feature in the Middle West. The illustration
shows how the parachute was attached to the
fuselage of the machine.

BLERIOT AERIAL LAUNCHER

The latest invention of Louis Bleriot. al-
ready mentioned in AERONAUTICS, may be
found of practical value for the launching and
landing of aeroplanes on board war vessels
suitably ecjuipped. Trials have already been
successfully made in the presence of French
marine officials. In the trials the apparatus
used was an 80 meter long cable suspended
in the air by transverse cables at each end at-
tached to posts in the ground 20 meters apart.
On the Bleriot monoplane is a V-shaped frame
which supports the actual device itself. The
aviator, who was Pegoud again, approached
the long cable in flight and maneuvered his
aeroplane so that the two wooden forks at-
tached to the framework mentioned before
came on either side of the cable. Under pres-
sure the catch at the junction of the forks al-
lows the cable to pass by and closes again.
The motor is stopped and the machine slows
down on the upgrade of the cable. To start
from the wire, speed is attained and the catch

released by the pilot's pulling the control,
which can easily be seen in the illustration,
and the monoplane is free. The left photo
shows the catch closed over the wire. The
one on the right shows Pegoud just before
catching the cable.

EFFECT OF CHANGES IN TEMPERA-
TURE ON CARBURETION

Ordinarily the change is not so great that
it will have any effect on the motor. The only
time that I have ever noticed this to occur was
at Texas City, while maneuvering there with
the troops. It was late in the season, about
May, I think, and the sun had begun to get
pretty hot. I had climbed to 3.000 feet and
noticed a bank of cloud coming up. There
was a very perceptible change of temperature,
beginning at 1,500 feet, being much cooler than
on the ground. The carburetor had been ad-
justed to the temperature on the ground, this
usually being sufficient for all ordinary
heights. In coming back, after circling over
the places that I had been sent to reconnoiter,
the cloud bank had moved inland about 10
miles. The clouds were so thick that I could
see nothing, so I glided down until I had
passed through them.| All of this time the
motor had been missing considerably but just
as soon as I went through the cloud the motor
immediately started firing properly. There
must have been a difference of 10 degrees or
1!^ degrees in the temperature.

LiKUT. MlI.IJNG.

It is of interest to note that the motor on
this flight was a Renault, air-cooled. We can
recall a certain air-cooled car which demanded
carburetor adjustment night and morning.

It does not take long to teach a man to fly.
but it takes a long time to make a military
aviator. It is easy to teach a man to fly. They
are doing it now at the Wright school in 10
days, and any man can learn to fly in 10 days.

To make a man an expert military aviator
cannot possibly be done under one year.

Lieut. Arnold.

AERONAUTICS

Page 96

September, 1913

NEW FAST WRIGHT MODEL

While the school work has been progressing
steadily, one of the new model "E." exhibition
machines has appeared at the field, and under
the expert guidance of Mr. Orville Wright on
September 3rd, a few hours after leaving the
factory, was in the air on its initial flight, climb-
ing with plenty of reserve power and showing
up a good speed. This machine is of the
single propeller type, the first one of the pro-
ducts of the Wright factory to be so equipped,
and the comparison of its performances with
that of the two propeller machine, is even
more interesting and instructive than the
technical staflf of the Wright Company had
anticipated. Many exceedingly important fea-
tures have been brought out, and Mr. Wright
is spending a good deal of time flying this
machine in various kinds of weather.

Its chief features are the ease of knocking-
down and packing in boxes for cheap ship-
ment from place to place, and also that the
size of the sections themselves are such that
if complete knocking-down into boxes is not
done, the sections of the machine can be placed
in an express car. This so greatly facilitates
the getting around from place to place in mak-
ing exhibition dates, that those familiar with
this field, who in recent visits to the factory
have inspected type "E"' are most enthusiastic,
and foresee in it exactly the type of machine
that they require in their work.

The tests that are being made now will con-
tinue for some time, so that this type will be
standardized and ready for the road long be-
fore next spring.

Many exhibition flyers and managers are ex-
pected at Dayton to view the performances of
this machine later in the fall, "when it has
gone through the mill" of the thorough tests
and experiments that it is being put to.

The work at the Wright School, at Simms
Station, has been continued steadily and one
of the recent graduates of the school, who
demonstrated excellent ability in his lessons
was Mr. A. B. Gaines, of New York City. Al-
though Mr. Gaines got to the stage where he
was flying alone in fine form, it was necessary
for him to return to the city before taking
his pilot's license. However, Gaines is to con-
tinue work on the aeroboat next spring.

At present there are training at the school
under Oscar Brindley's expert guidance, Mr.
Lindop E. Brown of Glasgow, Montana, and
Mr. H. :M. Rinehart of Dayton, Ohio.

CORK FOR HYDROAEROPLANE
FLOATS

An English dealer in a special variety of
granulated cork (Leoline Edwards, 81 St.
Margaret's Road, Twickenham) claims that
this is twice as buoyant as ordinary cork, the
air cells being considerably larger. It is sug-
gested that floats be filled with this, with the
handicap of slight extra weight, but with the
assurance that danger from punctures would
be greatly diminished. This cork is resilient
and could as well be used for jackets, padding
for seats, and so forth.

AIR EQUIPMENT OF THE U. S. ARMY

Sixteen aeroplanes are in the Army aviation
service at the present time and seven more
are on order and ought to be delivered early
in October.

In the Philippines are : i Wright B, 30
H. P., training machine; i Burgess hydro-
aeroplane with 60 H. P. Sturtevant ; 2 Wright
C. 50 H. P.; all of which can be turned into
hydros with equipment at hand. There are
5 pilots.

In Hawaii : i Curtiss E, 75 H. P. ; i Cur-
tiss tractor, 80 H. P. ; i pilot.

San Diego : i Wright B, 30 H. P. ; i Wright
C, 30 H. P. : I Burgess-Wright F, 40 Sturte-
vant ; 2 Wright C, so H. P. ; i Curtiss D-E, 60
H. P.; I Curtiss D, 75 H. P. There are 7
pilots and 8 under instruction.

San Antonio: i Wright D, 50 H. P. No
pilot.

Texas City : i Wright C, 50 H. P. ; i Bur-
gess tractor, 70 Renault. Two pilots.

In all, there are but 19 officers on aviation
duty, of which number all can fly.

The machines on order are: i Curtiss
standard, 70 H. P. Curtiss motor; 3 Burgess
tractors, 70 H. P. Renaults ; i Wright with
90 H. P. Daimler; i Curtiss tractor with 160
H. P. Gnome ; i Burgess tractor with a 100
H. P. Renault. The State Department has
purchased 8 Renault 70's and the new ma-
chines added to the one on hand will make 4
of these most successful tractors with 4 en-
gines in reserve; these are considered an
intermediate type between the standard Wright
and Curtiss machines and the new high-
powered machines coming through.

At Fort Omaha there are 5 fill balloons
and I captive and a complete hydrogen out-
fit using the electrolytic process.

The old original Wright is now in Smith-
sonian Institute. Two Wrights, a Curtiss, a
Curtiss flying boat and a Burgess (Wright
type) have been destroyed in accidents.

U. S. AEROPLANE GUN

Very few details are available of the ex-
periments that have been made by the Ord-
nance Department on high-angle guns, but it
can at least be said that improvements have
been made to existing types in the U. S. Army
sufficient to make them adaptable.

Technical details: Weight of projectile, 6
pounds ; muzzle velocity, 2400 feet per second ;
maximum limit of elevation 70 degrees ; semi-
automatic breech mechanism. Most promis-
ing projectile, high explosive shrapnel, the
head of which detonates after a travel of
about 75 yards beyond point of burst of the
shrapnel The two puffs of smoke thereby
secured serve to outline the trajectory near
the point of burst and facilitate adjustment
of range.

In the flight around Berlin on August 30th and 31st,
22 machines started and 16 finished. Of the success-
ful aeroplanes, Bosch magnetos were used on 11 of
them, which number also used Bosch plugs.

AERONA UTICS

Page 97

September, 1913

Some German Heads

I think the Panama Canal would be put out
of business, probably in one hour or two
hours, by an enemy with aeroplanes. That is,
of course, my own personal opinion. We
do not know the effect of an explosive dropped
from an aeroplane, because it has never been
done except in a small way. I firmly believe
when the experiments are carried on in that
direction that it will be found to be very de-
structive.

No matter how strongly the canal is forti-
fied a (enemy's) fleet does not come within
range of the guns ; they cruise out 20 or 30
miles. The distance to Gatun Dam or to the

locks would be probably half an hour's fly.
They send out their aeroplanes loaded with
high explosives, say 20 or 30 of them, as many
as they can send, hoping that some of them
will get back; but in warfare we take chances,
and if they destroyed the canal no doubt they
would be willing to lose them all. They send
them up and they are flying one after another,
placing 500 pounds of nitrogelatin first on the
spillway and later up the Culebra Cut. caus-
ing slides. I think some of you gentlemen
know the effect of an explosive, on the earth,
causing it to slide.

Lieut. R. E. Scott.

AERONA UTICS

Pagz 98

September, 1913

THE ROYAL AIRCRAFT FACTORY BE 2

The biplane built by the Royal Aircraft
Factory, England, the BE 2, early this year
was the third of a series constructed and was
designed after a series of experiments on
full-sized machines to improve their efficiency
and stability and the results obtained were in
almost perfect accord with the computations
of laboratory data. During these tests, im-
provements in speed, in range, in amount of
load carried, in climbing ability, stability, ease
of control and total efficiency, were obtained
as the net results of applying laboratory data.
The BE 2 was expressly calculated to exceed
the requirements of the 1912 British aeroplane
competition, from data furnished by the Brit-
ish National Aerodynamical Laboratory. The
improvements were almost wonderful. The
BE 2 has a range of from 42 M. P. H. to 72
M. P. H., can alight at speeds below 40 miles,
climb at 480 feet a minute for first thousand
feet, and go 6,000 feet at an average climbing
speed of 380 feet a minute without passenger
and has a gliding angle of i in 8 under best
conditions.

The wings are set at a dihedral angle, each
wing rising 1% degrees. Ends of the planes
may be warped 7 degrees in either direction.
As the usual flying angle is 2 degrees to 3 de-
grees, the down side of the plane has a maxi-
mum angle of 9 or 10 degrees, while the up
side has a negative angle of 4 to 5 degrees.
Though the efficiency is superior at 4 or 5 de-
grees angle, the large surface is used to get
range of speed and rapid climbing. The tail
plane has an area of 52 sq. ft. and carries fly-
ing about 35 pounds. The machine can be
turned in a radius of 120 feet if properly
banked. The area of the rudder is 12 sq. ft.,
and exercises a force of 115 pounds at 16 feet
radius from c. of g. at 68 M. P. H. and at an
angle of 20 degrees.

The elevators are hinged to the rear of the
stabilizing plane and have a total surface of
25 sq. ft.

The landing gear consists of ash skids with
a reinforced tubular axle with rubber shock
absorbers. A rear skid is attached to the
fuselage by a swivel joint and is turned with
the rudder making steering on the ground
possible at low speeds.

The 70 H. P. Renault engine can be throttled
down so that the machine will stand still and
the pilot can start without assistance. In ac-
tual flight the engine revolutions can be run
from 1,350 to 1,950 and propeller revolutions
from 675 to 975, still maintaining horizontal
flight. The muffler which has been tried, seems
to reduce the horsepower under load by 2%.
The aeroplane has been inverted and laid
on its back and the wings have been loaded
to three times the loaded weight of the ma-
chine-weight of wings. This resulted in the
strengthening of the rear lateral spar to give
it the same proportional strength as the front
one; however, the lighter spar did not take
a permanent set.

The area of the upper wings totals 202 sq.
ft., the lower, 172 sq. ft.

THE

BREGUET TWIN-FLOAT SEA-
PLANE

While the hydroaeroplane meeting this
spring, at Monaco, proved a succession of
disasters, one unqualified success alone stood
out. Moineau's magnificent flight in a gale
will not readily be forgotten, and more than
deserved the gold medal awarded it by the
Ministry of Marine; and when Bregi carried
off a non-stop flight of 160 miles, Louis
Breguet fully established his reputation as the
foremost French hydroaeroplane constructor
of the day.

The two machines in question were of
slightly different type, that of Moineau driven
by a 2GO H. P. i8-cyl. Canton-L^nne being pro-
vided with one main central float furnished
with oleo-pneumatic shock absorbers and one
small auxiliary swivelling float midway along
each wing, while Bregi's 130 H. P. machine
had twin floats working on rubber shock ab-
sorbers. For the present we will confine our-
selves to a description of this latter seaplane. 1
To British Aeronautics we are indebted for aJ
description of this machine. Its main dimen- j
sions are : Span, 5o.8 feet ; chord, 5.7 feet ; \
length over all, 32 feet ; plane area, 484 sq. ft. ;
length of floats, 13 feet; displacement of;
floats, 560 gallons; weight (empty), 1,98b lbs. ; 1

JmALAmaiAFimCTr3££

AERONA UTICS

Page 99

September, 1913

useful load, 750 lbs. ; loading, 5.6 lbs. per sq.
ft. ; tankage, 4 hours.

The fuselage is not unlike that of the land
machine, but with one important difference
from the constructional point of view. It
consists of four steel tubes converging to-
wards the tail, and braced at intervals by steel
struts and cross-pieces, by means of clips,
none of the members being pierced. The
lower surface of the fuselage is horizontal,
the upper side curving downward towards the
rear. The forward portion, of heavier gauge
tubing, contains the seats and forms the motor
bed. The seats are exceptionally roomy and
give ample accommodation for two passen-
gers, with a certain amount of space for lug-
gage or spare parts. On the whole, this four-
steel-tube fuselage is preferable to the old
central-tube one, since it eliminates the dan-
ger from torsional stresses to which the other
type was always exposed.

The wings are of the usual type, save that,
in addition to the wires which prevent the in-
cidence from falling below a certain angle and
so obviate the danger of the wings flattening
out in their rotary movement about the main
steel spar, additional stops are provided, as a
farther safeguard, which limit the movement
of the steel spring connecting each rib to the
spar. The upper plane has no dihedral, but

the lower plane has a distinct dihedral angle,
which has the further advantage of giving
greater clearance to the wing tips.

The control is of the now usual Breguet
type, and is universal : fore-and-aft movement
of the lever operates the elevator, sideways
motion actuates the warp, while steering is ef-
fected by twisting the wheel, motor car fash-
ion. A foot warp control is added for the
purpose of relieving the arms during long
flights — a hydro by reason of its greater
weight and the resistance of the floats requires
more power to work the controls than a land
machine — and of giving greater power of con-
trol in gusty weather. Incidentally, of course,
it acts as a safeguard against the rupture of
one control cable. The foot control is gen-
erally only employed to restore lateral balance
in gusts and eddies, the hand warp being used
for the more delicate maneuver of bankings
All the control wires, with the exception of
those of the warp, are carried within the
fuselage — a most important point in a hydro.

The tail is of the ordinary Breguet type,.
save that the upper surface of the elevator is
cambered so as to lift the weight of the tail
float. The rear of the fuselage is equipped
with a long triangular fin, to give weathercock
stability and to balance the lateral float re-
sistance, fixed to the fuselage by four steel
arms.

The engine is a 9-cyl. 130 H. P. Canton Une,
fitted with two carburetors and running at
i,35o R. P. M. in the air. It is further pro-
vided with an excellent self-starter. An
auxiliary magneto, giving an exceptionally
long spark is fitted and operated from the
pilot's seat by twirling a small switch-lever.
When this is in operation a single swing of
the starting lever starts the engine without
effort. The propeller is a Chauviere tipped
with copper. The pressure in the main tank
is maintained by the familiar little air pro-
peller working in the slip stream.

But the chief feature of the Breguet hydro,
all said and done, is the marine portion — the
floats and their attachment to the fuselage.
The twin floats are of the Fabre type, with a
perfectly flat under surface, and are consti-
tuted by two skins, the outer one being slightly
flexible so as to yield slightly to the uneven
surface of the water. Each float is 13 feet
long, and divided into six water-tight compart-
ments. The bow is fair-shaped and the upper
surface slightly domed, so that, on the whole,
the air resistance is not unduly high. The
small tail-float rigidly attached to the rear of
the fuselage is chiefly designed to protect the
rudder since, normally, the machine rides the
water on its two main floats. A small stream-
line float is attached to the extremity of each
wing tip.

We now come to the suspension which,
more than any other single feature, renders
the Breguet hydro so distinctive and has un-
doubtedly played an important part in its suc-
cess. Louis Breguet was the first to recog-
nize the great importance of shock absorbers
for marine work, in which they play an even
more important part than on land machines.
{Coniiftued on page loj)

AERONAUTICS

Page 100

September, 1913

BIPLANE "PONNIER-PAGNY" ON
NEW PRINCIPLE

Half biplane, half monoplane is the struc-
ture built by two young French designers,
after a study of two machines, a monoplane
and a biplane, built by the same firm and with
the same system of equilibrium. They found
between these two types absolute dissimilarity
instead of the similarity expected, considering
they are two solutions of the same problem.
In other industries similarity is the rule.

However, in the Ponnier-Pagny one finds
this similarity, whether a question of mono-
plane or biplane, one or two passengers.

Excepting hydroaeroplanes, all the apparati
of this firm belong to the category of machines
■whose centres of gravity, pressure, resistance
and thrust about coincide. The c. of g. is,
however, located slightly below the centre of
pressure. The incidence of the horizontal tail,
naturally non-supporting, is negative, and its
value varies from minus 3^ degree for single
man machines to minus i degree for two man
machines. This disposition gives to the longi-
tudinal dihedral the greatest value and as-
sures excellent longitudinal stability. More-
over, a "lorward preponderance,"* and thus
assures automalic gliding descent in the event
of a sudden stoppage of the motor.

The screw is always a propeller and mounted
direct connected to the motor, except for the
special armored war machine. Its axis passes
through the centre of pressure of the sup-
porting surfaces (which are "sloped as de-
sired"). If the machine is a single seater,
the pilot, whose weight is an essential factor
for proper balance, is placed forward of the
entering edge ; in the passenger machine,
either the passenger sits over the c. of g. and
the pilot in front, or else a passenger (ob-
server or marksman) is placed in the extreme
front before the pilot ; or finally, the pilot
and passenger sit side by side in line with
the entering edge of the wings. In every case
the field of vision is the greatest possible.
Furthermore, the masses are near the c. of g.
Therefore, the "nacelle," or car, is short and
can be enclosed with sheet steel in streamline
form.

The first machine of this series has com-
menced trials and the results were conclu-
sive as to the principles involved, only a few
slight details of construction had to be al-
tered and the new machines confirmed expec-
tations.

The "fuselage," or, more exactly, the car,
is not in the first machine of steel. It is com-
posed of a framework of steel tubing, cov-
ered with a fabric. The disposition of the
organs is identical with that of the final ap-
paratus. Special fittings, strong and light,
are employed to connect them to the tubes of
the fundamental prism.

The wings, designed with great care, com-
prise three parts: (i) An entering edge, very
short, of angular shape acting as a wind de-
flector. (Modifications are under test for the

* By "forward preponderance" is meant that the
■c. of g. is forward of the c. of p. on wings.

application of the Constantine system and ac-
tual tests are being made in flight by Ponnier
himself. Note, in passing, recent article by
Mr. Sellers in AERONAUTICS on the ex-
periments of M. Constantin.) (2) A thick
sustaining surface, comprised between the two
spars, acting by depression on the back, and
compression on the face. The profile of the
back is parabolic and tangent to the leading
and trailing edges ; that of the face is parallel
to it and joins with the leading and trailing
edges. (3) The trailing edge is in the form of
a blade, with parabolic profiles, and which op-
erates by "recuperation." The centre of pres-
sure is equidistant between the two spars
which are jointed and not "journalled." Act-
ing chiefly by depression, the wings have a
very small incidence, variable according to the
type of machine. Their profiles are similar.
All the factors of their outline are in a mathe-
matical relation advanced by Pagny, after nu-
merous experiments made on wings of very
difi'erent dimensions, of which the incidence
varies from 4 degrees to o degree, and the

AERONA UTICS

Page 101

September, 1913

QMVDR9/I

cambre from 150 millimetres to o millimetre,
passing through intermediate values. At
the limit, for o degree and o millimetre, the
face would be flat and the back parabolic.

The transverse dihedral is positive and is
25 millimetres per metre.

The warp is effected by pivoting the spars
about their axes, and journalling the ribs on
the spars; there is, therefore, no tension. The
warp is progressive and powerful, and its ex-
treme flexibility renders it quasi-automatic.

(Bielovucic affirms he did not operate the
warp during his flight over the Alps).

Lateral stability is by warping, as above
stated. Soon comparative trials will be made
with ailerons and flaps. Longitudinal stabil-
ity is assured by a foldable tail at the rear
of the fuselage, same being at a negative angle
of incidence, and an elevator in two parts, to
permit the swinging of the rudder.

A vertical rudder is hinged to the rearmost
strut of the fuselage. The tail truss is com-
posed of beams of steel tubing and struts of
the same material, braced with music wire.

^^ The landing gear is composed of two lateral
' V's," the branches of which are tied to the
car, the tops of which are fastened by two pins
rigidly to the prism. The axle is jointed, its
displacement being limited by rubber bands.

A special device is used for the attachment
of the motor, which can be varied, making it
quickly demountable. Controls by a lever with
double movement and by foot pedals. The
folding of the machine is well worked out.
The wings are demountable ; also the tail — and
their disarrangement is almost impossible.

CAUDRON NOT MERELY AMPHIBIOUS

Abroad they point to American flying boats
as inland water craft unsuited for sea flying
and supporting this contention they consist-
ently stick to catamaran floats. The Caudron
people, of whose machines we have seen a
sample in this country use wheels as permanent
fixtures, located in slots built in the pontoons,
the wheels just projecting below the high step.
Other foreign makers frequently use wheels
which can be drawn up or let down. As will
be seen from the drawings herewith, the
"tread" is wide and the wheel axles are at-
tached rigidly to the floats. Spring suspen-
sion is provided by rubber shock absorbers.
The six chassis struts to each float are con-
nected to two bars which are parallel to the
sides of the float and far enough apart for the
float to swing freely between them. This
framing pivots about a cross-tube attached by
clips to the float, which clips act as bearings
for the transverse tube. At the rear, between
the rearmost struts, there is another trans-
verse tube also secured to the float. The ends
of this tube extend far enough on either side
to rest upon the parallel side spars mentioned
first and the rubber bands bind the two flexibly
together at their junction. It will be seen that
the float pivots about the forward cross-
member with a certain amount of vertical
movement as admitted by the rubber bands.

The surfaces are the same as on the land
machines. The' rear portion of the main
planes are flexible and the front and rear
struts are quite close together. Lateral sta-
bility is secured by warping and the elevator
is one single plane, which is also warped. The
rudders are twin and are above the elevator.
Control is by a universally mounted post for
elevator and warp, with foot-yoke for the
rudders.

The 80 H. P. Gnome is carried by overhung
bearings and drives an 8 foot propeller. Two
unique floats support the tail when the ma-
chine is at rest on the water and under the
main planes are wing tip cylindrical floats.
Some of these machines have been sold to the
French Government and are now being intro-
duced into England.

The area of the main planes is 3-0 sq ft.;
sjian of upper plane, 42 feet; lower 28 feet;
tail plane (elevator), 50 sq. ft.; rudders. 16
sq. ft; total length. 26 feet 8 inches; chord,
5 feet I inch; gap, 5 feet i inch. Full details,
with scale drawing, of the Caudron monoplane
were published in the October, 1912, issue.

AERONA UTICS

Page 102

September, 1913

ANOTHER NEW SOPWITH WATER
'PLANE

The machine which Harry Hawker used in
his great flight for the "Round Britain" Daily
Mail prize was built by T. O. iM. Sopwith,
whose land machines were described in a
previous issue.

This new water 'plane resembles the land
machine generally but is fitted with a lOO
H. P. 6-cy!inder Green engine. It will be
remembered by readers that a Green engine
won the 24-hour test for the Alexander prize,
of which test a full report was printed in
AERONAUTICS.

The fuselage of this machine is of conven-
tional construction, the longitudinals being of
of ash and the struts and cross members in
the head section of ash and in the rear of
spruce. The main spars of the staggered
planes are of spruce, I-section, the planes be-
ing set at a small dihedral angle. The engine
section is covered in with aluminum.

Lateral stability is secured by ailerons of
large size in both upper and lower surfaces,
interconnected. These are operated by the
rotation of the hand wheel which is mounted
on a vertical column ; a forward-and-back
movement actuates the elevator and the rud-
der is turned bv a foot lever. The control

cables are inclosed in the body for the greater
part of their lengths. The upper plane is open
over the engine section. As shown in the
drawings, "baffle plates" of streamline form
partially make up for the lack of upper sur-
face in this centre section.

With pilot and passenger up, fuel and oil,
the weight is about 2,400 pounds and the fly-
ing speed around 60 M. P. H.

The single-step floats are framed in ash and
spruce and covered with cedar. (A note on
cedar lumber was published on page 136 of
the April, 1913, issue). There are three com-

partments, two of which in each boat will
keep the machine afloat. In addition to struts
to the lower plane there are struts running up
to the bow end of the fuselage to take the
weight of the engine. The struts between the
planes are hollowed out and all are of spruce.

Pressure is used on the gasoline tank and
maintained by a small pump attached to a
strut and driven by a small air propeller.

Total area main planes, 500 sq ft. ; elevator
area, 26 sq. ft.; tail plane area, 120 sq. ft.;
rudder, 12 sq. ft.

The Daily Mail offered a prize of $25,000
to the first English aviator who, on a British-
built machine, accomplished a circuit of the
British Isles in 72 hours. Harry Hawker, after
one previous trial in which he was obliged to
give up, started with a passenger, on Aug. 25
from Southampton, followed the eastern coast
up beyond Aberdeen, most to the north of
Scotland, turned across Scotland at Cromarty
diagonally southwest over the Caledonian
Canal to Oban, on the western coast of the
island. They left Oban the morning of the
third day and crossed the Irish Sea and down
the eastern coast of Ireland to a landing at
Portrain, just a few miles north of Dublin.
While making a spiral to land here. Hawker's

AERONA UTICS

Page 103

September. 1913

/?ffOi. E r- £W Gj./r/vJ>

foot slipped from the rudder bar and lost con-
trol of the machine so that it dropped to the
water. The mileage covered was 1,043 out of
the total of 1,540. This incident was sufficient
to preclude the possibility of repairing and
finishing within the time limit. The first day
495 miles were covered in five stages, the long-
est single flight being one of 150 miles in 178
minutes.

Sopwith machines have made the following
British records : Duration, 8 hours, 23 min-
utes ; height, 11,450 feet; two-man height, 12,-
903 feet ; three-man height, 10,600 feet, and
world's four-man height record of 8,400 feet.

RADLEY'S HYDRO-AEROPLANE

James Radley, another English aviator
whose flights have been numerous in Amer-
ica, and one of the members of the English
team in the 1910 international race, with Gor-
don England, has produced a "waterplane"
with features a bit out of the ordinary.

This machine is a modification of a ma-
chine built earlier this year with similar twin
floats in which the pilot and passengers sit
but which was powered with three Gnome en-
gines, each driving by chain a propeller shaft.

and each of the three being capable of being
eliminated as a driving element. These floats
were more or less of the conventional, simple
type.

In this latest machine the floats are real
boats, constructed by a boat-builder and are
'"clinker" built, known to all users of row
boats, in which the planks overlap instead of
butt together. Cedar is used and there are
three watertight compartments ; water is pos-
sible of entrance only in the central section
of each boat. Two people may sit in each,
tandem. The controls are of the type made
famous by Farman.

.\ single engine is used this time, an 8-cyl-
inder Sunbeam of 150 H. P., which drives
through a two-to-one gear, a 4-bladed pro-
peller, 9.5 ft. diameter and 4 ft. 7 ins. pitch.
The engine runs normally at 2,200 and is a
development of the automobile engine of the
same name which has recently attracted great
attention in track racing through its many
wins at high speeds.

The location of the tank will be seen from
the drawing, and this holds upwards of 80
gallons of gasoline and 8 gallons of oil.

Hickory spars are used for the main planes,
of I-section, with poplar and spruce ribs.
Struts are spruce, with exception of those in
the engine section which are of Honduras
mahogany. It may be interesting to note that
the struts are hollowed out.

Lateral stability is maintained by ailerons
in the top surface only, positive acting; one
goes up as the other goes down and vice
versa.

The elevator is of conventional type hinged
to a non-lifting tail. The rudders are twin.
The fabric is linen, coated with British Email-
lite, which can now be purchased in the
States.

The weight of the entire machine, with four
up and fuel for ten hours, is 2,500 lbs., and
the speed is 60 miles an hour.

Total area main planes 560 sq. ft. ; tail
plane, 24 sq ft. ; elevator, 35 sq. ft. ; top plane,
290 sq. ft. ; rudder, 18 sq. ft.

In criticizing the British Government for
lack of support of the aeronautical industry
and for lack of availaole aeroplanes in case
of sudden necessity, the number being set at
^S. Howard Flanders, a constructor, remarks
quite as a matter of course: "Moreover, there
are not more than about 48 British machines
on order." Why, if we could count ofifhand
48 aeroplanes flying daily in .America we
would think we were flourishing.

Xinety-nine miles an hour for a Wright —
This is reported in England when a Wright
l)iplane is said to have exceeded, even, this
speed fitted with an 80 H. P. water-cooled
motor.

AERONAUTICS

Page 104

September, 1913

DEMOUNTABLE TURNBUCKLE

Everything for rapid take-down ! We have
now arrived at the quick detachable wire
strainer, or turnbuckle ; and it is patented in
France and other countries. One wire fas-

tens at A and another at B. To close, the
lever C is folded up in its slot, the vvhile the
loop A slips into place, the lock D slips over
the hook of C and there you are. Tightening
would be accomplished in the usual way.

AERO STRENGTH OF VARIOUS
COUNTRIES

The strength of the air battalions of the
various countries, tables of expenditures and
appropriations have been compiled by the
aeronautical section of the Signal Corps for
use in the recent hearing before the Commit-
tee on Military Affairs. Doubtless this in-
formation is as near accurate as can be ob-
tained, as it is useless to expect that foreign
government are willing to furnish any data
whatever. This compilation follows :

France : 14 dirigibles, 8 under construction ;
611 aeroplanes, 238 officers permanently de-
tailed, 620 military pilots, 1. 174 officers and
enlisted men on aviation duty.

Germany: 15 dirigibles, 5 dirigibles under
construction, 420 aeroplanes, 300 military
pilots.

Russia: 12 dirigibles, 10 dirigibles under
construction, 200 aeroplanes, 80 military pilots.

England : 6 dirigibles, 2 dirigibles under
construction, 168 aeroplanes, 135 military
pilots, 74 oflficers and 682 men on permanent
air duty.

Japan : 2 dirigibles, i dirigible under con-
struction, 23 aeroplanes, 20 military aviators.

United States: no dirigibles. 17 aeroplanes,
19 military pilots, 19 officers detailed for avia-
tion duty.

Italy: 8 dirigibles, 2 dirigibles under con-
struction, 153 aeroplanes, 175 military pilots.

Mexico : 7 aeroplanes, 5 military pilots.

Austria : 7 dirigibles in use, 3 under con-
struction, 136 aeroplanes, 91 pilots.

Brazil : 3 dirigibles, 18 aeroplanes, 12 pilots.

Belgium : i dirigible, i building, 40 aero-
planes, 68 pilots.

Spain: i dirigible, 48 aeroplanes, 20 pilots.

Bulgaria: i dirigilile, 28 aeroplanes, 10
pilots.

Roumania : 24 aeroplanes, 15 pilots.

Chile : i dirigible, 6 aeroplanes, 3 pilots.

China: 25 aeroplanes, 12 pilots.

Greece : 52 aeroplanes, 10 pilots.

Switzerland : 4 aeroplanes, 27 pilots.

Turkey: 2 dirigibles, 15 aeroplanes.

Servia: 8 aeroplanes.

Argentine: 5 aeroplanes, 15 pilots.

Australia : 4 aeroplanes.

Norway : 3 aeroplanes, 5 pilots.

Montenegro : 3 aeroplanes, 5 pilots.

Denmark : 6 aeroplanes, 8 pilots.

Holland and Sweden : 3 aeroplanes, 10 pilots.

APPROPRIATIONS FOR 1913. VARIOUS
COUNTRIES.

France* $7,400,000

Germanyt 5,000,000

Russia 5,000,000

England 3,000.000

Japan fi.ooo.ooo

Italy 2,100.000

Mexico 400,000

United States 125,000

* $2,400,000 in for the Navy.

t Approximate.

t $12,500,000 and $25,000,000 will be ex-
pended in the Navy and Army respectively
covering a period of 5 years.

By the end of 1916 the Chinese army expects
to have 1000 aeroplanes, this year's budget
calling for the purchase of 250.

The Chairman. And how long do officers
generally stay in the (aviation) service?

Lieut. * * * That depends upon the tem-
perament of the officer. Lieut. * * * has
been in the service for some time; he started
at the same time I did, and it has not affected
him as far as I can see, but his length of ser-
vice has made him more cautious ; that is all.
Some other officers find that it gets on their
nerves, and they become practically worthless
as aviators.

The Chairman. I suppose that after an of-
ficer loses his nerve he is worthless as an
aviator ?

Lieut. * * * Yes, sir; and he must quit,
or he will kill himself; he will probably kill
himself and somebody else with him. — Hear-
ing before Committee on Military Affairs.

The model shown in the photograph is that
of the Curtiss fiying boat. It is Ysth full size,
is complete in every detail and is one of the
finest examples of the model maker's art
in America.

AERONA UTICS

'Page 1 05

September, 1913

Published Monthly by Aeronauttcj "Prtjj

122 E. 25t- ST., NEW YORK

Cable: A=ronautic. New York

•Phone, 9122 Madison Sq.

ERNEST L. JONES. Pres't — - THOMAS C. WATKINS, Treas'r-Sec'y

ERNEST L, JONES, Edilor - M, B. SELLERS, Technical Ediior

HARRY SCHULfZ, Model Edilor

SUB=;C=^lPTION RATES

United States, $3 00 Foreign. $3.50

No. 73

SEPTEMBER, 1913

Vol. XIII, No. 3

Entered as second-class malter 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 by the 2oth.
Advertising pages close on the 25th.

^ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted.

cylero cTWart

BREGUET WATER PLANE

{Conti'fiuedjroin pn^e gg.)

In the case of a central float airboat the mat-
ter is relatively simple, but with two floats
the designer is immediately confronted by the
difficulty of one float being constantly in
danger of being struck by a wave, while the
other descends into a trough, so that equilib-
rium may be easily upset; hence the necessity
not only for enormous strength in the flrst
place (and each of the Breguet floats weighs
180 lbs.), but for enormous shock absorbing
capacity. Moreover, each float must be sprung
so as to work wholly independently of the
other.

This problem Breguet has solved in quite an
original manner. To the front of each float,
well in advance of the c. g., are attached two
steel struts tied together by cross-struts, and
mounted on ordinary universal joints. To the
center of the after part of each float is at-
tached a single steel strut by means of a ball-
and-socket joint, whence it passes upwards
through a hole in the lower plane, giving suf-
ficient room for play, and joins the three front
struts on a collar sliding vertically against
heavy rubber shock absorbers of the type for-
merly used on the REP. Moreover a diago-
nal strut runs from the front and rear of each
float to a central longitudinal steel tube con-
nected to the fuselage by an inverted pyramid
of steel struts. Every single joint constitutes
a hinge, with the result that there is perfect
flexibility and play in each direction. The
system is ingenious to a degree ; more, it is
highly eff'ective and once again reveals the
originality of mind and the thorough going
but unbiased manner in which this con-
structor approaches each new problem, a qual-
ity in which so many other designers,
adaptors, and manufacturers are deficient.

This fine machine is not a land aeroplane to
which floats have been attached ; it is a sea-
plane in the true meaning of the word.

The amount of accessories to keep aero-
planes in the field is astonishing. During some
British manoeuvers with two airships and
fourteen aeroplanes, it took 8 motor cars, 12
light tenders, 10 heavy tenders, and 8 steam
trucks to keep them going.

RATES: 15 cents a line, 7 words to the line.
Payment in advance.

FOR SALE — 50 H. P. Gnome motor, practically
new. Address letters Gnome, care of AERONAU-
TICS. 122 E. 25th St., New York.

F()R SALE — Tractor Riplane. Genuine Benoist
19Ki model. Good as new. Will demonstrate. Ad-
dress Tractor, care of AERONAUTICS, 122 E. 25th
St.. New York.

FOR SALE — Returning to Europe, will sell Tractor
Biplane 42 feet spread, extra parts, large tent, crates,
etc.. Al exhibition machine, $300.00. 8-cyl. Y motor,
Paragon & Normale propellers, radiators, gas tank,
$700.00. Fully guaranteed. Will accept best offer
for complete outfit. i\Iust be sold. Robinson Bros.,
59 Glasgow St.. Rochester, N. Y.

ENGINE FOR SALE— S-cyl. "Y," list price,
$1,500; new, never used. The one who buys this
motor gets one of those few real bargains that isn't
picked up every day. Thoroughly tested by maker
who desires to sell the last one in his shop. Complete
with propeller. $800. Address, "Eight Cylinder,"
care of AERONAUTICS, 122 E. 25th St., New
York.

SACRIFICE— A Curtiss type biplane, flown by one
of America's most famous aviators, with 8 cyl. Hall-
Scott 60 H. P. motor, all in Al condition, for $1,800
cash, subject to demonstration to bonafide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. I'ree instruction in flight to purchaser
at well-known flying field. The best bargain of the
season. Opportunity knocks but once at every man's
door. ."Xddress "Sacrifice," care of AERONAUTICS,
122 E. 25th St., New York.

Now Ready

The Airman's Vade = Mecuni

"NO. 1," METEOROLOGY

By Colonel H. E. Rawson, C. B.

(Vice-President Royal Meteorological Society; Council
Aeronautical Society i

CONTENTS : Introduction and 5 Chapters on

Temperature, Pressure, Wind, and Precipitation.

Weather Forecasting. Index.

Price 40 Cents Net Post Free

'AERONAUTICS," 3, London Wall Buildings,
London Wall, London, E. C.

AERONA UTICS

Page 106

September, 1913

U. S. ARMY REQUIREMENTS FOR
WATER PLANES

I. Pontoon type of machine with inclosed
body in which aviators are seated and instru-
ments specified installed.

2. In case of single pontoon it shall have at
least one longitudinal center line water-tight
bulkhead and at least two transverse water-
tight bulkheads giving not less than six water-
tight compartments. In case two pontoons are
used, each pontoon shall have at least two
transverse water-tight bulkheads or not less
than three water-tight compartments. Pon-
toons shall have at least three inches free-
board when machine is fully loaded, this test
made after machine has been floating on water
24 hours.

3. In flying boat type of machine aviators
to be seated in boat and instruments speci-
fied installed. One longitudinal center line
water-tight bulkhead and at least two trans-
verse water-tight bulkheads ; that is, not less
than six wate;r-tight compartments. Sutifi-
cient freeboard not to ship water going 30
miles an hour in the open sea in a 25 mile
wind.

4. Plane of either type capable of easy
handling on water, to have a tactical diameter
of not more than 100 yards.

5. Protective armor for pilot, observer, and
engine, subject to Ordnance Department pene-
tration tests for a small-arm fire. Armor shall
be made of chrome steel and be about 0.075
inch thick.

6. The following instruments and radio
equipment shall be placed on each machine and
shall be considered a part thereof : Tachome-
ter, compass, aneroid barometer, barograph,
map holder, stretching board, combined, clock,
angle or incidence indicator.

7. All above instruments of make and type
approved and furnished by Signal Corps,
United States Army.

8. A radio telegraphic apparatus on each
machine. Equipment furnished by the Signal
Corps.

9. Power plant may be designated by Chief
Signal Officer. _ Six hours' test on the block
to determine its horsepower, speed, gasoline
and engine consumption.

10. Upon delivery for tests the manufac-
turer will furnish the following data concern-
ing the aeroplane: (a) weight, (b) normal
angle of incidence in horizontal flight, (c)
gliding angle, (d) gasoline and oil consump-
tion of engine, (e) Safe increase angle of in-
cidence, (f) two blueprints of engine and
aeroplane, (g) list furnished with data.

TESTS TO BE PASSED

1. Carry two people with seats to permit
largest field of observation for both.

2. Control capable of use by either.

3. Floats strong enough to allow beaching
and rough water.

4. Pack for assembling by 6 men in 1^/2
hours.

5. Ascend at least 1,500 feet in 10 minutes,
with live load of 400 pounds, and fuel and
oil for 4 hours. This load to be carried in all
prescribed flying tests.

6. Starting device.

7. Non-stop 4-hour flight.

8. Minimum speed 38 M. P. H.. and maxi-
mum not less than 55 M. P. H.

9. Machine capable of safe gliding.

10. Manufacturers shall furnish demon-
strators for all tests.

11. Manufacturers must provide name plate,
giving necessary data, such as maker's type
and serial number.

12. System of control of pattern approved
by Board of Officers conducting tests.

13. Desirable features : silencer, flight in
20 mile wind, efficient stabilizing device, start-
ing machine from within exposed body or
boat.

THE SIKORSKY AIR LIMOUSINE

Probably the biggest aeroplane yet built is
the new machine just now attracting attention,
built by one Igor Sikorsky, a student with the
Technical Institute at Kieff, Russia. It has
flown a number of times and now holds the
world's record for duration with seven on
board, i hour 4 minutes. The passengers can
walk around during flight and make sudden
movements without affecting the stability of
the aeroplane.

The aeroplane is generally of standard type,
but heavy and with a cabin added. Four Argus
motors of 100 H. P. each, driving 4 propel-
lers, are placed in pairs, two in front, two at
the rear, a pair on either side of the cabin,
mounted on the lower plane. In later trials

the rear motors were moved to the front
alongside of the other two, and the speed in-
creased to 66 miles an hour. The supporting
surface is 120 sq. m., spread 28 metres, total
length 20 metres. There are eight wheels to
the chassis, with elastic suspension. Ailerons
for lateral equilibrium. The weight of the
machine is 2700 kilos. (5940 lbs.). The ma-
chine gets off in about 600 feet and lands as
easily as any other. The speed is over 45
miles an hour. It can carry 1600 lbs. load.
The fuselage, of wood, terminates in a bal-
cony for an observer. Back of this is a cabin
10 feet long, with two pilot wheels. Still to
the rear is another cabin for passengers, pro-
visions, bombs, etc. Even a couch is provided.
One motor may be out of service or under
repairs during flight. The whole machine can
be quickly taken down for transport.

AERONA UTICS

Page 107

September, 1913

THE

WRIGHT COMPANY

OUR aeroplanes for land
and water purposes re-
main today as in the very
beginning of flying, the most
efficient machines in use.

Mr. ORVILLE WRIGHT and our
engineer, Mr. G. C. Loening, have
spent over two years in careful ex-
periment on the air-worthiness and
sea-worthiness of aeroboats, in or-
der todetermine thoroughly thecon-
ditions that these cratt would have
to meet. Naturally, therefore,

THE WRIGHT AEROBOAT

combines efficiency, safety, sea-wor-
thiness, stability and contiol on the
water in a degree that surpasses
anything yet produced.

Further Information Upon Request

OUR STANDARD TYPES

Model "C", two passenger, military
scout, extensively used by
United StatesWar Department.

Model "D", one passenger, speed,
scout — in its official military
tests, this machine has consist-
ently demonstrated a climbing
of 1640 feet in 3 minutes.

— I he A liter ican Record.

Model "E", single propeller, exhi-
bition machine, designed par-
ticularly for ease ia assembling
and taking down.

Model "C-H", hydro-aeroplane, de-
signed particularly for use over
small inland streams. This ma-
chine shows higher efficiency
than has ever been attained in
marine flying.

THE WRIGHT SCHOOL AT SIMMS STATION,
NEAR DAYTON, OHIO

Compleie tuition, §^50. No charge for break-
age. Pilot may use school machine for his li-
cense tests free of charge. Dual control used.
Average length of course, two weeks. Our
terms are the best, and our equipmeiit also,
as we wish to encourage flying in this way.

™E WRIGHT INCIDENCE INDICATOR

An indis-|jensablc instrument for the
amateur aviator. Price $50.00.

THE WRIGHT COMPANY

DAYTON, OHIO
New York Office: 11 PINE STREET

McCormick's Flying Boat Exceeding
60 Miles Per Hour

If your Business

were Building Aeroplanes

You wouldn't stake your reputation on anything but
the most RELIABLE fabric, tires, accessories, etc.,
that money could buy. Insist on such quality now
when your safety is at stake. Follow the lead of
successful manufacturers and insist upon the use of

GoodJyear

^J tV' AKRON, OHIO

Stay-Tight
Aeroplane Fabric

The one fabric that is reliable at all times and under
all conditions. It stays the same rain or shine.

Goodyear Aeroplane Fabric is so treated that weather
has little or no effect upon it. It is moisture-proof — non-rot.
Won't shrink or stretch — practically non-inflammable.

Here are some of the famous makers who believe in and
use this quality fabric : The Curtiss Aeroplane Company,
Burgess Company & Curtis ; The Wright Company ;
Glenn L. Martin Co. ; Benoist Aircraft Company ;
Thomas Brothers Aeroplane Co.

We also make a full line of Aeroplane Tires in sin-
gle tube, and double tube. No-Rim-Cut and Clincher
Types. We furnish rims, also buih-up wheels.

Let us inform you more fully on \\o\f
GOODYEAR renders Aviators a saving
service. Write for our circular on aero-
plane accessories today.

The Goodyear Tire S Rubber Company

AKRON, OHIO

Toronto, Canada. London, England. Mexico City, Mexico
Branches and Agencies in 103 Principal Cities.
Write us on Anything You Want in Rubber.

AERONAUTICS

Page 108

September, 1913

THE FREELAN BIPLANE

BY Harry schultz, model Editor

The model biplane shown in the accom-
panying drawing was constructed by Clifford
Freelan, of Cypress Hills, L. I., and was the
winner of a contest recently held by the Long
Island Model Aero Club, the results of which
appear below :

The fuselage consists of a single stick of
balsa lA inch square, tapering to ^4 inch by
yl inch at the front. The rear brace of bamboo
is 9 inches long, H inch at the center, taper-
ing to % inch at the ends.

The propellers are carved out of spruce,
are g inches in diameter and have a pitch
angle of 45 degrees. The propellers are fitted
with the usual bearings of I's inch tubing.

The planes are constructed entirely of bam-
boo. The upper main plane has a spread of
28 inches, with a chord of 5 inches at the cen-
ter, tapering to 4 inches at the tips. The lower
main plane has a spread of 19 inches with a
chord of 5 inches tapering to 4 inches at the
tips. The struts or stanchions between the
planes are eight in number and measure 5
inches in length. As shown in the drawing
the main stick or fuselage passes between the
main planes. As shown, the planes are slightly

staggered. The elevating plane is constructed
the same as the main plane, and measures
13 inches in spread with a chord of 33/2 inches
at the center. It is placed on an elevation
block 54 inch high about 3 inches from the
front of the main stick. The planes are cov-
ered on the under side with silk paper and
coated with ambroid varnish.

The chassis is constructed of bamboo, the
rear skid being bent from a single strip of
bamboo }i inch square and 7 inches in length.
The front skids are 8 inches in length and
are braced as shown. The spread between the
wheels is 10 inches. The wheels are ^ inch in
diameter and are constructed of two layers
of a's inch spruce laminated together. They
are fitted with small pieces of tubing for
hubs.

The model is driven by two motors of 14
strands, each of % inch flat rubber.

The accompanying photograph shows an
exhibition model built by W. L. Butler, of
Daly City, Cal. Mr. Butler is one of the
foremost model flyers of the Pacific Coast,
and as stated in last month's issue, is at
present the holder of the world's record for
models flying from the hand with a duration
of I/O seconds.

DETAIL OF WHEEL.

ope. rvvTt^

sf,cJ( 36" ^^^■

17&9

' cKu.^ \j^

■/^ero'na-w"'SS'

AERONA UTICS

"Page 109

September, 1913

aM><I>4"I-

!: ^

PATENTS SECURED OR FEE RETURNED

Send sketch or model for FREE Search of Patent Office records. Write for our Guide Books J
and What to Invent with valuable List of Inventions Wanted sent Free. Send for our T
special list of prizes offered for Aeroplanes. 4

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

id have a special Aeronautical Department. ' ,
patents in Airships, 10 cents each. Improvements in Airships should be protected without delay

^We are Experts in Aeronautics and have a special Aeronautical Department. Copies of
^ patents in Airships. 10 cents each. Improvements in Airships shouW
as this is a very active field of invention and is being rapidly developed

VICTOR J. EVANS & COMPANY J

Main Offices - 724-726 Nl NTH ST., N . W. - WASHI NGTON , D. C. J

;; +

BURGESS PATENTS

FOR SALE— Year old passenger
water machine, Sturtevant Motor,
guaranteed in first class condition.
Unly baro;ain ever offered. Owner
has bought flying boat. $2,000.

Address, Burgess, care Aeronautics

HYDRO

Special grades of Bamboo for Aeronautic V^ork. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids \V\ diameter and under any length.

J. DELTOUR, Inc. '"^h'^S"" '

DUCK for AEROPLANES

Samples and prices on request

JOHN BOYLE t, CO., Inc.

112 Duane Street,
New York City

202 Market Street.
SI. Louis, Mo.

JOURNAL OF THE UNITED
STAT ES A RTIL L ERY

A bi-monthly magazine of artillery and
other matter relating to coast defense.

Published under the supervision of the
School Board, Coast Artillery School,
Fort Monroe, Virginia.

$2.50 a year.

With Index to Current Military Litera-
ture, $2.75.

C. L. PARKER

Ex-member Enmining Corps, U. S. Patent Olfioe

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 McGiU Bldg. WASHINGTON. D. C.

CURTISS 3.foot Model FLYING BOAT

Build this Model

It embodies the latest ideas in Aero-
nautics. Concise Plan with Building
Instructions, 25c. OTHER

"IDEAL" 3ft. MODEL PLANS;

— Bleriot, 15c; Wright, 23c; Nieuport, 25c; Cecil Peoli Cham-
pion Racer, 25c; Curtiss Convertible Hydroaeroplane, 35c.

COMPLETE^SET OF SIX, $1.25 POSTPAID

48 pp. "Ideal" Model Aeroplane Supply Catalog 5c

IDEAL AEROPLANE & SUPPLY CO., 82A W. Broadway, N.Y.

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog "EVERYTHING AVIATIC"
and a small order will tell you why tlinse wlio know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

PEDERSEN OIL PUMPS

have positive action, are small and
lioht, easily ajjplied to any motor

— ^—^^^ Write for circular — ^— ^— ^^^

PEDERSEN LUBRICATOR CO.

636-644 First Avenue, New York, U. S. A.

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

S cyl. ■' V " type 6o H.P. 240 pounds.

KELIABILITV
MAXIMUM POVVKR.

DTRARILITV
.MIMMU.M \VP:IGHT.

THE BOLAND TAILLESS BIPLANE

equipped with the Boland Control (two tnovements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
trol which is basic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

Ill answering advertisements please mention this magazine.

AERONA UTICS

Page 1 1

September, 1913

HXX^fTP^^^

WRIGHT-CURTISS LITIGATION

The last stage of tlie suit against the Herring-
Curtiss Co. and Glenn H. Curtiss, brought by The
Wright Company for alleged infringement of U. S.
Patent Number 821,393, will be fought out by the
attorneys for both sides in the United States Cir-
cuit Court of Appeals, Post Office Building, New
York, some time in November, it is expected, the
case having been appealed by Curtiss to this, the
last court.

In the event of a decision in favor of the plaintiff,
the amount of damages to be awarded will have to
be figured out by a Master, who will be appointed
by the Court. Arguments may be made before him
by representatives of either side tending to arrive at
a proper amount. Having made up his mind as to the
damages accruing, the Master would take steps to
collect, by attachment if necessary. The Court may
award no damages, on the other hand. If the deci-
sion is that there has been no infringement, the suit
will he dismissed and the use of ailerons for main-
taining balance will be free.

There is no case in the courts against the present
Curtiss Aeroplane Co. or the Curtiss Exhibition Co.
The Herring-Curtiss Co. was formed in 1908, but
a disagreement between the principals led to inter-
nal legal dissensions and the company went through
bankruptcy. Mr. Curtiss bought the plant at the
receiver's sale and sold it to the newly formed Cur-
tiss Aeroplane Co.

The ailerons in the earliest Curtiss machines had
a slight curve and these are the ones on which the
present suit is brought. Later Curtiss adopted per-
fectly flat ailerons and introduced a device intended
to equalize the aileron resistance, if any should oc-
cur, irrespective of whether they present equal, posi-
tive and negative, angles to the line of flight. Neither
the flat ailerons, or any using the equalizing device,
seem to come within the machine proved in the
present case. It would appear that in case the plain-
tiff wins in this last court, the defendant company
is bankrupt, and the suit is for infringement by the
company and Curtiss jointly. And, also, the status
of the ailerons as used at present on Curtiss ma-
chines with the operation of the special equalizing
device appears to be still inisettled.

HISTORY OF THIS FAMOUS CASE.

In January, 1910, an order for preliminary in-
junction was granted, restraining Curtiss, etc., from
manufacturing, selling and exhibiting, allowing, how-
ever, the concern to proceed under a $10,000 bond.
An appeal of the injunction proceedings was taken
to the same court as will hear the present appeal,
which court reversed the decree. The injunction was
dismissed, costs imposed on the plaintiff and the bond
cancelled. In November, 1912, after many months
of taking testimony, tlie case was argued, briefs were
submitted, and in February, 1913, Judge Hazel
handed down the first oninion on the merits of the
patent in favor of the Wrights. Appeal was at once
taken. Since this decision, the Curtiss interests have
operated under a $10,000 bond again.

The above statement of the status of the suit is the
view of the attorneys for the defendant. On the
other hand, the plaintiff considers that the suit was
not based on curved ailerons. The proving of their
use was simply for the purpose of demonstrating that
it really was not intended to carry pressure on the
top as well as the bottom sides. Of course, it will
depend entirely on the decision of the Court as to
what will be covered.

INTERFERENCE IN PATENT OFFICE
OVER DEVICE CLAIMED NOT TO '
INFRINGE WRIGHT PATENT

Incredible as it may seem, patent examiners, maga-
zine editors, constructors and patent attorneys have
never till now discovered the patent issued to Leicester
B. Holland for a device which seems identical with
that used in the Boland aeroplane, which is alleged
not to infringe the Wright patent and on which ap-
plication for patent was made on March 18, 1910, just
a few days prior to the application, on March 21, 1910,
for the Holland patent, which actually issued on Sept.
19, 1911, No. 1,003,459.

The patent examiner in each case has apparently
not been cognizant of the work of his colleague until
very lately, when interference proceedings have been
instituted.' The Holland patent has long been issued
and the inventor naturally supposed himself safe as
to priority. Boland has priority of application and
Holland has the issued patent. Boland has gone along
building machines and prosecuting the claims on his
unissued patent under the same belief, totally un-
aware of the existence of a patent already issued cov-
ering the identical feature — at least it seems so, for did
they not conflict there would be no interference action.

There are eight claims to the Holland patent which
cover, in short, a rigid vertical surface at each lateral
extremity of an aeroplane means for swinging each of
these vertical surfaces about a diagonal axis extending
from one edge of one main plane to a point in vertical
alinement with the opposite edge of the other main
plane.

COL. REBER TO INVESTIGATE ACCI-
DENTS

Colonel Samuel Reber has begun an exhaustive in-
vestigation concerning accidents in the military avia-
tion service.

GYRO EXPLOITS ABROAD

R. S. Mooie is making his aviator-demonstrator
"hump himself" over there at the Hendon weekly
meetings. The Gyro-motored Wright is made to carry
four full grown people and race fast Deps in speed
contests. The speed contests are handicap afTairs
and the figures imposed upon the various machines
are intended to equalize them and make the results
depend principally on the skill of the pilots and the
ability of the mechanics to get the engines in best
trim. Moore's aviator was able on one occasion to
beat our American friend. Brock, who was mounted
on a 75 H. P. Dep., a 70 Farman and even a 100 Dep.,
which started scratch.

RUSSIA WANTS MOTORS

Engineer N. Kouznetzoff, Aeronautical Department,
Ingeniernaya 13, St. Petersburg, Russia, wants to
hear from American motor manufacturers with cata-
logues.

BOOKS RECEIVED

GRUNDLAGEN DER PHYSIK DES FLUGES,
von Dr. Raimund Nimfuhr, 8vo., paper, 106 pp., with
10 figures. Published by Druckerei und Verlags-
Aktiengesellschaft vorm. R. v. Waldheim, Jos. Eberle
& Co., Vienna VII/1, Austria, at M. 4. Chapters:
Einleitung; Die Luftverdrangungs- (Luftstoss-)
Theorie, Senkrechter Luftstoss, Der schiefe Luft-
stoss, Mangel der Luftverdrangungstheorie; Die
Theorie der statodynamischen Auftriebserzeugung mit
Beriicksichtigung der Atmosphare als Ganzes und der
Kompressihilitat der Luft, etc.; Zur Theorie der
Drachenflieger.

REVIEW OF APPLIED MECHANICS, by L. Le
Cornu, 8vo., paper, IS pp. Published by Smithsonian
Institution, Washington. D. C, free upon request.
Contains note on aerodynamical laboratories.

HOLES IN THE AIR, by W. J. Humphreys, Ph.D.,
8vo.. paper, 13 pp., plates. Published by Smithsonian
Institution, Washington, D. C, free upon request.

JERONA UTICS

"Page

September, 1913

[FRENCH AEROPLANES

ENGINEERS
INVENTORS
AVIATORS
CONSTRUCTORS

TAKE NOTICE!

For all photos, des-
criptions, data, news,
drawings, etc., re-
garding FRENCH
AVIATION, address
below :

Etudes Aeronautiques

ALEX. DUMAS, Engineer, E.G. P.

20 Rue Ste. Marie, Neufchateau (Vosges \ France

ADAMS-FARWELL

REVOLVING MOTORS

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OFFERS SUPERIOR ADVANTAGES

Addres., Thomas Bros. Aeroplane Co.
BATH, N. Y.

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ESTABLISHED 1865

Aeroplane, Motor and Accessory Catalogues
Circulars, Brochures, Bulletins, etc. :: ::

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Built in capacities and types for standard
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Write for prices on standard makes. Send your
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Also Manufacturers of Automobile Radiators (.f all types

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

For use in combination with
calico or canvas between
veneer in diagonal planking,
and for waterproofing muslin
for wing surfaces.

Send for samples, circu-
lart, directions for use, etc.

L. W. FERDINAND & CO.
201 South Street Boston. Mass.. U. S. A.

WIRE

We make an extra high grade

plated finish wire for

aviators' use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling's Sons Co.

TRENTON, N. J.

V-Ray Spark-Plugs Never Lay Down

The V-RAY CO.

CHARAVAY PROPELLERS

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Agents: Eames Tricyle Co., San Francisco; National Aeroplane Co., Chicago.

AERONA UTICS

Page 1 1 2

September, 1913

DEATH OF LIEUT. LOVE

A Board of Officers at the Signal Corps Aviation
School, San Diego, Cal., have investigated the aero-
plane accident which resulted in the death of 1st
Lieut. Moss L. Love, 11th Cavalry, on Sept. 4, 1913.

This Board, of whom two were eye witnesses of the
accident, reported as follows:

Lieut. Love left the field at 7.23 a. m., Sept. 4,
in Wright machine No. 18. He climbed to approxi-
mately 2,000 feet and flew at that altitude until 8.01
a. m., when he started to volplane. After complet-
ing a right turn at an altitude of approximately 1,000
feet, he continued on a straight-away glide very little,
if any steeper than the normal gliding angle of this
machine. At an altitude of about 300 feet he was
observed to put on power. He continued gliding at
approximately the same angle as before for quite a
perceptible interval of time. Then the angle oi glide
gradually became steeper and steeper, the machine
becoming vertical. There is a difference of opinion
as to whether the machine went beyond the vertical
or not, but the majority of witnesses are of the opin-
ion that it did, striking the ground on the top plane
first. The position of the machine seemed to bear
this out. Witnesses are uncertain as to whether
power was kept on until he struck the ground. The
machme was a total wreck, but an examination showed
all wires intact. Up to the time of the final dive,
Lieut. Love seemed to be flving well, with the ma-
chine under thorough control, and as far as anyone
could tell there was no collapse of any part of the
machine in the air. The machine was thoroughly
examined before Lieut. Love went up and had al-
ready been flown several times that morning.

The Board is therefore of the opinion that the acci-
dent was due in no way to any defect in the aero-
plane itself. The air at the time was slightlv puffy,
but not dangerously so. The machine at all times
up to the final dive seemed to be under thorough
control, therefore, the only reasons that can be given
for the the accident are either that Lieut. Love be-
came unconscious in the air or that the dive was
caused by bad air.

MODEL CONTESTS

At the flying field of the Long Island Model Aero
Club m Brooklyn, N. Y., on Labor Day, September
1, 1913, a contest was held for biplanes rising from
the ground for duration.

The contest was won by Clifford Freelan of the
Long Island Club, whose model is described herein
The total of his three best flights was 155 seconds;
the average, therefore, being 51 2/3 seconds.

W. F. Bamberger of the Bav Ridge Model Aero
Club was second with a total of 130 seconds and an
average of 43 1/3 seconds. His machine was fitted
with Dunne type planes and showed remarkable stabil-
ity in spite of the strong wind prevailing.

Excellent flights were also made by Frank Braun
and Chas. V. Obst of the Long Island Club. Obst's
niachme was an excellently constructed biplane of
the headless type with a built-up fuselage. He, how-
ever, was handicapped on account of the weight of
his model and the low pitch propellers with which it
was provided.

The contest was attended by an enormous amount
of spectators and was a great success.

A contest for tractor models was held by the Bay
Ridge Model Aero Club at the flying grounds at
Rugby, Brooklyn, N. Y. The contest was a very
exciting one, the models showing remarkable stability.

W. F. Bamberger, president of the Bay Ridge Club,
was the winner of the single propeller tractor contest
with a flight of 782 feet. This constitutes a new
world's record as it surpasses the former record of
519 feet held by F. G. Hindsley of England. F.
Hodgeman, flying a double propellered tractor made
excellent flights; his best being 633 feet.

The world's record has been broken for rising off
ground models, for duration, by Mr. L. H. Slatter,
of England, with a duration of 131 seconds. His
model weighs 8H ounces.

"Last year we had a few visitors to the field; this
year a dozen people at the field on a Sunday we con-
sider quite a crowd; still we keep right on flying and
working.

"Why don't you try and get the Aero Club to run
a meet, spend a few dollars, and give us a chance to
make some money; we won't hold on to it but will put
it in circulation as fast as we get it." — A Hcmfstead
Aviator.

PEGOUD ACTUALLY DOES THE LOOP

On September 21, cables report that Pegoud, after
a dive turned his aeroplane so that the wings formed
a right angle with the earth, righted, turned the ma-
chine over again on the other wing, righting each
time. Then he looped the loop, diving vertically,
heading the nose up, gliding upside down with the
wheels above around the loop and then diving again
to normal position. While the machine makes com-
plete somersault about its transverse axis, it seems
clear to aviators here that Pegoud must have been
falling all the time, which would make the altitude
at the "top" of the loop actually less than at the
beginning; in other words, that Pegoud did not actu-
ally make a circle in a vertical plane with the top
John Iseman, Joy Atwater, E. C. Flick and C. E. O. Sim.

Pegoud is quoted as follows:

"If some fearful gust of wind should turn an aero-
plane over, the pilot could regain a normal position
by pivoting on one wing. I proved this three times
by flying downwards with a machine on its side and
righted each time, both on the right and left wing.
The downward falls with the wings perpendicular to
the earth, whether the engine is running or not, are
no longer dangerous.

"I tried in the whole series of these falls by warp-
ing a wing to its fullest extent, without using the rud-
der. The way in which the machine righted itself,
merely by a movement of the rudder in the reverse
direction, was simply amazing.

"For my falls of 500 feet, tail downward, I pointed
the nose of the aeroplane upward by pulling the steer-
ing pillar right back, and I let her rip. The way I
tried to capsize the machine sidewise was by warp-
ing a wing to the fullest extent in the very act of
banking steeply.

"If I want to capsize an air machine in the ordi-
nary way I simply start coming down, stop the en-
gine and push the steering pillar right forward until
the machine has turned over on its back. I have al-
ways wanted to loop the loop, though I had not an-
nounced my intention of doing so until recently.
When I was 2,500 feet up I began a precipitate de-
scent by pushing forward the steering pillar, then I
pulled it backward, the engine running freely un'il
the machine was round the loop and ready for the
vertical dive."

A Russian army aviator who duplicated Pegoud's
first upside-down flights was court martialed and given
30 days in jail to reflect.

MILTON KORN DIES FROM FALL

Celina, O., Aug. 19 — Milton Korn died as the result
of injuries received in a fall during a flight as passen-
ger with his brother in a biplane, on Aug. 13. The
brother did not sustain fatal injuries. No details
of the accident are available.

MAX LILLIE KILLED

Galesburg, 111., Sept. 16 — Maximilian Theodore Lil-
jestrand, known as Max Lillie, for several years a
most successful flyer of his Wright biplane, owner of
a school of flight at Chicago, was killed in giving
an exhibition. An examination by G. C. Loening, of
the Wright Company, states that the machine used
was constructed of spare parts of old machines and
parts made by Lillie; that vital steel parts were
rusted, the cloth was rotten, that joints were stiff,
that inferior metal parts were occasionally used,
though control wires were in good condition ; that any
number of joints and wires might have given way
due to increased strains; wires and pins showed wear;
the direct cause of Lillie's death is ascribed to the
folding up of a right wing straightening out from a
turn to the left and about to land.

INCORPORATIONS

Indianapolis (Ind.) Aerial Navigation Company of
America, $100,000 capital stock. Capt. G. L. Bum-
baugh is president and general manager. Associated
with him are Harry B. Wilson, assistant cashier of
the City National Bank as vice-president and treas-
urer, and Herbert A. Luckey, attorney, as secre-
tary. The purpose of the company is to deal in
dirigible balloons. About $25,000 of the capital stock
has been subscribed.

Russell Aeroplane Co., of Cleveland, Tex., capital
$12,000; incorporators: James M. Murray, E. T. Mur-
ray, J. D. McDowell, A. S. Deuel, Cleveland.

The Atwater .Safety Flying Alachine Company,
Akron; flying machines; $25,000; M. L. Atwater,
of the circle higher above the ground than the bottom.

ylERONAUTICS 'Page 113 September, \9\ 3

BALDWIN

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For Aeroplanes, Airships, Balloons. First Rubber-
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material known. Dampness, Heat and Cold have no
effect. Any strength or color.

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That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40 h. p., 4-cyl.; 60 and 80 h. p.,
8-cyl., on exhibition at Wittemann's. All motors
guaranteed. Immediate delivery.

Experting

Will install a Hall-Scott free of charge in anyone's
aeroplane and demonstrate by expert flyer. Expert
advice. 'Planes balanced.

Private Flying Field

Fine private field with smooth water frontage for
hydro-aeroplanes. Private sheds and workshop.
Located at Oakwood Heights, Staten Island.

CAPTAIN THOMAS S. BALDWIN

Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONA UTICS

Page 1 1 4

September, 1913

BUSINESS TROUBLES

Paul Studensky, of Brooklyn, N. Y., a Russian,
who has lived in the United States two years, has
brought suit against the Silver Lake Aviation Com-
pany of New Berlin, O., for $10,000 damages. The
aviation company is supposed to conduct a school of
flying. Studensky says he signed a contract June 7,
by which he was to be employed one year at $50 a
week and 20 per cent, of gross exhibition receipts, are
covered by a guarantee of $100 weekly. He says that
after two weeks he was notified his salary had been
stopped.

WORLD RECORD WATER FLIGHT

Sept. 23 — Roland Garros flew from St. Raphael,
France, across the Mediterranean to Bizerta, Tunis,
non-stop, in 7 hours 53 minutes, a distance over
water of about 560 miles. No floats on his land ma-
chine were used, nor were any boats stationed along
the route. , „ ^

Sept. 7 — Alfred Friedrich and passenger flew from
Berlin to Paris. He started on Sept. 3.

Sept. 13 — A. L. Sequin flew non-stop from Pans
to Berlin, about 590 miles. .

Sept. 17 — The Michelin cup for distance flying was
awarded today to Aviator Fourny, who covered 9,993
miles between August 25 and September 16. Fourny
flew daily and never once suffered serious mishap.

CHRISTOFFERSON'S NEW PLANE

Mr. Christofferson is now flying a small racing bi-
plane of his own make, equipped with a Hall-Scott
60 H. P. motor. This is an ideal equipment for till-
ing exhibition dates, and so far he has filled five or
six within the last two weeks. The most noteworthy
of these was his date at Salt Lake City, altitude S,.i00
feet, where he flew without extensions for two days
without any trouble whatsoever. The next date was
at Provo, '75 miles distance, and he flew this one
afternoon at better than 72 miles an hour. He states
that the equipment was perfect in every way, and
that it gave as much or more power than his 80
H. P. motor. Blakely writes from Canada that he has
flown 500 miles, cross country, without a stop be-
tween flights, within the past 10 days. A 60 H. P.
power plant has been sold to the Salvadorean Gov-
ernment.

INTERNATIONAL RACE

There are 10 contestants entered in the inter-
national race at Rheims, France, on September 29.

Chas. T. Weymann, the Europeanized American,
is to be the representative of the States, and will
probably use a Dep. .

There will be a three days' meeting at Rheims, on
September 27th, 28th and 29th. The first day will be
given up to the French eliminating trials for the
Gordon-Bennett race; the programme for the second
day will be made up of various competitions, while
the Gordon-Bennett race will take up the last day.
For the race six countries have entered: France,
Great Britain, United States, Belgium, Germany and

The race is over a 10 kil. course for 200 kilometres.
Landings are permitted. The winner of the race
will be that competitor who has completed the whole
distance in the shortest time. The machines must
be capable of flying as slow as 42 miles an hour,
demonstrated beforehand.

BALLOON ASCENSIONS

Holmesburg, Pa., Sept. 18— A. T. Atherholt, Dr.
Jerome Kingsbury and P. H. Bridgman in the
"Penna." landed at Flagtown, N. J., after a night
trip, encountering a heavy rain storm.

AVIATION SCHOOL IN LIMA

An aviation school has recently been founded in
Lima under the auspices of the National Aero League
(Liga Nacional Pro-Aviacion) under $27,000 subsidy
by the Peruvian Government for acquiring aeroplanes
and other equipment necessary for such a school.
The instruction will probably be in charge of J.
Ramon Montero, instructor in the Bleriot school,
near Paris, who participated at the Chicago aviation
week of 1912, and has since given exhibition flights
in Lima. Inquiries regarding possible acquisitions
of needed supplies can be addressed in English to
Senor Montero.

U. S. Patents Gone to Issue

Copies of any of These Patents may be Secured by

Sending Five Cents in Coin to the Commissioner

of Patents, Washington, D. C.

Even in these enlightened days, the crop of
patents on absolutely worthless, or even ques-
tionable, devices increases rather than de-
creases.

It would take an entire issue of the maga-
zine to abstract in a full and clear manner the
claims of the majority of the patents issued.
In a great many cases it is even impossible to
give in a few lines what sort of an apparatus
the patent relates to. In most instances we
have used merely the word "aeroplane" or
"helicopter" if such it is. Where it is im-
possible to indicate the class, fven, in which
the patent belongs, without printing the whole
patent, we have used the word "flying ma-
chine."

The patents starred (*) are those which
may be found of particular interest; but it
must be understood we do not pretend to
pass judgment upon merits or demerits.

Where patent seems to have particular in-
terest, the date of filing will be given. — Editor.

Do not attempt to invent in a field the science and
prior art of which are unknown to you — William
Macomber.

ISSUED AUGUST 26, 1913
1,071,180 — Alfred Arnold Remington, Birmingham,
England, AIRSHIP. Apparatus for condensing the
water vapor in exhaust gases in order to keep total
weight of an airship intact.

1,071,425— Rudolph Jary, Chicago, 111., AERO-
PLANE, with two upper supporting planes tandem
and removable additional planes between the former,
and means of attachment.

1,071,505— Alexander Bryant, Chicago, 111., AIR-
SHIP, with supporting planes and beating wings.

ISSUED SEPT. 2, 1913.

1,072,078 — Joseph H. Beckwith, St. Louis, Mo.,
HELICOPTER with parachute above each lifting pro-
peller.

ISSUED SEPT. 9th

* 1,072, 5 14 — Tohann Schutte, Danzig. Germany,
DIRIGIBLE BALLOON detail. Attachment of cars
to rigid airships so as to avoid injury to the car and
connections with the frame as frequently happens
with this class.

1,072,663 — Anthonv R. Silverston, Milwaukee, Wis.,
FLYING MACHINE, comprising tubular body with
means for driving air through it; aeroplanes, etc.

1,072,664 — Anthony R. Silverston, Milwaukee, Wis.,
FLYING MACHINE more or less similar.

1,072,710— Henry C. Fisk, Stafford, Conn., STA;
BILIZER for aeroplanes consisting of a "dished"
plane above the supporting planes, and means for
attachment.

1,072,764 — William A. Nagel, Harrison, Ohio,
PARACHUTE ATTACHMENT with tube fitting
around the 'chute, means to open parachute container
for tulae and 'chute, means for ejecting.

ISSUED SEPT. 16th

1,073,277— Henry G. Morris, Philadelphia, Pa.,
HELICOPTER.

1,073,334 — George E. Dickson, New Lenox, 111.,
FLYING MACHINE. Rigid reciprocating para-
chutes, with valves therein.

AERONAUTICS Page 115 September, \9\3

BARGAIN

HARRY BINGHAM

BROWN

Retires from Aviation. Will Dispose
of his GENUINE

WRIG HT

Biplane with all equipment, including

"Safety Pack'' and all extras, in

first-class condition, at

$2000.00

A. LEO STEVENS

Box 181, Madison Square - New York

In ansivering advertisements please mention tliis magazine.

AERONAUTICS

Page 1 1 6

September, 1913

Subscriber's Forum

AUTOMATIC STABILITY

An article in the June number of AERONAUTICS,
which also refers to other articles elsewhere, speaks
of the proposed use of negative wing-tips or a re-
versed dihedral angle of the wings as a means of au-
tomatic stability. This should never be attempted.

In the first place, we may draw an inference from
the fact that no birds fly in this way, except in hover-
ing, an evidently difficult accomplishment, even for
them.

In the second place, I demonstrated by theory and
experiment, as far back as 1897, that a curved body
suspended in an air current follows the line of least
resistance. The concave aeroplane "a" (Fig. 4) in
still air or drifting with the air, and with sufficient
steadying weight at "b" will make an excellent para-
chute; but if driven forcibly in the direction of the
arrow "c," it will tend to buckle around, in the direc-
tion of the arrow "d," moving as though on the sur-
face of a sphere of identical curvature. If this plane
be slightly elevated at the front, and held rigidly
with framework and a tail, it will, of course, be per-
fectly safe; but, when a question of lateral stability
is concerned, and instability is the defect to be over-
come, such lateral forms as shown at "f," "g" or "h"
are very liable to sudden disaster and should never
be employed. Any one of them is liable to "catch
a crab" and "turn turtle" (or do any other unde-
sired marine zoological stunts) at any instant.

The greatest source of lateral stability, in an aero-
plane as in a bicycle, is headway; the greater the
speed, the less apparent veering of the head-wind
will there be, due to the lateral gusts. And this ap-
parent veering can easily be annulled — as in bicycle
riding — by heading up into the gust. This can be
almost entirely accomplished by having a larger rud-
der, or a keel. A large, vertical vane or partition,
or several of them a little back of the centers of
gravity and support, and centered at about the height
of the center of gravity, would be quickly affected
by a gust; and the further back it was placed, the
more tardy the action, but the smaller the necessary
area.

Where the wings are set at a positive dihedral
angle, as at "i," any sudden side-gust will bring the
apparent headwind more or less under the windward
wing. Here, again, the broken curved surface tends
to slide as on the surface of a sphere; but it is a
lower surface, the center being overhead. This will
produce a lateral rocking or careening, but of a much
safer kind, because the motion of translation is
against gravitation, upward, instead of downward and
with the gravitational acceleration, as in the former
case. By the time that the gust gets to the rudder,
and turns the head into the wind, the aeroplane will
be ready to slide back again to safety, from its own
weight. Of course, the rocking motion will be less
in proportion as the dihedral angle is small and the
center of gravity high. It will also be less in pro-
portion as the lateral lever-arm is short. I would,
therefore, also suggest shorter span for the wings
with three planes, as tending to better lateral stability.
RuTER W. Springer.

CONCERNING THE INVERTED V

An article in this issue by Mr. Springer condemns
the transverse inverted V disposition of aeroplane
wings. His arguments are answered in the articles
to which I referred in my June "Talk."

The statements made there concerning this dis-
position are justified both by theory and experiment.

As before stated, a lateral gust is equivalent to a
veering head wind or to the momentary turning of
the aeroplane's longitudinal axis at an angle to its
course.

In Fig. 2 the inverted dihedral wing is shown
turned in this way, the course being toward the ob-
server; and it is evident that the angle of attack
of the windward wing A will be diminished while that

of B will be increased; in fact, A may receive the
air pressure on its upper side. The windward wing
A is, therefore, depressed while the wing B is raised.
This is confirmed by experiment, and experiment fur-
ther shows that a machine of this kind having a low
c. g., and coming into this position, turns toward the
low side. M. B. Sellers.

The contention that a lateral gust is equivalent to
a veering head wind, and that the windward wing
will be depressed while the leeward wing will be
raised, if an inverted dihedral angle is employed,-—
is perfectly correct, so far as it goes. In fact, as
the wings cant, under the influences stated, these
influences will continue to act with more and more
power, and the canting will become more and more
pronounced, until the aeroplane upsets. The effect
would be exactly analogous to that of feathering an
oar the wrong way in rowing; the near wing would
receive the air pressure upon its upper side, — which
would be far worse than any "hole in the air," and
there would be an instantaneous and fatal exempli-
fication of the law that the V-shaped dihedral is the
form of stability, by the aeroplane assuming that posi-
tion. However, "crabs" are not aerial animals; and
I hope no one will experiment in "catching crabs"
in this manner. Of course, a low center of gravity
would do much to impart steadiness; but a high
c. g. has many points of superior excellence; and we
are talking of aerial stability, not possibilities of in-
stability. Ruter W. Springer.

To the Editor:

What is the simplest way to calculate a power plant
for an aeroplane for given loan of 2000 lbs., planes
placed 1.6, diameter and pitch of propeller at motor
speed of 1200 R. P. M., speed 60 miles an hour.

J. H. B., Tex.

Aiiszver. — For 60 miles an hour you can count 20
lbs. per H. P. for an average machine (amount car-
ried ranges from 16 to 25 lbs.); diam. of propeller
depends on make — for 100 H. P. about 9 ft. by
S.5 ft. pitch.

To the Editor:

Please tell me how to balance a Dumont 'plane which
is too heavy in front and not heavy enough behind.
The tail will tip up at half speed rudder level.

C. R., 111.

Answer. — Move weights back a little or give tail
more negative angle; or both.

HARPER'S AIRCRAFT BOOK, by A. Hyatt Ver-
rill. 8vo., cloth, 242 pp., profusely illustrated. Pub-
lished by Harper & Brothers, New York, at $1.00 net.
Written particularly for boys and young men at
school, Mr. Hyatt, through his intimate knowledge
has made the book an intimate introduction to the
men and boys who have done things in the big as
well as little planes. Members of the model aero
clubs will find the book invaluable. J\lr. Verrill is an
authority on motors and is known personally to many
of his fellow members of The Aeronautical Society,
before which organization he has frequently lectured.

/lERONAUTICS

'Page 117

September, 1913

To the Readers of this 'Magazine^
GREETING :

I beg to steal a page from the many of "good stuff" to air
my troubles.

This is no Swan Song. That's settled right now. Periodicals
are generally published for two reasons: usually to make money,
sometimes as a philanthropy.

This magazine falls in neither class. It is published for the
benefit of those who find profit in it. The editor is not a philan-
thropist (though he would be were it possible). The editor is not
a business man, or he would not be publishing an aeronautical
journal.

That some profit by its publication I know, for they pay their
subscriptions. That others profit by its publication I know, for they
say so. Now there are still some who speak not ; neither do they pay.

These do I address. There are but three propositions. Pay,
promise to pay, or say frankly you don't want the magazine.

I am doing my best to furnish the best there is. If you find
a better magazine, subscribe to it; and then tell me you've found it.
That will help me, perhaps. If you object to certain features, tell me.

I can't speak to you all with sounding words. I must ask
you to read what I write. If you don't want the magazine, say so.
If you have found a better, tell me ! If you do want it, may I have
your renewal order or your check?

Thank you in advance.

fe-^

HALL-SCOTT

100 H-P delivers 130 H-P at 1500 r.p.m. BRAKE TEST.

It is the only motor in the world designed
especially for the Flying Boat.
60 H-P has proven itself a guarantee to success, espec-
ially over lard flying.
40 H-P is the lightest motor for its power upon the mar-
ket especially adapted to geared down planes.

. Write for Catalogues ==^^===

upon these power plants and let us figure on your equip-
ment if you want the BEST.

Hall-Scott Motor Car Co.,

SAN FRANCISCO
CAL.

AERONA UTICS

"Page 118

September, 1913

MORE
POWER PER CUBIC
INCH
OF PISTON DIS-
PLACE-
MENT THAN ANY
OTHER
TYPE MOTOR EVER
BUILT

y, '

Bp>^WBBHH^^^

,B1 fcife &../■-..■-; ■: *•

1 1 .

tef,^«^ii&i;^.i^iLw

, .¥

r:^^*,^

^ieJ?....^SHWHw

IT
WILL PAY YOU
WELL
TO INVESTI-
GATE
OUR NEW OVER-
HEAD
VALVE MOTORS

WRITE
FOR CATALOG

EARL V. FRITTS who gained his pilot license with a Thomas Biplane,
equipped with a 60-70 h. p. MAXIMOTOR

Maximotor Makers, Detroit, Mich. Bath. N. Y., Feb. 5, 1913.

Dear Sirs : — Wish to inform you that I have today successfully filled the require-
ments in a number of flights to qualify for my pilot license. The M AXIMOTOR
stood with me right through to the end and no other motor on the field has anything
on your new product. 1 wish you the most of success during this coming season.
Sincerely, EARL V. FRITTS.

Maximotor Makers

DETROIT

No. 1528 East Jefferson

Airmen Should Be Interested In Photography

THE PHOTOGRAPHIC TIMES

Has long been regarded as the standard
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Some of the other regular features are

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Illustrations showing examples of the
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Foreign Digest.

Camera club happenings, exhibitions, and
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THE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

135 West 14th Street, : : : New York

In answering advertisements please mention this magazine.

AERONA UTICS

Page 119

September, 1913

Antony Jannus with Two Passengers Flying tbe New Benoist Flying Boat, Equipped with Six Cylinder

Vt£G. U. 9. PAT. OFF.)

Aeronautical Motor

This machine is now owned by Mr. W. D. Jones of Duluth
The most prominent aeroplane manufacturers in the country recognize the superiority of the Startevant motor
SEND FOR BULLETIN No. 2002

B. F* Sturtevant Company, Hyde park, boston, mass.

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Grandma Gets Due

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AERONA UTICS

Page 120

September, 1913

Only the best methods and
the best equipment will in-
sure you satisfaction

The

Sloane School

provides these
ASK OUR PUPILS

AEROPLANES, MOTORS
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Manufactured and Sold

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AERONAUTICAL ENGINEERS
Manufacturers of

:i Biplanes

Monoplanes ::

Hydro-Aeroplanes
y Gliders Propellers Parts ••

Special Machines and Parts Built
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Lar^e stock of Steel Fittings, Laminated Ribs,
and Struts of all sizes carried in stock.
Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
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Works : Ocean Terrace and Little CloT* Road
STATEN ISLAND. NEW YORK CITY

Established 1906 Tel. 717 Tompkinsville

Send for our igis Catalog.

Ask Men Who Know

WHAT THEY THINK OF

1019 ROBERTS
IVlO MOTORS

St. Louis, Mo., July 24, 1913
Gentlemen :

We have been using one of your new 1913 6-Cylinder
73-H. P. motors in one of our new flying boats, and would
say that we have found this motor to be exactly what we
want for our flying boats without a single qualification.

We were able to carry two passengers beside the aviator
in the new Lakes Cruise Boat, and are now working night
and day on another flying boat for one of your motors.

We congratulate you on your success in getting out this
last product, and beg to remain.

Yours very truly,
THE BENOIST AIRCRAFT COMPANY,
Per Tom W. Benoist, Mgr.

The ROBERTS MOTOR CO.

No. 1430 Sandusky Avenue
SANDUSKY. :: :: OHIO

In answering advertisements please mention this magazine.

iiililllllMlllMililllliiilii^

XIII. No.4^^""oCTa^, 1913 ^^''^''^'^

/Jt^ents

"RESULTS TELL THE STORY

iV YORK AERIAL DERBY. October 13 . WM. S. LUCKEY. Winner Second, CHARLES F, NILES 61 Miles in 52 Min. 54 Sec.

i/VPORT. R. I., to NEW YORK. October 5 . . . . WILLIAM THAW 230 Mile« in 220 Minutes — STEVE MacGORDON

SANY to NEW YORK. October 7 BECKWITH HAVENS — 172 Miles in 153 Minutet J. B. R. VERPLANCK

ehind These

events of a week, a score of achievements
this season, and hundreds of them dur-
ing the past ten years, you find the

CuRTiss Motors

VRE YOU WASTING TIME, MONEY, PATIENCE, OPPORTUNITY by using molors that "just answer the purpose"?

)k the facts in the face! Why not insure success by booking with us for 1914 motors? Investigation is cheap insurance;
write us for information, booklets, photographs, and particularly for proposition to the trade.

URTISS MOTOR CO., 21 Lake Street, Hammondsport, N. Y.

AERONAUTICS

Page 122

October, 1913

EHs

< BENOIST ^

PLANES hold (he followiug records:

World's long distance hydro record with one passen&er.
World's long distance hydro record with two passengers.
American endurance record, aviator and three passengers.
Have more world's records than all other m'f'rs combined.
The first successful Tractor Biplane built in America.

Records indicate superior efficiency.

Why not get an efficient machine

•while you are about it ?

The New
Benoist

f;r' BENOIST AIR CRAFT CO.

Action 6628 DELMAR BLVD. ST. LOUIS, MO.

50 H.P.

160 POUNDS

GYRO MOTOR

80 H. P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

Built of Nickel Steel and Vanadium Steel Throughout

From

"AERONAUTICS"

(London)

August, 1913.

"Beatty's Gyro (50
h.p.) — beyond doubt
a remarkably efficient

engine — must be cap-
able of producing
something like 60

h. p."

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street, Washington, D. C.

MAGrs ALIUM

IS 1-2^ LIGHTER, 15^ STRONGER

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OTHER AEROPLANE FITTINGS

G. A. CRAYEN & CO.

81 NE\V STREET, N\Y. C.
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MORRIS R. MACHOL

HYDROS

BUILD YOUR OWN

Over 100 complete
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That is the only kind we
build. Four sizes.
Reasonable Prices

Kemp Machine Works
Muncie, Ind.

In answering advertisemettts please mention this magazine.

lERONAUTICS

Page 123

October, 1913

ARAGON

IN PROPELLERS

Stands for Highest Quality,

Lowest Price

and Certain Satisfaction

The Enterprise and Integrity — the Character and high Engineering Skill
nought into Paragon Propellers have won for them the highest and widest
jcognition, both Government and private, of any propellers in America.

ANNOUNCEMENT

Our facilities have now developed far beyond the demands of the present American trade.
)ur factory capacity with the special propeller machinery now in operation is more than
lirty blades per day in two, three and four-bladed propellers.

We therefore solicit QUANTITY CONTRACTS with responsible dealers and manu-
icturers in all countries.

We desire to form trade connections in every large city of Europe and America. By our
ethods of production we can deliver highest grade propellers in wholesale quantities at European
Drts for less than pervailing costs of manufacture.

We can furnish any preferred styles, materials or construction, original or copied designs, or
ibmit samples for specified service — all subject to most rigid inspection and test. Any kind of
letal protection at little, if any, additional cost.

Every Paragon user must have full satisfaction or his money returned. We serve.

AMERICAN PROPELLER CO.

43-249 E. Hamburg Street - - Baltimore, Md., U. S. A.

Burgess
Flying Boat

Built for
U. S. Navy

HE BURGESS FLYING BOAT

is another record breaker. Built to comply with the strenuous requirements of
the U. S. Navy, it fulfilled its test flights and was immediately accepted. Al-
ready a number of orders have been placed by sportsmen for similar machines.
Burgess Aeroplanes and Hydro-aeroplanes are still unexcelled. Foreign or
Domestic Motors installed to meet the preference of individual purchasers. We
recommend the Sturtevant motor as the most reliable American type.

We have a number of used motors and hydro-planes which we are offering at
greatly reduced prices.

Training school patronized by both the Army and Navy, is located at Marble-
head adjoining the works. Early application is necessary to secure enrollment.

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

In answering advertisements please mention this magazine.

JERONA UTICS

"Page 124

October,

,1913!

:f^^

\}^

' The Flight Around Manhattan Was

^^l^

Another Bosch Victory

— Of Course

1st Luckey — Curtiss — Bosch

2nd Niles — Curtiss — Bosch

3rcl Wood— Moisant— Bosch '

and

Sablatnig's Remarkable Al-

titude Record of 3,281 feet

with five Passengers is a

Bosch Record, too. : :

BE SURE YOU GET

"Locating the Spark Plug"

It tells you what you ought to know

Bosch Magneto Company

201 W. 46th STREET :: NEW YORK

In answering advertisements please mention this magazine.

AERONA UTICS

Page 125

October, 1913

A YACHTMAN'S VIEW OF THE AIR BOAT

By Chas. D. Lynch
Chairman Sports Committee Perry Centennial Celebration

Certainly nothing can beat leaving the water
and ahghting on it with a fl3-ing-boat when it
comes to sport. Planing through the water at
50 miles an hour sends a wonderful thrill
through you. Starting out of the water gives
you a sensation more thrilling. Alighting on the
water and skipping along over a few waves,
then settling a little and planing along, caps
the climax and you are a fliying-boat-fan
right !

For yachting men who like to handle the
stick when "she has a bone in her teeth" the
writer recommends a trip in a flying boat as
they will be most likely to fully appreciate the
pleasures to be experienced. Sailing high in
the air for a long time at 65 miles per hour
was intensely interesting and a great experi-
ence. Viewing the map below, noting the
bays and inlets, the islands, the farms, the
boats, the docks, etc., has studying geography
backed off the boards. No map ever conveyed
ideas such as an air trip will give.

As we circled and soared upward, constantly
driven on our course as a first-class motor
yacht would be, the writer was greatly im-
pressed with the fiying-boat's possibilities for
sport and for use in scouting or dispatch-car-
rying. Sitting in a comfortable position, in
a boat wth plenty of "freeboard," enjoying
a sense of safety instilled by the substantial
construction of the boat and the wonderful
operating devices over which the pilot had
perfect control, it was a great treat to go
around an aerial race-course encircling the
bay where Perry had put in after his victory
in 1813, then to seemingly "bank" at the turns
as it would seem natural we should, then turn
and incline downward, not with a drop or
slide, but with a steady drive on a down
grade, then easily incline upward and drive
on an upgrade — all this seemed wonderful to
the observant and grateful passenger who was
being initiated into the new sport he had been
hearing about but never indulged in before.

My flight was made during a four week's
regatta at Put-in-Bay. Ohio, a part of the big
Perry Centennial Celebration, celebrating the
One Hundredth Anniversary of Perry's Vic-
tory in the Battle of Lake Erie, and a century
of peace between Canada and the United
States, was held this August under the
auspices of the Inter-Lake Yachting Asso-
ciation, from the 19th to the 26th.

There were regattas for sail yachts, power
boats, naval militia cutters and whaleboats,
cajioes, rowing shells, swimmers, and prob-
ably for the first time, "aeroyachts." The
sport of flying in and over the water was
classed with other aquatic sports.

All the advance fine weather dope was up-
set. The week proved the worst in August
and the worst in August for years. A north-
east gale of magnificent proportions, even
the kind that would have worried the sail
yachts or power boats, proved the only "worry"

the committee had on Tuesday morning of
.\ugust 19th, fhe date for things to begin.

The day before the ever-surprising Tony
Jannus hove in sight over South Bass Island
of which Put-in-Bay is the anchorage, coming-
straight from Sandusky, over Lake Erie, in his
Benoist flj'ing-boat which was destined to be
the real "thriller" of the meet. A few min-
utes after "Tony" landed the crowd sighted
another craft in the distant atmosphere. Beck-
with Havens, in his big Curtiss flying-boat
of Chicago to Buffalo fame, came down from
the higher altitudes and made a beautiful
landing. Havens had come from Toledo,
right over Lake Erie for forty miles, with
his friend Chenevert, of Detroit, as passen-
ger. They had enjoyed a delightful forty
mile cruise in thirty-six minutes — just aa
afternoon sail.

On Sunday the 17th, Walter Johnson, with
his Thomas flying boat with his new Austro-
Daimler motor; Frank Burnside and Fred
Fells, of Thomas Brothers, with a pontoon-
type hydroaeroplane, and William Bleakley
with his Benoist pontoon-type hydro had ar-
rived at Put-in-Bay and started to asseinble
their "yachts" at convenient "mooring" points
assigned by the committee.

The assembled pilots and aviation repre-
sentatives, together with the yachtsmen on
the committee, all in great enthusiasm over
the plans the committee had laid down, turned
in that Monday night feeling that things
couldn't be any better.

The first day a gale broke and the whole
week was stormy, one day flights being com-
pletely impossible. Despite the winds and
waves every man flew. On Saturday, the
23rd. Havens waved goodby and flew to
Cleveland with a passenger.

The next day Jannus concluded his flights
and flew away to Sandusky, wdiere he caught
a train.

The accident to Bleakley the first day of
flying, the 20th, is of interest to builders.

William Bleakley climbed into his seat in
the Benoist Tractor of the pontoon-type and
slipped into the water heading out into the
bay. Bleakley had an enviable reputation as
a flyer before. His reputation didn't suffer
by what happened. It was not his fault. The
wind was too strong. As he cleared the
water between the piers and tried steering to
"starboard" to head into the wind his pon-
toon was barely lifting from the water.

As it would leave the water it would be
slapped back into the trough of the waves
which were rather large out in the open water.
There was a struggle with the hydro and pilot
pitted against the weaves and wind. Bleakley
in his rather high seat in the fuselage and
{Continued on page 132)

AERONA UTICS

Page 1 26

October, 1913

TECHNICAL TALKS

By M. B. Sellers

THE AVIETTE

In a recent contest between bicycles driven
by aerial propellers, the first prize was won
by Rene Bernard, who covered the loo metres
in 83/5 seconds (about 26 miles per hour),
and the 2 kil. in 3 minutes, 25 seconds (22
M. P. H.). This race was organized by the
journal "I'Auto" in order to help solve the
problem of propulsion of the Aviette. Be-
cause no flapping wing machine had been
specially built to make the turns of the Pare
des Princes, the prize of 500 francs offered by
M. Dubos was not contended for.

This calls to mind an article by M. Constan-
tine, in which he shows why there is no hope
for the Aviette as a practical means of aerial
locomotion. His reasoning is briefly this : The
maximum speed of a bicycle rider is about
22 miles per hour; at this speed most of the
resistance is air resistance; an Aviette flying
this fast will require about 200 sq. ft. of sur-
face ; at a slower speed the area required
would be impractically large. As we have as-
sumed that a bicycle rider uses about all his
power to propel the bicycle alone at this speed,
he certainly cannot maintain the same speed
when overcoming the additional resistance due
to the drift of the wings. This, of course,
refers to the aeroplane aviette.

On the other hand we have the flapping
wing machine, the ornithopter, and it would
seem that if there is any hope for the Aviette
it would be in that direction, as the ornithopter
seems to be specially adapted to this purpose.
To operate a rotary propeller by muscular
power, a slow reciprocating motion must be
transformed into a rapid rotary motion, this
is not necessary with beating wings. Further-
more, it would seem that while large beating
wings, for a power driven machine, would
present grave mechanical difficulties, the
smaller ones required for a lighter, man-
propelled machine would be more practicable.

By beating wings I mean those designed for
use in so-called "rowing flight," where the
wing acts as an aeroplane, attacking the air
at a small angle, on both the up and down
stroke. This method of flight, practiced by
large birds, is pretty well understood, but, so
far, does not seem to have been successfully
imitated mechanically. Lilienthal studied this
mode of flight, and his book, "Bird Flight as
a Basis of the Flying Art," deals chiefly with
this subject. He estimated that the air re-
action due to reciprocating motion was nine
times as great as that due to uniform motion.
In some early experiments with a valvular
wing machine, actuated by foot power, he ob-
tained a lift of 88 pounds (the estimated effort
being i H. P.). This machine, however, did
not reproduce rowing flight, and I merely cite

it because the lift obtained was considerable.
For support in rowing flight rapid forward
motion is essential and the flexure of the
wing arm must be automatically adjusted to
the forward speed and stroke speed. I have
made a model travel about 8 feet per stroke.
Large birds travel a considerable distance
with each stroke.

Some writers are of the opinion that the
wing feathers act as valves on the up stroke.
This may be true in rising or hovering flight,
l)ut it can hardly be the case in rowing flight,
in which the whole wing has probably a small
positive angle of attack on the up stroke ; or,
at least the inner portion of the wing acts as
a supporting surface throughout the stroke. In
my opinion a machine with valvular wings
will not operate efficiently.

M. B. Sellers.

To THE Editor:

Will you be so kind to state, if possible, a
fixed table which is the simplest and safest
way to calculate a power plant for an aero-
plane, a monoplane will take place first to get
the right size power for a given load. Planes
placed any practical angle. How to deter-
mine now the diameter and pitch of propeller
according to speed of motor for a desired
mileage in minimum winds. Or will name a
book which practically deals more to solve
these problems. — /. H. B., Texas.

Answer — The power required to drive an
aeroplane depends (among other things) on
the weight, speed, efficiency of wings, and re-
sistance of the fuselage framing, etc. Un-
less these data are given the power cannot
be computed. The efficiency of the wings de-
pends on their section, aspect ratio, shape,
number and spacing, and on the angle of at-
tack required.

The best book for determining the probable
value of these data for a proposed machine
is: "Eiffel's Resistance of the Air and Avia-
tion." Price $10. Ordinarily, a power plant
is determined from the weight carried per
horsepower by machines in use and these data
are given from time to time in AERONAU-
TICS and other magazines. M. B. S.

Think very highly of your paper and wish
you every success. — R. R. B., Boston.

I want to say that your journal is, in my
estimation, the best of the aero papers and I
find it of great interest. — JV. D. B., Ohio.

AERONAUTICS

Page 127

October, 1913

THOMAS FLYING BOAT

Looking at the Thomas flying boat one be-
gins to wonder whether or not this is really
a descendant of the old four-cylinder guess-
the-horsepower grass mower built by William
T. and O. W. Thomas in the year 1908 at
Bath, N. Y., which has since been put on the
map. However, both the "boys" affirm the verity
of the boat's family tree and we can take their
word every time. They also promise a later
type with a regular limousine body, glass
windows, speaking tube, shades and all.

This machine is of just the ordinary con-
ventional pattern but does the work. The
boat is of the one-step type, there are wing-
tip floats and in general follows accepted
practice so far as there may be "practice"
in this new branch of the flying family.

The upper plane spreads 43.5 feet ; the
lower, 33.5 feet. Chord 5.5 feet, spaced 5 feet
4 inches apart. Total area of supporting sur-
face is approximately 350 sq. ft. The curve
is fairly deep, being 3.75 inches, about one-
third back. The planes are built in sections.

amply guyed with Roebling 3^2 inch wire cable
with special turnbuckles.

Goodyear fabric covers, top and bottom,
the planes. The laminated spruce ribs (spaced
1 1.5 inches apart, .375 inches wide and 1.125
inches deep) join to the main spars by metal
strips. The lateral spars are D-shaped.
laminated, measuring 1.125 inches by 1.75
inches for the front one and the rear spar is
approximately the same in cross-section size
but rectangular. The spars are spaced 44.5
inches apart. Struts are, of course, of stream
line form and join the beams by the quick de-
tachable Thomas sockets, described hereto-
fore in AERONAUTICS. These struts are
of solid spruce and measure i^ inches by
2^4 inches. The rear edges of the wings are
flexible. The gliding angle is about one in
eight, it is claimed.

Ailerons are used for lateral stability,
hinged to the rear spar of the upper plane
only, and measure 13 feet by 2 feet. Cable
( ( oniiiiued on page 142)

AERONA UTICS

Page 128

October, 1913

NEW BURGESS TRACTORS FOR THE U. S. SIGNAL CORPS

Three 70 H. P. Renault engined tractors
ordered in the summer from the Burgess
Company and Curtis to be built along the
lines of the Burgess Tractor delivered to the
Signal Corps in the summer of 1912 are now
completed.

Dimensions of the new machines are ex-
actly similar throughout to the original. (See
May-June number, 1912). Many refinements
are noticeable. The wing sections have been
made of the same dimensions top and bot-
tom and are thus interchangeable. The cen-
ter upper panel is of the same width as the
fuselage with the two small sections on either
side, thus doing away with a central juncture
of the upper wing and the uprights immedi-
ately in front of the operators.

A wind shield is provided and ample room
for instruments. Seats are upholstered and
neatly finished in leather.

The machine is supported on two pairs of
vertical braces instead of diagonal braces as
formerly; simplifying not only the number of
spare parts required for emergency equip-
ment, but also greatly reducing time required
for installation.

The new Burgess treated Irish linen is fur-
nished on the fuselage, wings and rudders.

This has been found to increase the speed
of the machine considerably and is absolutely
weather proof.

The gasoline supply is carried in two tanks
supported on each side of the fuselage and
is fed to the engine by gravity, thus doing
away with the added complication of pumping
devices at a cost of slightly additional head
resistance.

The machines are equipped with mahogany
Burgess propellers of the two-blade type.

The photograph shows the Model H Bur-
gess Tractor, three of which have been or-
dered by the U. S. Signal Corps. The first
two machines have been tested out success-
fully.

The hydroplanes on which the tractors
are mounted are of special type. The ma-
chine is easily convertible into a land ma-
chine, the work being accomplished in less
than fifteen minutes. The whole machine
can be taken down ready for shipment in-
side of half an hour.

The speed of the machine is increased over
the 1912 type by three or four miles on
account of the refinements in construction
and the use of the Burgess linen. It now has
a speed ranging from 45 to 60 M. P. H.

SIGNAL CORPS TEST OF 100 H.P. RENAULT

The details of the Signal Corps" test of its
100 H. P. i2-cyl. air-cooled Renault motor for
the big biplane now completed by the Burgess
Co. & Curtis, are of interest. The test was
made at the Naval Experiment Station, An-
napolis, Md., under the supervision of Lieut.
N. H. Arnold. The motor was mounted

AERONAUTICS

Page 129

October, 1913

through the medium of adjustable pillars and
wooden beams to a cast iron testing base.
It was clamped to the wooden beams, which
were in turn clamped to the wrought iron
pillars. Adjacent to this base was a second
test base, on which was mounted a water
brake with its necessary piping and scale
beam. The half time shaft of the motor was
rigidly coupled to the shaft of the water
.brake. As this type of Renault motor drives
through the half time shaft, the revolutions
delivered by it are one-half the actual speed of
the motor itself. On a third base adjacent to
the water brake, a 70 H. P. Sprague dyna-
mometer was mounted, connected by rigid
coupling to the free end of the water brake
shaft. The cooling was effected by a 60
H. P. turbine driven blower connected to an
air shaft about 18 inches diameter. The
nozzle was shaped to drive the air over the
cylinders, the blower being about 10 feet from
the motor under test. The motor at 1,800 R.
P. M., the half time shaft being 9C0, developed
easily ico H. P., about 75 H. P. being con-

sumed in the dynamometer and 25 H. P. in
the water brake.

The aeroplane, which must be able to fly as
low as 38 M. P. H., weighs 2,600 pounds, has
armor plate protecting aviators, consisting of
Disston's steel .08 inches thick, 3.4 sq. ft., and
has a carrying capacity in excess of any previ-
ous American aeroplane. The striking fea-
tures are its immense size and separation be-
tween planes. A large amount of steel tub-
ing is used in place of wood struts and wing
members. The landing chassis is particularly
stronglv built.

BOSCH PUSH BUTTON SWITCH

A new switch put out by the Bosch Com-
pany will interest every aviator. With this
the magneto is "on" except when pressure of
the foot shorts it ; or it may be instantly
locked in either "on" or "off" position. It
certainly "looks bad" to find a knife switch
in use — and it is more than occasionally.

The Bosch press liutton key switch is
extraordinarily simple in form and meets
the approval of those who desire a positive
and mischief-proof method for either tem-
porarily or permanently short-circuiting their
mae:netos.

It may be located on the floor board and
by the pressure of the foot the magneto can
be temporarily short-circuited. This is an
obvious advantage when gliding down. Re-
lease of the foot pressure immediately re-
moves the ground connection, afforded by the
switch, and the magneto will resume its in-
tended operation.

When the button key is inserted and turned
to the right or left until it snaps into posi-
tion, the connection between the magneto pri-
mary circuit and ground is open ; when pres-
sure is placed upon the key, or the key is
removed, which is accomplished by turning it
one-quarter turn to the left or right, a con-
nection is made that grounds the primar>'
winding and the magneto is made inopera-
tive.

The Bosch press button key switch is fur-
nished only in nickel finish with the button
key as a standard. List price $1.50.

AERONA UTICS

Page 130

October. 1913

CURTISS 100 H. P. MILITARY TRACTOR

The new military tractor recently shipped
to the army aviation camp at San Diego is
very similar to that of last spring, described
in the February number. Following are the
principal dimensions and chief points of dif-
ference.

Wings, one piece, upper, 41 feet by 66
inches; lower, 31 feet by 66 inches.

Ailerons, 12 feet by 3 feet; in order
to do away with the usual diagonal strut at
the end of the wing Farman flaps were tried
out, but the control proved so much less posi-
tive than with the standard ailerons that the
latter were restored, the outer ends secured to
posts or struts depending from the trailing
edge of the upper surface.

Fore and aft, the machine measures 25 feet ;
tail of fuselage, 14 feet ; body, including
motor, 7 feet ; rudder 4 feet. Tail sur-
faces and rudder same dimensions as "Eng-
lish" flying boat-standard, described last issue.

The "full floating" fuselage, as shown by the
pictures, appears to be new and patents have
been applied for. Three sets of heavy rubber
bands on each side support the fuselage in
the heavy four-wheeled chassis, assisting very
decidedly in absorbing the shock of hard
landings. The same system has been tried
out on the Curtiss hydroaeroplane and the fly-
ing boat.

The wings of this machine are practically
the same as used on the standard machines,
except that they are made in one piece each
side of the chassis, instead of the panel con-
struction, which gives them a little greater
strength. The beams are very strong and
heavy at the inner end and taper all the way
out to the tip of the wing, giving them the
maximum of strength in proportion to the
load at each point and reducing the weight.
The planes are very rigid and quickly de-
mountable by the removal of four bolts, one
each at top and bottom of either plane.

The chassis with the wings removed is only
42 inches wide at the points where the wings

attach, and the over-all width of the running
gear is about 65 inches. The tread of the
wheels is 56 inches, which is standard road
gauge so that the chassis may be towed along
a standard road if necessary.

The tail surfaces and elevators are the
same general shape used on the flying boat.

The fuselage is constructed of four mem-
bers of white spruce, which are tapered from
the rear beam out to the extreme end, thereby
reducing the weight in proportion to the
strain at each point.

A new system of wiring and bracing is used
which does not require any holes through
these corner members, so a lighter piece may
be used and the same strength secured as a
larger one fastened in the ordinary way with
holes through at each joint.

The lateral balance is by ailerons, separately
connected so that they can either be operated
in unison or independent of each other. It
is claimed the machine can be balanced by
either in case of accident to the other.

The tail surfaces are quickly and easily
detachable for packing up. The entire fusel-
age is covered to reduce head resistance and
the seats are placed side by side as in all
standard Curtiss construction. The field of
view from this machine is exceedingly good,
as the seats are about midway between the
front and rear beams over the lower plane'
so that a good downward angle of vision is
obtained and for looking directly downward a
space of 12 inches is left alongside the fusel-
age out to the first rib on each side.

The engine is located directly in front of
the operators and the carburetor projects
through the dashboard into the cockpit where
it may be adjusted by either operator and
is at all times under observation.

The gasoline tank is placed under the seat
and has a capacity of 40 gallons. There is an
auxiliary tank on the dashboard which has
a capacity of two gallons and is kept supplied
by a mechanical pump driven by the engine
from the main tank. There is a plate-glass

AERONA UTICS

Page 131

October. 1913

window in the front of this auxihary tank
which answers two. purposes — the level of gas
in this tank may be seen and also the stream
of gasoline coming in from the pump, and
this being directly in front of the pilot, any
failure of the pump to work would be quickly
noted. If, for any reason the pump should
stop working, it is only necessary to throw
over a small lever on the front of the tank
which controls a distributing valve and give
a few strokes on a hand air pump, which
is located within easy reach of either operator,
when the level in the auxiliary tank will be

maintained as before by air pressure in the
main tank.

The propeller is a 9-foot by 8.5-foot pitch
two-blade Curtiss, driven direct from a Cur-
tiss OX 90-100 H. P.

The radiator is mounted on the forward end
and just back of the propeller and the hood
over the engine is attached to the rear edge
of the radiator, similar to an automobile. The
air coming through the radiator and around
the cylinders is deflected out on each side and
away from the operators by curved metal
shield which forms the dashboard and closes
the cockpit away from the motor.

AERONA UTICS

Page 132

October. 1913

The hood over the engine has a small up-
curve which deflects the air over the heads of
the operators and stops the strong blast in
the face, which is common to the ordinary
tractor.

This machine is much more convenient for
tearing down or reassembling than the stand-
ard machine, as the power plant and running
gear stay intact when packed for shipment.

The fuselage is easily and quickly attached
when setting up, the wings being in one piece
are more easily handled so that the assembling
can be done in a very short time.

This machine handles exceptionally well on
the ground and may be turned around with-
out outside assistance on the ground in a
very small space. It is fitted with a standard
folding shoulder yoke and dual wheel, which
gives either operator control at will. It can,
however, Le fitted with a single throw-over
wheel if required for military work.

This tractor is the one ordered to be fitted
with a i6o H. P. Gnome over which a suit
was brought against the seller, DeVillers, al-
leging motor not up to standard required.
(See drawings February issue.)

The disappointment occasioned by the
failure of the motor to meet test require-
ments, after the Curtiss Co. had paid some
$10,000 in cash for it, was accentuated when
the motor itself was attached on a writ of
replevin by a Mr. Prince of Boston. The
Government was then asked to allow the
maker to enter a machine equipped with one
of the new Curtiss 150 or 200 H. P. motors
now under construction, the loss to be entirely
on the maker in case the machine failed in
any way to meet the requirements established
for the machine equipped with the Gnome
motor.

"Find enclosed check for $3.00 for my subscrip-
tion. I would not be without it. I was one of your
first ones and will stick." — G. E. Y., Omaha, Neb.

A YACHTMAWS VIEW OF THE AIR BOAT

{Continued from page 12^)

with his big pontoon offered great resistance
to the wind and his efforts to "point up into
the wind" proved unavailing and he was
sheered off his course, along the trough of the
waves, with wind "abeam," and in about a
minute from the time of his start at the plat-
form was dashed "head on" against a rocky
end of the Island of Gibraltar. Committee
boats laying out for emergencies headed for
the rocky point quickly. Bleakley emerged
from the wreck of his craft saying, "I'm all
right," and he was, too. Had Bleakley got-
ten to windward 50 feet he would have
cleared the rocky point. In the absence of a
rudder and with a straight-sided pontoon of-
fering the greatest possible resistance to the
waves and with a high wind to boot, there
was only one outcome — a smash.

Leaving the water clean and quick, and
soaring at will in the air, circling the harbor,
swooping down near the water, then up, then
turning, over steamboats, docks or shore,
sometimes close and sometimes far away, al-
ways smiling and occasionally waving to those
on the piers. Control seemed to be the pre-
dominating virtue about the flying-boats in
all their flights at Put-in-Bay, whereas, the
pontoon-type hydros seemed more awkward
in the water and less in their element. In the
air, too, the flying-boats seemed more pleas-
ing" to the eye of the yachting crank on ac-
count of their more shipshape lines and more
bird-like appearance which seemed to give
them grace and make them seem better
adapted to flying, at least, about the water
where comparison could be made with the
lines of the sail and power yachts anchored
nearby.

At last the enjoyable occasion was over.
The engines had worked perfectly, the Roberts
motors in the Benoist machines, the Curtiss
and the Austro-Daimler in the Thomas Bros.'
machines and the big 96 H. P. Curtiss in the

Curtiss flying-boat. Not once, to the com-
mittee's knowledge, did any body fail to start
when he intended to. Barring the accidents
the machines were under perfect control, ex-
cept it appeared that there should be some
sort of a rudder for the pontoon-type ma-
chine that would act in the water, and prob-
ably a larger rudder on the flying-boats to
give them a deeper action and more "sure-
footedness" in the water, to prevent leeway
and to insure their being able to turn into
the wind to get their elevation at all times.
It appeals to a yachtsman to have as good a
rudder as possible on a flying-boat when it
starts with the wind abeam and has to turn
into the wind to get up out of the water.

The novel experiences, the knowledge
gained, and last but best, the enjoyable com-
panionship with the good fellows connected
with aviation who were at Put-in-Bay will
always be remembered by the Committee on
Aviation of the Perry Centennial, all of
whom are boosters for the new aquatic sport
— flying-boats.

"There ought to be a law against aviation,"
said the humane citizen.

"There is one," replied the cold-blooded
man. "The law of gravitation is continually
interfering with it." — Washington Star.

Dr. A. F. Zahm and Naval Constructor Hunsaker
are in Europe getting information on foreign labora-
tories.

It (AERONAUTICS) is the only book on
aeronautics that is worth while. — IV. B. E.,

Utah.

Witty Chap — "Learning this piece of music makes
me feel like an aviator."
Dense Girl — "How so?"
Witty Chap — "Trying to conquer the air."

The Globe.

Aviator Weds Nurse. — Headline.

The ideal bride for an airman. — Evening

Sun.

AERONA UTICS

Page 1 33

October, 1913

NEW DEVELOPMENTS IN AERONAUTICS

PUTTING THE 'PLANE TO BED

In mooring the army's machines, five bands
are used, two on the engine section, one on
either side of the motor, and one at either
end of the planes. The tail is held down by
a fifth band thrown over the tail spars, the
elevator being held in position by a couple
of tripods. These bands are drawn taut and
held in position by tent pins. The motor
and propellers are protected by covers made
especially to fit them.

The bands are made of double thickness
ten-ounce duck with a six-foot rope attached
to either end. The bands are ten feet long by
two feet in width. This method of mooring
proved very successful, the machine at times
being subjected to wind of 6o miles an hour
and severe rain and sleet storms.

You certainly put out an interesting book.

-J'alciitiiic & Cojiipaiiy.

THE MARS BIPLANE

The Deutsche Flugzeugwerke (German
Airship Works) in Lindenthal near Leipzig,
produces the Mars biplanes and monoplanes
and have obtained success with their machines.
The Mars biplane is "distinguished for its
great stability, unusual gliding ability, enor-
mous carrying capacity and ascending fitness."
In the l)iplane all parts correspond to the Mars

monoplane, inasmuch as the carriage, the
body, the installing of the motors, the seat ar-
rangement and the rudder are the same.

By those means it is possible to substitute
parts of a monoplane for a biplane and vice
versa.

The total carrying surface of the Mars bi-
plane amounts to 46 square metres ; the up-
per deck has a span of 18 metres, the lower
one 13 metres. The span can be reduced to
13 metres for the whole apparatus by folding
the exterior ends of the upper deck, so it can
be placed without difficulty into a small
hangar. The length of this machine is 9
metres. In constructing this and the Mars
monoplane especial emphasis was laid on quick
demounting and speedy re-erection of the
same, and the machine responds in this point
to all requirements of the military department.

The speed under full load (i. e., pilot, pas-
senger and gasoline for 4 hours) is 120 kilos.
The material used is of the very best quality
and consists of seamless steel tubing, knotless
ash, pine and spruce-wood veneering. The
Rami covering is especially impregnated and
is protected against climatic influences by a
particular varnish.

In front of the body are comfortably and
ingeniously sheltered the motor, benzine tank
and a little further back passenger and guide,
and the body itself consists of a fish-like boat
of little air resistance and greatest firmness.
The radiator is situated in front of the motor.

The propeller is directly affixed on the
motor-shaft. The high-profiled wings are
strongly outlined and possess inherent stability
through upward bent end-flaps. All control
cables are of piano wire. The steering wheel
is attached to a lever and by tilting the former
down or putting it back the rudder is put in-
action. By turning the steering wheel the
lateral stability is maintained, while the lateral
steering is obtained by means of a foot-lever
in such a way that by Dressing down the right

AERONA UTICS

Page 134

October, 1913

foot the steering corresponds to the right and
by pressing down to the left will result in
steering to the left side.

The extremely staunch carriage consists of
generously dimensioned steel-tubing resting
upon four running wheels. The dampening
planes can be "displaced while in flight by
a patented contrivance which is operated by
a specially adjusted hand-wheel. This inno-
vation makes it possible that the pilot doesn't
need to attend to the elevation rudder while
in flight, with resulting relief in guiding the
machine."

PEGOUD'S LOOP

The first illustration shows the complete
loop made by Pegoud with his Bleriot on
Sept. 21. Three different times he "tried"
to upset sideways by a side slip on the wing,
but could not accomplish this, the c. of g. of
the machine being too low to permit this. In
an opening of blue sky among clouds, a
glimpse was caught of the machine in a tail
first plunge in a vertical position. The ma-
chine was then righted after a side slip on
the wing (the machine sliding sideways

,^--c?—

0-*

-^i

• i ^s

; i r--- <^-^

•f.

^ -4 ^ ^

.■-4^

179-}-

downward). Pegoud next tried a complete
revolution, taking a vertical drop and turn-
ing over sideways. His fourth experiment
consisted in flying vertically upward from
the force acquired by a sudden descent. Pe-
goud then did another tail first dive, then
ascending to about 8co metres. From this
height he suddenly dipped towards the earth
and succeeded in making a complete "loop-
the-Ioop," the loop being about loo metres in
diameter. Having accomplished this Pegoud
again described the letter S, his head down-
ward, and turning over sideways, as described
last month. Then he let go of all controls.
The machine descended at first in a dive,
then ascended and then made a tail first dive,
Pegoud then taking hold again of his con-
trols, these slides producing "a delicious sen-
sation." "I have executed what appeared to
be the most difficult feat, the turning over
sideways completely and bringing back to
equilibrium. Besides I have vertically as-
cended and have looped the loop. To ter-

minate the demonstration I have described
the letter S with the lateral righting of the
machine (i. e., turning over sideways)."

At Brooklands, England, he repeated his
performance in a strong wind on September
25, making, in different words, a slow spiral
in the longitudinal sense, the axis of the
spiral being approximately horizontal, after
a vertical dive and turning the machine on
its back. Again he looped the loop by div-
ing for a comparatively short distance with
engine on, dropping his tail, rising vertically
by momentum.

The machine used has the top pylon in-
creased in height so that the upper bracing
to the planes is at a better angle and the
bracing is by stranded cable. The elevator
flaps are those of the 70 H. P. Bleriot and
straps pass over the aviator's shoulders.

Pegoud proves it is possible to capsize a
machine and right it again by exercise of
cool judgment if there is sufificient air room
and no disturbing air currents.

Later, at Buc, these stunts were continued,
Pegoud doing the loop five consecutive times.
Lieut. Poulet, of French army, has also flown
upside down. The simple "S" was illustrated
in the September issue. The second illustra-
tion is from Pegoud's own sketch.

One, Chanteloup, on a Caudron 80 H. P.
biplane is reported to have turned his ma-
chine "over on its side and let it sideslip for
some distance, and then gradually got it up-
side down, and flew in that way for a few
seconds before making another dive and re-
gaining the normal flying position."

AERONA UTICS

"Page 135

October, 1913

THE WRECKED ZEPPELIN

The Zeppelin L-2, which burned in the air
on October 17, killing the entire party aboard,
numbering 28, was the first of the new ships
of battleship class built under new specifica-
tions.

A third car has been added, way for'ard
and the two engine cars have been re-bal-
anced. This bow cabin is the "bridge" of
the new ship.

The L-2 represented the highest engineer-
ing development of the rigid airship. Dwarf-
ing all preceding Zeppelins, it was the first
true unit of the German navy in its fleet of
"aerial battleships," of a type and power
which answered the Admiralty's demand for
offensive action.

The L-2 was sustained by the enormous
volume of 27,000 cubic metres of hydrogen,
disposed in 24 entirely separate gas cham-
bers, placed end to end throughout the 526
feet length of hull. Her tremendous buo^--
ancy sustained her own weight of 24 tons and
an additional cargo of 12 tons. Her four
Maybach motors each developed 225 H. P..
900 H. P. in all. These engines were dis-
posed in pairs, one pair in each engine gon-
dola, fore and aft. One engine of each pair
could drive both propellers above the gon-
dola, on either side of the hull. Two of
these engines — one forward and one aft en-
gine — could drive the airship up to an alti-
tude of a mile and a half.

The radius of action of the L-2, fixed by
the attainments of preceding Zeppelins of
proportionately smaller size, was given as
2,000 miles by employing only three-fourths
of her fuel capacity The percentage of gas
leakage in the case of the L-i, which was
lost recently in the North Sea, was i^, the
gas chambers in the L-2 being supposed to be
virtually impermeable.

Both of these latest Zeppelins were known
to have attained absolute control of the ex-
pansion and contraction of their gas lift, due
to the perfection of a system of circulating
currents of air, driven by pumps through the

air space between the gas chambers and the
inclosing hull.

In the captain's "bridge," were placed
the valves, pressure gauges, thermostats,
barographs, steering wheels and navigating
charts. The whole gondola was closed in
with a steamer deck canopy and glass win-
dows. Leather divans were placed for the
captain and his officers.

The ofhcers' quarters were amidships, built
closely into the bottom of the hull. This
was a comfortably furnished cabin, 100 feet
in length. A long gangway of V shape ran
from the bow to the stern of the ship and
connected the navigating "bridge," motor gon-
dolas and quarters. It continued upward in
a curve to the rudders at the stern, which
was reached by a companionway.

The speed developed by the L-2 during her
first "shop trials," over Lake Constance, be-
fore she proceeded to Berlin, was 54 knots,
or 62.18 statute miles an hour. This was ac-
complished with 390 more horsepower than
the L-i possessed. The Mauretania's fastest
average speed is 27.04 knots. The L-2 made
this great speed with motors weighing only
3,924 pounds, or seventy-six pounds lighter
than the same motor that drove the L-i.
Motors and the crew of twenty-two repre-
sented TfYj tons. Fuel for a 2,000-mile run
amounted to six tons, leaving 2]^ tons for
wireless equipment, guns and ammunition.

The airship's armament, as demanded by
the specifications, published last year by a
semi-ofiicial army journal, was to be four
guns of the quick-firing type, each weigh-
ing fifty pounds. One was to be mounted on
top, and three to be carried at equidistant
points along the gangway, one forward, one
aft and a third amidships, in the officers' quar-
ters. The ship could carry two tons of
ammunition, or when leaving three guns be-
hind could carry one and a half tons of
bombs, according to the mission undertaken.

The L-2 was not the largest airship which
the German Admiralty contemplated. Her
successors, according to the published esti-
mates by army journals, were to attain sizes

AERONA UTICS

Page 136

October, 1913

up to 30,oco cubic metres. Zeppelin engineers
had expressed the opinion that airships of
that size were entirely feasible. A ship of
30,000 metres would arrive at the colossal di-
mensions of 650 feet, with a diameter of
eighty feet, and command 1,400 to 1,500 H. P.
T. R. MacMechen.

The reports state that the cause of the
burning, or explosion, of the L-2 was a fire
amidships. No definite information is avail-
able and from the lack of information it is
assumed the Government knows the cause
and is not disturbed. As the engines are
nowhere near amidships it is possible, if there
was a leakage of gas, due to a defect in any
of the gas chambers inside the hull, the hy-
drogen would escape into the air spaces be-
tween all the gas chambers and the inclosing
hull. Entering the stairway shaft, it would
rise to the top, and if the top hatchway was
open would escape into the air. Mixed with
air, hydrogen will explode instantly, or com-
ing in contact with a spark. If the accepting
commission was testing the quick-firing gun
a spark might produce the explosion, although
it was said that the gun's silencer made the
ignition flameless.

The cable dispatches state that the flames
first burst from the point where the officers'
quarters are located. In the ceiling of the
cabin is the hatchway, opening into a shaft
through which a spiral stairway ascends be-
tween the two central gas chambers and
comes out on top of the hull in an observa-
tory, in which a quick-firing gun is mounted
for protecting the airship from attack by
aeroplanes overhead.

The two motor gondolas are situated, one
160 feet forward and one 160 feet aft of the
amidships section, wdiere the officers' quarters
and wireless equipment are located. Above
these engine gondolas the bottom of the ship's
hull is fireproofed with aluminum sheeting.
A ladder reaches from the deck of the gon-
dolas to the gangway above. The gondolas
are partly exposed, in order that any escap-
ing gasses may be blown away. It is difficult
to understand how they could climb the lad-
der and enter the hatch above.

A writer in La Genie Civil, before the late
accident, in discussing the relative merits of
dirigbles, mentoned that of the nine destruc-
tions of Zeppelins since 1906, two were caused
by explosions. "This relative frequency of
explosions deserves some consideration and
we may state that the system itself favors
these accidents. There is between the outer
cover and the small elementary balloons
closed spaces where the least escape of hydro-
gen — and there is always an escape of hydro-
gen- — forms a detonatins^ mixture ; after-
wards, all that is needed to cause the catas-
trophe is some little casual circumstance. The
material of the covering is not stretched and
there may be developed between this material
or somewhere on the framework a rubbing
of some sort that would develop a little bit
of electricity and cause a spark."

As the day of the catastrophe to the L-2
was fine one would eliminate the chance of
explosion by induction of electricity.

Count Zeppelin has under way in the Zep-
pelin factory a new and greater dirigible and
this he plans to pilot himself across the At-
lantic to the United States and may even
cross the continent to the 1915 World's Fair
at San Francisco. The North Sea is now
a mill pond to the Zeppelins and crossing
the Atlantic in two days' will make it nothing
more than a large lake. The Hamburg-
American line, which is heavily interested
in the Zeppelin Company even plans regular
trans-Atlantic passenger trips.

ZEPPELIN PROBE RESULT

Berlin, Oct. 29 — The explosion is attributed
in the official report to a partial vacuum
formed in the centre gondola behind a new
kind of windshield, used for the first time.
It sucked the gas escaping from beneath the
aluminum structure of the dirigible into the
gondola, where it was exploded by a spark
from the motor.

A GASLESS DIRIGIBLE

Apparently few have given the subject
thought, but there seems to be no reason why
there should not be practical airships which
do not use hydrogen for sustentation. A hot
air dirigible ought to prove useful — its first
cost would be less, upkeep less, operation
cheaper and almost equal to hydrogen in lift-
ing capacity.

In the March, 1909, issue of AERONAU-
TICS is an airship of this type roughly out-
lined by C. W. Sirch ; one made in sections,
a la Zeppelin, using fireproofed fabric for a
covering over a frame work composed of a
central tubular spine with truss rods extend-
ing outward therefrom like spokes of a wheel
and wires for rims, burners in every compart-
ment, companionway underneath the length
of the bag, air compressor, propellers at ex-
tremities of the bag, etc.

A curve plotted by Mr. Sirch after calculat-
ing the per cent, buoyancy of air at tempera-
tures rising to 1,000 degrees Fahrenheit shows
that air at approximately 440 degrees has the
same buoyancy as hydrogen gas. Materials
have been subjected to a temperature of 440
degrees without damage, although it is de-
signed to raise the temperature only about
100 degrees over atmospheric. The textiles
used which are subjected to a high tempera-
ture exhibit a remarkable immunity from the
effects of heat. It is claimed the contents of
the bag will lift 65 pounds for every degree
of rise in temperature.

In manceuvering it is necessary only to ad-
ditionally heat the air sufficiently to rise above
obstructions. Either end can be elevated or
lowered by warming or cooling the air in the
compartments situated there.

The use of air disposes at once of the cost-
liness of hydrogen, danger from inhalation,
explosion and fire, leakage and replenishment
in transit, ballast and the difficulty of obtain-
ing a supply requiring a generating plant.

AERONA UTICS

Page 137

Odoher. 1913

AERONA UTICS

'Page 138

October, 1913

WRIGHT AUTOMATIC STABILITY SYSTEM

A patent just issued to Orville and Wilbur
Wright, assignors to the Wright Co., will be
read and digested with great interest by all in
aviation.

This patent was filed Feb. lo, 1908, and
issued Oct. 14, 1913. The number is 1,075,533.

From the following it will be seen that it is
intended to provide automatic means whereby
the fore and aft balance of the machine may
be maintained at a determined angle of in-
cidence, and means whereby the angle of in-
cidence at which the machine is automatically
balanced may be varied at the will of the
operator while the machine is in flight : and
an automatic mechanism for maintaining the
lateral balance of the machine, the automatic
controlling mechanism being adapted to ad-
just the angles of incidence of the opposite
lateral portions of the aeroplanes and the
position of the vertical rudder to restore the
lateral balance of the machine if the same
should be caused to tilt to one side or the
other.

The device consists in short, according to
the claims, of the combination with an aero-
plane and means for maintaining balance :

(i) Of (for automatic longitudinal bal-
ance) a movable horizontal "vane" actuated
by air currents when the course of the ma-
chine varies, means controlled by said vane
for operating the elevator, connections al-
lowing the angle of incidence at which the
machine is automatically maintained to be
varied by the operator, a vane so mounted it
can rise and sink without changing its angle
with aeroplane, means for adjusting the angle
of the vane with the aeroplane, means for se-
curing same in adjusted position.

(2) Of {for lateral automatic balance), in
a machine whose wing tips may be "twisted"
a pendulum mounted to move laterally, means
for producing said twist, connection between
pendulum and means for twisting, manual
means for same, means for separating the one
from the other, means to allow pendulum
to operate on a turn as well as otherwise, a
fluid pressure cylinder, pistons, valves and
connections.

Another claim covers the simple combina-
tion of means carried by a plane and co-oper-
ating therewith to automatically twist said
plane, or to move lateral and portions to dif-
ferent angles of incidence, so that if ailerons
should be decided in the suit pending to be
an equivalent of warping, the system would
be barred as far as automatic operation of
ailerons is concerned. There are 42 claims
in all, concisely and strongly drawn.

The other Wright patents in this coun-
try are: 821,393, issued May 22, 1906, now in
suit (see AERONAUTICS, page in, Sept.,
1913) ; 987,662, of March 21, 191 1, covering
the use of vertical vanes and ailerons. (See
AERONAUTICS, page 192-193, May, 1911.)

The new patent described in this issue is
similar to one issued in England, described

in AERONAUTICS, Sept., 1909. This de-
vice has been lately used most successfully in
a simplified form.

LATEST WRIGHT PATENT.

A fluid pressure cylinder t,2 is suitably
mounted and comprises an enlarged portion
34 and a reduced portion 35. The enlarged
portion is provided with a piston 36 which in
turn has a member 2>7< adapted to serve as
a piston rod for the piston 36 and as a piston
for the reduced portion 35 of the cylinder.
A crank arm 58 is suitably connected to the
disk 26, which, in turn is adapted to be con-
nected to the drum 22, said arm being pro-
vided at its opposite end with a wrist pin 59
adapted to extend through a slot 60, prefer-
ably formed in the wall of the reduced por-
tion 35 of the cylinder, and engage the pis-
ton 2>7^ thus causing the drum 22 to be rotated
as the pistons 36 and 2>7 reciprocate within the
cylinder 32. The reduced portion 35 of the

AERONA UTICS

Page 139

October, 1913

cylinder is connected with an air storage
receptacle 39, by pipe 40, normally in open
communication with both the cylinder and the
air tank. A constant air pressure is exerted
on the piston 37. The enlarged portion of
the cylinder is connected with the air tank by
means of a pipe 41, which is provided at a
point between the cylinder 34 and the tank
39, with a three-way valve 42 adapted to be
automatically controlled to regulate the ad-
mission of air to the cylinder, as shown in
Fig. 8. The port 46, is of such a size that it
is at all times in communication with the
outlet portion of the pipe 41. The other ports
are so arranged to bring either the port 47
into alignment with the inlet portion of the
pipe 41, or the port 48 into alignment with the
exhaust port 44 in the casing 43, or the valve
member may be turned so as to move both of
the ports 47 and 48 out of alignment with the
respective ports of the casing, thus closing
the outlet pipe 41 against the passage of fluid
and locking the piston against movement. The
valve member 45 is provided with a suitable
operating handle or arm 49 which is adapted
to be connected to the automatic controlling
mechanism.

-^^

FOR LONGITUDINAL STABILITY

The automatic controlling mechanism pre-
ferably consists of a small horizontal plane
50, mounted upon the frame of the machine,
at a small negative angle with reference to
the main aeroplanes, free to have a limited
vertical movement, and so connected to the
arm 49 of the valve member 45 as to actu-
ate the valve as the regulating plane moves
up or down. But in order to rise or descend
it is necessary to change the angle between
the regulating plane and the main aeroplane
and adjustment of some kind to permit this
change at the will of the operator while the
machine is in flight is desirable. There are
provided one or more arms 51, which are
rigidly mounted on a shaft 52 pivotally con-
nected to the frame of the machine and which
extend downward. Pivotally connected to
each of the arms 51 are links 53, which are
approximately parallel and extend outwardly
from the arms 51 and the frame of the ma-
chine and support between their outer ends
the rigidly mounted plane or vane 50. They
are pivotally connected at their outer ends
by a connecting member 54. The two upper
links 53 are rigidly mounted on a shaft 53'.
The vane 50 may be mounted upon a single
arm, as shown in Fig. 6. A suitable counter-
balance 55 is provided for the vane 50. The
frame supporting the vane 50 is connected
to the arm 49 of the valve 42. As herein
shown, one of the upper links 53 of this
frame is connected to the arm 49 by means of
a pivoted connecting link 56. The pivotal sup-
ports for the arms 51 permit the frame sup-
porting the vane 50 to be moved relatively to
the main frame of the machine and thus
adjust the vane 50 so that its plane forms any
desired angle with the plane of the main aero-
planes. A suitable friction clutch is pro-
vided for locking the arms 51 in their ad-
justed position, such as the spring clip 57.
If desired, suitalile stops 61 may be pro-
vided for limiting the movement of the links
53 and the vane 50.

In use, the vane 50 is adjusted by means of
the arms 51 to such angle with the main
aeroplanes as it is desired that the aeroplanes
shall maintain with relative wind. If the
relative wnnd at any time strikes the aero-
planes at an angle of incidence greater than
the angle between the aeroplanes and the
regulating vane 50, it also strikes the vane
on the underside and forces it upward and
rotates the valve member 45 to bring the inlet
port 47 in alignment with the pipe 41, thus
permitting the air from the storage tank 39
to pass into the enlarged portion 34 of the
cylinder 32. The difference in the area of the
piston 36 in the cylinder 34 and the piston
37 in the cylinder 35 is such that the air pres-
sure in the cylinder 34 overcomes that in the
cylinder 35 and moves both pistons longi-
tudinally of the cylinder, thus actuating the
crank arm 58 and rotating the drum 22 to
adjust the elevator to such a position as to
cause the forward end of the machine to
move downwardly, thus decreasing the angle
of incidence of the aeroplanes and also of
(Continued on page 142)

AERONA UTICS

Page 140

October, 1913

NEW WRIGHT MODEL. E.

The Wright Company has recently brought
out a new type of machine for exhibition
work called Model "E," which is the lirst pro-
duct of this company equipped with only one
propeller. This machine is a small single pro-
peller biplane with the customary Wright con-
trols, but differs considerably from previous
products of this company in details of con-
struction.

A 4-cyl. Wright, water-cooled motor, 30
H P., is mounted alongside of the operator.
The motor drives by chain the single central
propeller, which is 7 feet in diameter. The
tail spars supporting the rudders are spread
wide apart so as to clear the propeller Ihe
motor, seat, gasoline tank, radiator and pro-
peller drive are all concentrated m one cen-
ter section which is 4 feet 6 inches wide. On
either side of this, by means of readily de-
mountable fittings, are attached the wings,
consisting of a cell of only two panels. Ihe
tail spars are likewise attached to the center
section by demountable fittings, so that to
take the machine down, it is only necessary
to take off the wings on either side, and the
tail at the rear, making the largest remaining
dimension about 14 x 5 feet.

The wire fittings at the base of the strut
on this new machine are a novel hook ar-
rangement of great simplicity, making it pos-
sible to undo the wires merely by taking out
the strut and loosening them up. As in pre-
vious joints on Wright machines the strut is
held in place by a pin, and in this fitting the
hook plate is the base plate of the strut With
the wires in the hooks, as soon as the strut
is put into place the wires are locked in.

The landing chassis is exceedingly simple,
resembling very much the landing chassis on
the well-known Wright type "C." Two 24
X 4 inches wheel are mounted to the custom-
ary Wright skids.

A finished detail which is very effective is
the manner in which the front blinkers are
constructed of wood, quite rigidly fastened
to the front of the skid, and doing away with
much of the wire bracing formerly used.

The details of the control mechanism be-
tween the levers and rudders are quite dif-
ferent from other tvpes of Wright aeroplanes,
because of the necessity of clearing the pro-
peller end of protecting the wires and cables
at points in the vicinity of the propeller tips.
The vertical rudder is 16 inches in depth, 3
feet II inches in height, of the usual biplane
form, pivoted in a balanced position The ele-
vator is 12 feet wide by 2>4 feet deep. The
wings of this machine are covered with linen,
treated with a new preparation which has been
evolved after a long series of experiments
at the Wright plant, and which gives an ex-
cellent finish to the cloth, without at the
same time causing it to tighten too much.
The finish given to the entire machine is
typical of the fine work that is being turned
out at the Dayton factory, and the neat ap-
pearance of the machine is most pleasing.

This machine has been designed Particu-
larly to meet the requirements of exhibition

flying, which calls for a light, handy ma-
chine, easily taken down and set together,
occupying little space, and possessing plenty
of climbing power and speed.

The span of Model "E" is 32 feet, the chord
is 5 feet and the surface area approximately
316 sq. ft. The total weight ready for flight
is only 730 pounds, which makes the machine
all the easier to handle on and off cars, and
in getting around from place to place.

During the past month on various occa-
sions, Mr. Orville Wright has been flying
this new machine at Simms Station, putting it
through a long series of tests. The machine
handles well in the air. is remarkably easy to
land, and quick to start. A recent test of the
time it requires to take down the machine

Page\4\

October. 1913

\.i^ made, and it took only 12 minutes after
'lling it into the hangar at the conclusion
if a riight to get it ready for shipment.

PHE NEW WRIGHT SIX CYLINDER MOTOR

The new Wright six-cyHnder motor, which
s a development of the "six" first brought out
It Dayton in 191 1, has lately demonstrated
ery high efficiency, and excellent reliability,
iarry N. Atwood, who is flying a Wright
ype hydro-aeroplane at Toledo is the first to
ise one of these new motors, and the unusual
lerformances of his machine with the new
quipment at Toledo have created a very
ound enthusiasm. Though not trying for
stunt" records, Init rather to demonstrate re-

liability and consistent good performance, At-
wood has been carrying passengers, among
them F. R. Coates, of Toledo Railway & Light
Co.; Nathaniel Paige of the General Electric
Company, and E. Lee Miller.

The new motor, 4^^ inches by 41^^ inches,
as were the old ones, has been vastly im-
proved in construction. The ports have been
made larger, and both exhaust and intake are
now mechanically operated. A novel fea-
ture which insures economical use of fuel and
a safe and convenient means of throttling
down is the fitting of Zenith carburetors.

As this is the type of motor to be used in
the new type of W'right aeroboats, the demon-
stration of its excellence for water flying is
of considerable significance. The weight of
the motor complete is only 265 pounds, and
it is said that the power developed is over 70,

on the Wright type machine. The A. L. A.
M. rating would show the motor as devel-
oping but 46 H. P. It is common knowledge
the A. L. A. M. rating is often exceeded, as
in the case of the four-cylinder Wright, for
instance.

Atwood consistently succeeded in making
his Wright type machine with this new motor
get ofif the water with a passenger in less than
15 seconds, climbing at nearly 300 feet a min-
ute, and with an air speed that is easily varied
from 42 to 56 miles an hour, a combination
of greater safety, due to the low landing
speed, with higher speed for cruising being'
obtained.

I wish to continue
TICS as I find it *
the rest.

reading AERONAU-
* *_ far better than
' V. D., Detroit.

AERONA UTICS

Page 142

October, 1913

WRIGHT STABILITY PATENT

{Coniniued from page ijg)
the vane 50 and causing the air currents to
come in contact with the upper surface of the
vane moves the same downwardly, as shown
in dotted lines, Fig. 5 and reverses the valve
member 45, moving the elevator m the op-
posite direction and again movmg the aero-
planes to an increased angle of mcidence.
These operations are repeated successively
until the movement of the vane 50 has been
gradually reduced and the vane has but a
very Hmited movement. By providmg means
for varying the angle of the vane to the aero-
plane, there is provided means for varying
the particular angle of incidence at which
the aeroplane is automatically maintained,
and thus the driver is enabled to direct the
machine up or down without interrupting the
working of the automatic controlling mech-
anism. ,T ^ n C t-U^

In Fig 6 is shown a modified form of the
controlling vane and arrangement for vary-
ing the angle of incidence. The operation will
be apparent from the above details.

FOR LATERAL BALANCE

Any suitable means may be provided for
warping the wing-ends and for compensat-
ing inequalities in the resistance of the right
and left wings. This need not be gone into
as readers are familiar with the Wright rud-
der and warp system.

For automatically operating the warping
and rudder drums 65 and 74 of the Wright
machine, is provided another air cylinder
78, pistons, etc., similar in construction
to' the cylinder 32, and connections which
operate similarly to above. The arm 83 of the
valve 82 is connected by means of a link 84

THOMAS FLYING BOAT

[Ciuif/niied from page 127.)

with one arm 85 of a bell crank lever which
is pivotally connected to the frame of the ma-
chine at 86 and has its opposite arm 87 of
considerably greater length than the arm 85
and extending downwardly to a point near
the lower aeroplane, where it is provided
with a suitable weight 88, thus forming a pen-
dulum. Suitable stops 90 may be provided to
regulate the motion of the pendulum. Nor-
mally the pendulum 87 is substantially ver-
tical and maintains the valve 82 in its closed
position, thus holding the piston in the cyl-
inder 78 against movement. But should one
end (side) of the machine rise the pendu-
lum 87 will swing toward the lower side,
operating the valve 82 to admit pressure at
one end of the piston and move the same
longitudinally of the cylinder. Thus through
the medium of the connecting rod 79. and the
disk 69, the drums 65 and 74 are rotated,
thereby warping the wings and turning the
vertical rudder 10. The first swing of the
pendulum is such as to carry the rudder and
aeroplanes beyong the neutral point, and con-
sequently the pendulum will swing back and
reverse the position of these parts. These
operations are successively repeated until the
pendulum 87 loses its movement and comes
to rest. If it is desired to drive the machine
in a circle, the drum 74. which controls the
vertical rudder and which is held in place
on the axle 66 by friction only, may be turned
to a new position on the axle 66 and thus set
the vertical rudder at an angle to its normal
position, and with the parts thus reset, the
automatic-controlling mechanism will oper-
ate then in exactly the same manner as when
the machine is being driven forward in a
straight line.

^^i^^^^Oc.

of .0625 inches diameter runs through copper
leaders with bell mouths where turns are made
to the steering wheel, rotation of which oper-
ates the rudder.

The rear of the boat carries a fixed stabiliz-
ing surface of 10 sq. ft., triangular in shape.
This is set at a slight angle, 2 degrees. To
this stabilizer are hinged the two elevator flaps,

which have a total of 16 sq. ft. of surface^
Movement of the steering column fore and
aft operates the elevators by .0625 inch wire
cables, which enter the rear part of the boat
and continue to the column out of sight in the
interior of the hull. The rudder measure;
in rough outline 3 feet by 5 feet and has i
total area of 9 sq. ft. A foot lever operate-
this by concealed wires in the hull.

The boat is 26 feet long, 2 feet deep, with ;
3- foot beam. There are four watertight com
partments, cross braced cedar bulkheads be
ing used. Internal cross ribs spaced 8 inche
apart, are used throughout the length of tb
boat. ' Cedar planking, in cross diagonal nar
row strips, is used in building the hull. Thi
is nailed on the framework with wire brads
Linen and white lead is placed between_ th
two layers of planking. The hull is entirel;
covered with sheet steel, painted gray. Th
cockpit is formed in the hull itself. Th
spray shield, of Goodyear fabric, is detach
able. Side doors permit easy entrance. Th
boat can carry 75o pounds in excess of 1I
own weight. The boat weighs, empty 4c
pounds, and the total weight of the complel
machine, empty, is 1,200 pounds. The powe
plant is a 65 H. P. 6-cyl. American-bui
engine. It drives direct a propeller, 8 fc
diameter by 5 feet pitch.

ERONA UTICS

'Page 143

October, 1913

THE FUNK TRACTOR

By Harry Schultz, Model Editor

The model shown in the accompanying
awing was constructed by Rudie Funk, of
; Long Island Model Aero Club. Although
has not been tested very extensively up to
; present time, it has many good qualities
i no doubt will prove itself a prize winner,
rhe fuselage is constructed of spruce ^s
fg of an inch and is 36 inches long. The
;elage is 3 inches wide at the center and
braced by an "X" bracing of bamboo as
)wn. It is brought together and glued at
front and rear. At the front where the
) main beams are joined together, is at-
hed the bearing block and at the rear is
00k for the reception of the rubber motor.
~he main plane is 32 inches in span with a
ird at the center of 6 inches. The edges
1 ribs of the plane are constructed of t^
h flat steel wire, and the main beam is of
ite pine ^ by ^ of an inch in thickness
1 is rounded off to a stream line form.
z sketch shows the construction of the
le.

The tail plane is constructed with its edges
of wire and the two ribs are double ribs of
bamboo. The planes are covered with silk
hbre paper and coated with Ambroid var-
nish, the mam plane being covered on the up-
per side and the tail double surfaced.

The propeller is carved from a block of
white pine and is 10 inches in diameter with
a pitch of about 14 inches. The concave edge
IS the entering edge. It is driven by 12
strands of Vs inch flat rubber

MODEL FLYING AND ITS PURPOSES

By the Model Editor

_ The writer has been asked a number of
times the following questions: "What is the
purpose of flying models ; is it merely a sport
for boys, or is there any knowledge to be
gained that would aid in the construction of
man-carrying or full-sized machines?"

Model flying can be considered in different
ways. Some of the model flyers indulge in
It for the purpose of whiling away their time
while others indulge in it for the purpose of

He/KRiN G- s^oc/c

B f

/TtST/CA^XJS,

'9»3 .

/<»EK.Of<AL»riCS

AERONAUTICS

Page 144

October, 1913

learning whatever can be learnt, and which
would aid them in the construction of man-
man-carrying or full-sized machines.''"

If the new ideas of would-be inventors were
f^rst tried out by means of the flymg model
there would be thousands of dollars saved
yearly and less "flying tenement houses" on
the scene. When these "inventors" are
spoken to on the subject, they no doubt wdl
state that their ideas were embodied in a
model, said model being in the form of a
glider, the same being cast from a balloon or
high elevation and because of the fact that
the glider descended safely to earth they con-
sider themselves to be the possessor of a re-
markable "invention." This is merely a half-
way method of testing out a new idea. Let
the invention be embodied in a model equip-
ped with power, let the model be adjusted and
placed on the ground. If it will rise and
show good stability and good qualities of
flight, it is then time to think of embodying
the same in a full sized machine. If this is
done much of this wanton waste of money
will be avoided.

The model aeroplane of today has reached
the stage of being practically perfect. It will
fly in winds that will keep a man carrying
machine on the ground. When equipped with
skids it will rise from the ground, show per-
fect stability, soar away for over fifteen hun-
dred feet and alight perfectly at the end of
a flight When the model is equipped with
pontoons or floats it will skim the water, rise
gracefullv from the surface and fly off. Any-
thing that can be done by a man-carrying
machine can be duplicated by its miniature
edition, the model aeroplane. Scarcely had
the first hydroaeroplane risen from the water
when this feat was duplicated in model form.
One young enthusiast has attached a para-
chute dropping device to his model (see
\ERONAUTICS, Aug., 1913), which en-
ables the parachute to be dropped at any pre-
determined time.

The canard tvpe machine such as the Val-
kvrie Boland, Voisin. and Bleriot, was known
to the model flyers years before the above ma-
chines were put upon the market, and, in fact,
is the type of model that holds all records
today.

In conclusion, therefore. I desire to state
that those who take up model flymg as a
sport, will not find a more exhilarating sport
and those who take it up for the purpose of
gaining knowledge, will find that there is
something new to learn every minute, and
they will never regret the time spent.

DUNNE MODEL

The stability of a Dunne type aeroplane
may be readily demonstrated with an easily
made paper model.

A strip of fairly stiff writing paper ji/^
inches by 10 inches, doubled up, then ^folded
along dotted line, as shown in sketch "A, is
the glider. A slight bend should be given the

I'HiriNt pAfEU

DVNN M^DEL

wings ; slight at the center and near the for
ward edge to more convex towards the ends
"B." A piece of tin about ^4 inch by i incl
is bent so as to clamp on the keel. This rna;
be moved back or forward till the machin
flies best. Best results are gotten by launch
ing with a slight forward movement, as i
"C." E. J. Bachmann, Jr.

PROGRESS IN PROPELLERS

The progress of aerodynamics has been ii

timately associated with that of the perfec

ing of the motors as well as with the increa;

of knowledge as to the action of air upon su

faces in movement. As to the dynamics <

the air, considered with regard to aviatio

we may distinguish between the theoretic

and experimental results. Among the form

there is the important study of Soreau on tl

propeller, of which he spoke at a conferen

last year of the Societe des Ingenieurs civi

Soreau remarked that there are two schoc

devoted to the theory of the screw. One co

siders the elements of the screw itself, wit

out taking into account the movements of t

fluid molecules; the other school, better coi

prehending the flow of liquids, finally reach

an avowal of their powerlessness and becai

strengthened in that avowal as the study

the physical phenomena showed increasi

complexity. Soreau says that, after havi

sided with the latter school at first, he nc

believes that it is possible to analyze the i

tion of the blades of the screw, with t

double reservation that the action takes pk

in a limited space and that we be content w

approximate laws. These laws lead to f(

mulc-e no longer wholly empirical, because,

thus developed, they show the parts play

by the various dimensions, indicating th

order of magnitude and relative influen

Starting thence, the author has commenc

to analyze, guided by preconceived ideas, 1

better experiments on the subject and ho]

to get some general results. For some ti

analagous ideas have guided the Naval En

neer Doyere in the study of marine sere'

for which investigations the Academie <

Sciences, in 191 1, bestowed a part of the V:

lant prize. L. Lecornu

AERONAUTICS

Page 145

October. 1913

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DAYTON. OHIO

AERONA UTICS

"Page 146

October, 1913

JUST A FEW FOREIGN FLIGHTS AS AN EXAMPLE OF WHAT MIGHT
BE TRIED IN THIS COUNTRY

Sept. 4 — Gsell (waterplane) flies with three
passengers, 3 hours 11 minutes 4 seconds, a
new world record.

Sept. 5-7 — Friedrich (Etrich) flies, Berlin
to Paris, with a passenger; 3 intermediate
stops; 950 kils.

Sept. 9 — Reichelt and mechanic (Harlan)
fly from Berlin to Paris, making 5 interme-
diate stops; 950 kils.

Sept. 13 — Friedrich flies to London, with
Etrich as passenger.

Sept. 13 — A Seguin (H. Farman) flies from
Paris to Berlin, non-stop, in 10 hours 51 min-
utes.

Sept. 13 — Guillaux (Clement Bayard mono-
plane, Clerget motor) flies from Paris to
Savigny-sur-Braye, 190 kils., with a passenger.

Sept. 14 — Chevillard flies Copenhagen, Den-
mark, to Gottenberg, Sweden, with passenger,
260 kils., non-stop.

Sept. 15 — Figueroa (Bleriot) flies from An-
tofagasta to La Pampa, Chile, a distance of
210 miles.

Sept. 15 — Stoeiifler (Aviatik) flies from
Mulhausen, Germany, to Plotsk, near War-
saw — Poland, 1,200 kils., during the night in
8 hours, 6 minutes.

Sept. 16 — Flying daily at Etampes since
Aug. 25, an average of 694 kilometres, Fourny
covered a total of 15,990.8 kilometres in 23
days (Maurice Farman biplane, Renault
motor), in competition for the Michelin prize
for pilot who covers greatest distance in any
number of days, flying at least 50 kils. a day.
This in miles, is 9,929.54, representing a
straight flight along the 40th parallel from
Peking to Cape Breton, Nova Scotia.

Sept. 16 — Emile Vedrines (Ponnier mono-
plane, 100 H. P., see AERON.\UTICS, p.
101, Sept.) attained 161 M. P. H. cross-coun-
try with the wind.

Sept. 16 — Stievator flies from Freiburg to
Konigsburg, Germany, 700 miles, with pas-
senger; two stops.

Sept. 16 — Guillaux returns with passenger
in 50 minutes from Savigny, at a speed of
210 K. P. H., with a strong wind behind.

Sept. 16 — Friedrich and Etrich leave Hen-
don, and arrived back in Berlin on Sept. 20,
made three intermediate stops.

Sept. 22 — Noel (White) carries 7 passen-
gers for 17 minutes 25 2/5 seconds, a world
record.

Sept. 23 — Garros flies non-stop from St.
Raphael, France, to Bizerta, Tunis, crossing
the Mediterranean Sea, a distance of 560
miles, the longest non-stop over-water flight
yet made. It represents a flight from Phila-
delphia to Charleston, S. C, in distance.
He was 7 hours 53 minutes in the air.
(Morane monoplane, 60 Gnome).

Sept. 24 — Moreau in "aerostable" machine
flies 20 kilometre circuit without touching lat-
eral controls in wind not less than 5 kils. per
second. He used rudder and elevator entirely.

Sept. 24 — Thuelin (Farman) flies across
Baltic Sea from Landskroma, Sweden, to
Stralsmund, Germany, a distance of 180 kils.
noTt stop.

Sept. 24— Oct. 2— Chevillard (H. Farman)
with passenger flies Stockholm to Gefle, Swe-
den, 180 kils.; to Falon, 95 kils.; Vasteras, 149
kils.: Upsala, 80 kils.; to Nordkoeping,
Sweden, 300 kils.; to Carlstad, to Orekra, 300
kils.; touring Sweden.

Sept. 26 — Langer flies 9 hours 1 minute 57
seconds, making German duration record.

Sept. 26 — \'ictor Stoeffler flies from War-
saw to Berlin, 550 kils., non-stop, 4 hours
2 minutes.

Sept. 29 — St. Steffen flies from Berlin to
Brussels with one intermediate stop. Distance,
420 miles.

Oct. 1 — Sablatnig took 3 passengers to a
height of 2,800 m., at Berlin; 4 to 2,080 m.,
and 5 passengers to 1,000 m.

Oct. 2 — L. Noel (White) _ took up 10 pas-
sengers; reached 600 feet height.

Oct. 3 — Noel flies at Hendon with 9 pas-
sengers for 20 mintues, making a new world
record.

Oct. 3 — Sablatnig took up five to 1,015 m.

Oct. 5 — Roland Garros (Morane — 160
Gnome) makes new hydroaeroplane speed rec-
ord in Lake Como race — 127,72 kils. per
hour.

Oct. 10 — Victor Stoeffler (Aviatik) flies
from Warsaw, Russia, to Berlin, Germany, non-
stop, in 4 hours 2 minutes. Distance, 341
miles.

Oct. 12 — Reiterer (Etrich) with passenger,
flies Berlin-Copenhagen, non-stop, 229 miles.

Oct. 13 — Seguin (H. Farman) flies from
Paris to Bordeaux, and back, non-stop, 1,040
kils., in 13 hours 5 minutes, beating the
world's distance and duration record for non-
stop flying.

Oct. 14 — Stoeffler (Albatross) makes long-
est flight in one day, 1,376 miles, in 22 hours
47 minutes, actual flying time, from Berlin to
Posen and return, Berlin to Mulhausen, and
to and from Mulhausen to Darmstadt. Total
elapsed time 24 hours 36 minutes. This was
in the attempt to beat the record of Brinde-
jonc des Moulinais, from Paris to Warsaw,
1.382 kils., who beat Guillaux, who flew from
Biarritz to Brockel, Germany, 1,340 kils.;
both flights in 24 hours elapsed time. Among
other attempts made for the Pommery Cup
were Letort (Paris — Dantzig), 1,350 kils; Ja-
noir (Etampes — Berlin), 1,000 kils.; Gilbert
(Paris — Caceres). 1,300 kils.; Guillaux (Paris-
Bermillo), 1,160 kils.; Seguin (Biarritz —
Breme), 1,350 kils.

Oct. 15— Thelen (Albatross) flies 867 miles
with passenger in one day, making three
stops.

Oct. 16 — Garros (Morane — Saulnier) flies
from Marseilles to Paris, a distance of 836
kils., non-stop.

Receiving orders to join the maneuvers,
Lieut. Collard recently ilew from Epanile to
Agen, his destination, a distance of 600 kils.
He encountered very rough weather, espe-
cially in the neighborhood of Bordeaux, but
accomplished the trip without a hitch.

Mr. John D. Cooper, the Curtiss aviator, has com-
pleted the demonstration of a recent shipment of
Curtiss water-flying machines for the Imperial Rus-
sian Navy. The trials were perfectly successful, all
the machines being approved and accepted by the
government within two weeks after their arrival
there.

Curtiss flying-boats and hydroaeroplanes now form

the entire aerial equipment of the naval aviation
corps, some sixteen machines having been accepted
during the past year, with others under course of
construction in America, and arrangements about
completed for the establishment of a branch factory
in St. Petersburg. Extensive experiments were made
during the year with hydroaeroplanes turned out by
leading European builders, but none of these proved
as satisfactory as the American machines.

£RONA UTICS

Page 147

October, 1913

FOR AN AERONAUTICAL CENTER

It is generally admitted in inner circles, and,
fortunately, the general public is aware of
; fact, that there is a "slump" in aero-
utics.

Ballooning is not quite as popular as it
s been but one could scarcely assign a den-
e cause for the decline. The races here
s coming year will have a great beneficial
ect and we anticipate increased activity,
llooning is comparatively inexpensive. The
;t cost is less than that of an aeroplane;
rties can make trips at moderate expense
d there is no shed to rent and little repairs.
The dirigible is coming back and we are
)king hopefully to the time when we will
; two-man sporting ships sailing about, and
5sibly a big passenger cruiser or two.
Zertainly we have less cause to worry over
: prospects of the ever-delightful balloon-
f sport than over the outlook for aviation.
vVithout a doubt it is probable that the
aths in aviation so conscientiously chron-
ed and totalled in the daily newspapers
ve scared off a great many, who have no
owledge of the "other side."
That aeroplanes have been used almost en-
lely for exhibition work and not for sport
[me has deterred the so-called "sporting
l.ss" from taking up aviation with avidity.
We have looked to the flying-boat to bring
out a reversal of public sentiment and to
luce sportsmen to take up over-water avia-
■n. With regret one must admit the flying-
at has not wrought the change expected —
ssibly it will in time.

Perhaps a reduction in the selling price would
)rk wonders. The automobile has ceased
be a rich man's toy — it is the necessity of
e man of smaller means. Let the aeroplane,
id or water, come within the limit of the
cketbook of the bulk of the citizens.
We do not want to assume to prescribe for
iation but from the following thoughts
mething may be worked out.
With the novelty of the aeroplane worn
f, spectators at the flying fields are now
w and far between. They are no longer
ntent to sit around for hours waiting for
chance hop or two. Flying fields are gen-
ally too far from city limits to make quick
cess feasible and this disadvantage militates
;ainst popularization.

Assuming that New York is the hub of a
eat wheel, and that it has peculiar advan-
ges for the furthering of any industry and
ort, let us make it a great aeronautical cen-
r. Select the best available field, one as
?ar the city as possible and with the quick-
t means of transportation. Let every manu-

facturer whose future is dependent on ac-
tivity in aviation lend his aid to making this
field the scene of his work. Locate the fac-
tories at this field, if possible. At least, here
conduct the flying schools.

We find Curtiss training military officers
and citizens at San Diego, at Hammondsport ;
Burgess, at Marblehead : Benoist, at St.
Louis ; Thomas at Bath ; Wright, at Dayton ;
Aloisant and Sloane at Hempstead, and so
on ; one finds fields scattered all over the
country with a machine or two at each. There
are individuals conducting schools or experi-
ments at scores of other places. There is little
interest created at any one of these individual
grounds. No benefit is derived from the pub-
lic's witnessing the desultory flights at these
scattered grounds.

Imagine all these military, naval and civil
schools, and some factories, propeller work-
shops, repair shops, individual exhibition or
sporting flyers, making headquarters at one
great center ! There would certainly be no
greater expense conducting schools at one
place than another.

With practically all the interests grouped
in one place, there would be flying constantly
going on. The general public on which we
want to draw for recruits will have their en-
thusiasm returned to them, they will be go-
ing to this center to see the flying. They
will be sure of seeing machines in the air at
any time of any day. They will be making
passenger flights, taking lessons, buying ma-
chines.

Entrance fees could be charged on every
day. Weekly meets could be held at no ex-
pense. The students and instructors are fly-
ing anyway. Let them make the weekly
flights competitive and afford enjoyment for
a crowd. The income from attendance could
be distributed pro rata among the men flying,
among the manufacturers and schools. Soon
we would see people in line for passenger
flights.

The public would be paying for the privi-
lege of increasing its own interest in flying.

The doings at this great field would be
chronicled in the newspapers — we see nothing
in the papers about the flights now at our
present scattered fields.

A centering of interests like this would ab-
solutely create wide attention. There is no
good to result from complaining of lack of
interest and doing nothing to make interest.
Let the manufacturers do something them-
selves to Iielp themselves.

A national center such as suggested should
be conducted by the manufacturers and school

AERONA UTICS

Page 148

October, 1913

concerns — by those whose interests are most
affected — free from any club alHance.

One could add pages of suggestions for
making such a center a wonderful missionary
movement, a manufacturing and industrial
center, a selling institution, protitable from
the start.

GOVERNMENT PROGRESS IN AERO-
NAUTICS

Colonel Samuel Reber is now at the head
of the Aeronautical Division of the Signal
Corps which has been practically reorganized
under the present Chief Signal Officer. Here-
tofore, aeronautical work has been done
under the direction of Major Squires and
Major Russel, who succeeded the former,
but these officers were hampered by other
duties in the Signal Office. Good work it
has been with the limited funds placed at
command by a penurious or short-sighted
Congress. Many remember the whole-souled
endeavors of General Allen, now retired, and
appreciate the labors of his successors. Gen-
eral Scriven and Major Russel.

Acquaintances of Colonel Reber know him
for a man with directness of purpose and an
adequate knowledge of aeronautical needs.
Things will move along just as fast as Con-
gress will permit by provision. The recent
bill before Congress to take aeronautics out
of the hands of the Signal Corps and make it
a separate arm has not yet been passed, praise
be !

Captain Chambers, head of aeronautics in
the navy, is big-hearted, informed and com-
petent in aeronautical matters. He knows the
needs of the navy in aeronautics, is con-
versant with all that has been done in for-
eign navies in aeronautics, and is endeavoring
to accomplish still greater things than those
which have in the past been enumerated in
the press.

The ways, routine and red tape, of army
and navy secretaries and Congress, are in-
explicable to the layman and because every
ship of our navy afloat is not equipped with
a complement of aeroplanes and aviators is
no reason to assume that we are in the ruck
on this particular point. We haven't heard
of any foreign armored ships with air scouts

in actual service and it may be that before
another year rolls around we will be fairly
well fitted to hold our own.

Somehow or other we get the idea that
Europe is so far ahead of us that we'll never
catch up. If we had the public temperament
here and an open-minded Congress we might
do a shade better.

NOT PREDICTED— MERELY EXPECTED

Mr. McCormick has abandoned his $50,000
experiment station at Cicero flying field
* * *

Failure of the models in which Mr. Mc-
Cormick has been interested is said to be the
cause of the closing of the experiment sta-
tion. On one design, known as the umbrella
plan, because of its shape, he is said to have
spent $25, coo. — Chicago Journal.

Those who disagreed so forcibly with our
editorial on the ways and ways of spending
in aeronautics, may now find their opinions
changed.

WILD BILL EXPAINS

In days gone by the expression was: "Lo, the pool
Indian." Now, however, it is the more up-to-the
minute: "Lo, the poor aviator!"

Eugene Heth. better known as "Wild Bill," spen'
a few hours in Memphis yesterday. Incidentally, Hetl
says that aviation is fast becoming so commonplaci
that before long the birdmen will find that the re
muneration is not sufficient for the risk.

"There are too many aviators, and the country i
flooded with machines, good and bad," explained Heth
"Then another thing that is working against the rea
artists in the game is that a crowd of amateurs an
glad to make contracts for a few hundreds a day.—
Memphis Appeal.

BOOKS RECEIVED

THE AIRMAN, bv Captain C. Mellor, R. E., li
mo., cloth, 123 pp., illustrated. Published at $1.00
postage 10 cents, by the John Lane Co., 120 W. 32ni
St., New York.

This book contains the experiences of a young En^
lishman, who in three months was to learn to fl'
and then present his certificate to the War Office. H
elected to try the school at Etampes, France, and th
Maurice Farman biplane was the machine he chose
He graphically describes his school, his first flight
liis visit to the salon to see the exhibition of aeria
locomoton, his first flight in a monoplane, etc. H
gives many useful notes for the prospective pupil, an>
his experiences will be invaluable to every would
be pilot of the air.

"Pxiblijhed Monthly by Aeronautics "Prejj

122 E. 25tm ST., NEW YORK

Cable: Aeronautic. New York

■PHONE, 9122 Madison Sq.

ERNEST L. JONES. Pres't — THOMAS C. WATKINS, Treas'r-Sec

ERNEST L. JONES, Editor - IH. B. SELLERS, Technical Edilor

HARRY SCHULTZ, Model Editor

SUBSCRIPTION RATES

United States, $3 00 Foreign, $3. 5i

No. 74

OCTOBER, 1913

Vol. XIII, No.

^ A ttd^k/I'',?^ second-class matter September 22, 1908, at the Postoffice, New Yorl<, under the Act of March 3, 1879.

^ Afc,KONAUTlCS IS issued on the 30th of each Month. All copy must be received by the aotf
Advertising pages close on the 25th.

^ Make all checks or money orders free of exchange and payable to AERONAUTICS. Do not sen
currency. No foreign stamps accepted.

lERONAUTICS

"Page 149

October, 1913

To the Readers of this Journal:

Please accept my thanks for the hearty response to my
letter of last issue. It was a surprise to really find such a heavy re-
sponse.

Now, won't those who have not yet responded make the appeal
100 per cent, fulfilled by replying at once? The encouragement given
by those who did co-operate is great. With replies reaching the hun-
dred per cent, mark you'll create enough dynamic energy to last
a long while.

This magazine is published for the benefit of those who find
profit in it. It is neither a money-making proposition or purely a
philanthropy.

These do I address. There are but three propositions. Pay,
promise to pay, or say frankly you don't want the magazine.

I am doing my best to furnish the best there is If you find
a better magazine, subscribe to it; and then tell me you've found it.
That will help me, perhaps. If you object to certain features, tell me.

I can't speak to you all with sounding words I must ask
you to read what I write. If you don't want the magazine, say so.
If you have found a better, tell me! If you do want it, may I have
your renewal order or your check?

Thank you in advance.

HALL-SCOTT MOTORS

Winter flying has already started in California. The following
well known aviators have their water planes equipped with HALL-
SCOTT motors : —

BOB FOWLER

SILAS CHRISTOFFERSON

WM. BLAKELEY

ROY FRANCIS

A. G. SUTRO
ALFRED BARRETT
OTTO RYBITZKI
HENRY UNNO

Besides these there are fifteen other planes, or 80t of all aeroplanes and flying
boats upon the Pacific Coast, equipped with HALL-SCOTT motors.

We can furnish you with the most complete, powerful, and reliable power plant
upon the market from 30 to 100 H-P. Write for our interesting catalogues fully
describing these motors.

HALL-SCOTT MOTOR CAR CO.

818 Crocker Bldg. - San Francisco, Cal.

AERONAUTICS

Page 1 50

October, 1913

NEWS IN

GENERAL

AMERICAN WINS BALLOON RACE
Goodyear and Honeywell

HE international balloon race was won for Uncle
Sam for the fourth time in the eight years of the
existence of this event by Ralph H. Upson and R. A.
D. Preston in the balloon "Goodyear," with H. E.
Honeywell and J. H. Wade in the "Uncle Sam"
second.

The race started from Paris, October 12th. There
were 18 balloons in the contest. Upson landed a)
Bempton, England, on the North Sea, within 200 yard:
of the clilfs. Honeywell landed in France nea!
Brest. The distance covered by the "Goodyear" i:
about 400 miles. No new records were made.

This achievement was only accomplished througl
the scientific handling of the balloon by these youni
aeronauts. They were competing with meri of fa
greater experience, and under foreign conditions tha
from the beginning were considered a big handicap

Air. Upson has made a study of ballooning an;
was well informed on the various currents of ai
that were to be encountered along the coast. Uf
son and Preston have the honor of being the onl
two contestants who sailed their balloon outside c
France. When the balloon "Goodyear" headed ft
the ocean, Upson was familiar enough with the pn
vailing air current to know that counter-winds woul
be met that were sure to blow him back over tl
continent. This proved to be the case. They crosse
the English Channel and traveled miles over tl
Atlan.tic, however, before these winds were ei
countered. .

Their scientific study of ballooning and the g^
tightness of the fabric were the main reasons f<
enabling them to win.

The "Goodvear" is the same balloon that won tl
National Championship Balloon Race at Kansas Cit
Tuly 4th, 1913. It was also in the national race
1912.

ASCENSIONS

Oct. 10 — Wm. Assmann and Joseph O'Reilly in t'
"Mill. Pop. Club" from San Antonio to Russellvill
Mo., a distance of about 725 miles in 22 hours 40 mi
utes in endeavor to beat Lahm Cup record.

Oct. 1— R. H. Upson and R. A. D. Preston in t
"Goodyear" from Paris on a trial trip, landing at Poi
a distance of 78 miles.

NEWS BREVITIES IN U.S.A.

Sept. 22 — "Ed" Steele in a hydroaeroplane flew over
the Pacific Ocean from North Bend, Ore., to Flor-
ence, with one stop at Gardiner, a distance of 40
miles. Finish is intended to be at Yaquina.

George Dyott has again gone to England.

Oct. 4-5 — William Thaw and Steven McGordon (Cur-
tiss flying boat) flew from Newport to New Haven, a
distance of 94-)-^ miles, in 93 minutes. The following
day Thaw and MacGordon continued their flight, 8454
miles more, and landed near The Aeronautical So-
ciety's grounds at Oakwood Heights, S. I., after one
intervening stop at Hunters Point.

The steamship distances, Oakwood to Newport, are
given above.

Oct. 7 — Beckwith Havens and J. B. R. Ver Planck
(Curtiss flying-boat) flew from Albany to near Oak-
wood Heights, S. I., with a stop at Chelsea, N. Y., a
distance of 148.5 miles via route. The total elapsed
time was 2 hours 45 minutes. The flying weight was
approximately 2,000 pounds. The first stage was 81
miles.

I have always found your magazine invaluable.
R. P., [Villiamstown, Mass.

Oct. 16 — Havens and Verplanck flew from O;
wood Heights, S. I., back to Fishkill, arriving the
the 18th, a distance of 64 miles.

Oct. 22 — Raymond V. Morris in Gerald Hanle
Curtiss flying-boat, with a passenger, made the loi
est flight made around Providence this season. '
covered, according to the Government charts, a c
tance of 145 miles in 125 minutes. Bristol, F
River and other points on Narragansett Bay wi
flown over. Sixteen gallons of gasoline were ci
sumed. Morris's passenger was William Batcher,
motor expert from the Curtiss factory. During i
three months the Hanley flying-boat has been in cc
mission it has flown approximately 6,500 miles at
average speed of sixty miles per hour.

Oct. 8 — W. C. Robinson, carrying copies of a n
newspaper, flew from Montreal to Ottawa, cover
about 109 miles in 2 hours 55 minutes actual fly
time. He made five stops on the way, of vvhich th
were scheduled for the delivering of copies of

AERONAUTICS Page 151 October, 1913

BARGAIN

HARRY BINGHAM

BROWN

Retires from Aviation. Will Dispose
of his GENUINE

WRIGHT

Biplane with all equipment, including

"Safety Pack'' and all extras, in

first-class condition, at

$2000.00

A. LEO STEVENS

Box 181, Madison Square - New York

1)1 answering advertisements please mention this magaciitc.

AERONA UTICS

Page 152

October, 1913

INTERNATIONAL 'PLANE RACE \

Prevost won for France the 200 kilo «• v
metre Gordon Bennett "international"
aeroplane race, held Sept. 29th, Rheims.
France, in a 20-foot span Dep with flat
wings, 160 Gnome motor, making new world records
as follows:

10 kils. (6.2 m.) 2 min. 56 3/5 sec.

20 kils. (12.4 m.) 5 min. 54 1/5 sec.

30 kils. (18.6 m.) 8 min. 52 1/5 sec.

40 kil. (24.8 m.) 11 min. 50 1/5 sec.

50 kils. (31 m.) 14 min. 48 1/S sec.

100 kils. (62 m.) 29 min. 40 sec.

150 kils. (93 m.) 44 min. 38 sec.

200 kils. (124 m.) 59 min. 45 3/5 sec.

}i hour 50 kils.

Yi hour 100 kils.

1 hour .200 kils.

Greatest speed 203. o5 K.P.H.

His fastest lap was at the rate of 126.9 miles an
hour and his average for the entire distance was
124.69 miles.

Emile \'edrines (Ponnier — 160 Gnome) was second
in 1 hour 51.4 seconds.

Gilbert (Dep — 160 Le Rhone), third, in 1 hour

2 minutes 55.4 seconds.

Crombez (Dep— ^160 Gnome) was the only foreign
contestant, and his time was 1 hour 9 minutes 52
seconds.

America was not represented by Weymann, as ex-
pected. He claims he was named by the F. A. I.'s
representative in this country and advised by the club
that a syndicate was being formed by Norman Prince
to buy a 200 H. P. Dep, the club declining any re-
sponsibility. After many cables the Dep was not forth-
coming and, according to interviews with Weymann,
he was never able to get a satisfactory explanation of
Mr. Prince's intentions. I can only imagine that the
whole business was a big bluff. I have telegraphed to
him saying so.

"Now, without a machine it is, of course, impossible
for me to compete in the race, much to my regret. I
understand that another American pilot, named Kant-
ner, was also bluffed in the same way. Who is Mr.
Prince, I should like to know?"

Prince denies he's a "bluffer" and replies:

"I countermanded the order for a Deperdussin
monoplane because Mr. Weymann stayed at Gynard
for one month after the Paris-Deauville race without
answering cables sent by me instead of being in Paris
attending to the delivery of the machine, or at Rheims
practising for the races.

"In other words, he failed to stay on the job and
I cancelled the order for the machine."

Harold Kantner was first named by Prince and
Kantner went abroad. When Weymann seemed avail-
able. Prince decided Weymann offered a better chance
for winning and oft'ered the machine to him.

The International Race
Winning Dep.

LUCKEY WINS FIRST AIR DERBY

Under the auspices of Tlie Aeronautical Society,
for prizes aggregating $2,250, offered by the Nciu
York Times, five aviators covered a 51 mile course
around Manhattan Island in a 42 mile wind on
October 13th in a race held to celebrate the tenth
anniversary of man's first power flight, tliat of
Wilbur and Orville Wright, December 17, 1903. Out
of those who had entered the celebration flights and
the race, the following five actually started on sched-
ule time, in a wind measured by the Weather Bur-
eau at 36 to 42 miles an hour, from the field of the
Society at Oakwood Heights, across Staten Island
and the Bay, up the East River, over the Harlem
and back down the Hudson to the field: William S.
Luckey (Curtiss, 100 H. P.), Charles F. Niles (Cur-
tiss, 100 H. P.), C. Murvin Wood (Moisant mono-
plane, 50 Gnome), J. Guy Gilpatric (Sloane Mono-
plane, 50 Gnome), Tony Jannus (Benoist Tractor, 7i
Roberts) ; and they finished in the order named.
The two monoplanes were blown wide of the course
and the old passenger carrying Benoist was no speed
match for the Curtiss machines. Not an incident
marred the race and each engine drove along with
out skip. Luckey found his intake pipes freezing
but was able to knock off the ice and keep going
Coming down the Hudson with the wind at the back
a speed of 75 miles an hour was attained by him. lie
used a propeller from a flying-boat which gave
standing thrust of 650 pounds.

Wood made the fastest time from Spuyten Duyvil
to Oakwood Heights, covering the 24 miles in 14
minutes 19 seconds, a speed of 100.7 M. P. H. He
took 58 minutes 19 seconds to get to Spuyten Duyvil
Luckey and Niles both beat the monoplanes goina
up the East River against the wind in speed but Won^i
beat both in speed on the return. Figures seem to
show that Niles made 90 miles an hour on the return
leg, evidently getting a better breeze, or else ob-
servers figures were not taken accurately, at Spuy-
ten Duyvil.

Exhibition flights had been arranged to take plac :
during the afternoon but the high wind kept th :
other machines on the ground. Burnside with his
Thomas, Daimler motor, was not able to set up in
time and another tractor was disqualified by reason
of alleged poor condition. Other machines present
were Ray Benedict (Gressier, 60 Anzani), Ruth Law
(Wright 30), Allen S. Adams (Sloane-Dep, 60 An-
zani).

Luckey received first prize of $1,000, Niles the
second, $750; and Wood the third, $500.

AERONAUTICS p<,je 153 Odoter, 1913

BALDWIN

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For Aeroplanes, Airships, Balloons. First Rubber-
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material known. Dampness, Heat and Cold have no
effect. Any strength or color.

Red Devir^ Aeroplanes

That anyone can fly. Free Demonstrations.

Hall-Scott Motors

Eastern distributor. 40 h. p., 4-cyl.; 60 and 80 h. p.,
8-cyl., on exhibition at Wittemann's. All motors
guaranteed. Immediate delivery.

Experting

Will install a Hall-Scott free of charge in anyone's
aeroplane and demonstrate by expert flyer. Expert
advice. 'Planes balanced.

Private Flying Field

Fine private field with smooth water frontage for
hydro-aeroplanes. Private sheds and workshop.
Located at Oakwood Heights, Staten Island.

CAPTAIN THOMAS S. BALDWIN

Box 78, Madison Sq. P.O. New York

AEROPLANES

In answering advertisements please mention this magazine.

AERONA UTICS

Page 154

October, 1913

ACCIDENT TO WALB.
Capt. Walb started from Hempstead in a Schneider
biplane but fell in the Bay nearing the shore of
Staten Island. He was rescued by a boat and his
machine towed ashore.

FLY FROM HEMPSTEAD.
Wood flew from the Moisant sheds at Hempstead
to Oakwood Heights for the race.

AERO CLUB PLACES NILES FIRST.
The race was supposed to be open to un-"licensed"
aviators as well as licensed pilots. Luckey was an
unlicensed man. Every aviator in the "ce went
in with the knowledge that the race was open to any-
one and each expressed himself m public as caring
nothing one way or the other— whether he had a
license or not, however, sanction from the Aero
Club of America was asked for by President Twombly
of the Society and granted by the Club. At a meet-
ing of the contest committee of the Club, held after
hi race, it was decided that Niles was ofticially
the winner, moving up the succeeding contestants
a place. As the money had already been paid to the
winners bv the Times this action on the part of the
Club is ridiculous. It is the rule to punish licensed
pilots for taking part in unsanctioned contests by
suspending them, barring them from any sanctioned
contests and failing to record their exploits as of-
ficial " The club states that the contestants in the
Air Derby asked the judges immediately before the
race if it was sanctioned and received an answer
in the affirmative. The club also states that the race
was sanctioned by it and that, therefore no punish-
ment could fall on the contestants save Luckey, who
hid no license. The Aeronautical Society, it seems,
never authorized anyone to apply for a sanction.
THE RETURN OF LINCOLN BEACHEY.
Lincoln Beachey was one of the first to enter in
the round-Manhattan race and had a special machine
built by the Curtiss Company. A gnevous accident
occurred, however, during his trial flight which re-
suUed it^ the killing of a spectator and the wreck-
ing of his machine, which put him out . of the con-
test which would signal his return to aviation

The figures, as agreed upon by the New \ ork
Timers' Club, and the judges, who struggled through
as best they could without the sanction, are as tol-

l°^t= 52:54.0

Luckey 54:55.0

Niles 58-19

Wood . .■.".■.■.1:08:53.6

Gilpatric .1:13:57.0

Jannus .

Cups were also awarded by The Aeronautical So-
ciety to Luckey and Niles, the cups having been orig-
inally offered by O. Chanute through the Society to
be given for meritorious service.

IMPORTS AND EXPORTS

For month ending July 31, foreign parts were im
ported at a valuation of $4,531; of domestic exports
one aeroplane and parts at $3,113; in the warehotos*
July 31, 3 aeroplanes and parts valued at $6,708. JN(
exports of foreign made material.

We exported during August 4 aeroplanes and part!
valued at $12,221. Three foreign-made machines am
parts remain in warehouse, valued at $/,70e. Unl,
parts were imported, valued at $538.

INCORPORATIONS

The Hudson River Aviation Company of New York,
Inc. of Manhattan, motors, engines, etc.; $30,000.
H W. Kays, George J. Foley, Thomas L. Cunning-
ham, 46 Hamilton Place, New York. i

The Intermountain Aviation Company of Salt Lake
Citv has filed articles of incorporation. The capital
stock of the company is $20,000. C. A Tyler is presi-
dent, J. A. Kaufman, vice-president; b. U tluttaker,
secretary and treasurer. These with A. S. Ash, W. ^.
Hill D E. Howard and N. G. Morgan form the direc-
torate. All of the ofllcei-s are of Salt Lake City excepi
Secretary Huffaker, whose home is m Tooele.

BUSINESS TROUBLES

Lulu Joyce has sued the Silver Lake Aviation Co.
of New Berlin, O., to obtain judgment on a $500 note
The motor mortgaged as security was not valaubl
enough to cover the note and she asks for executio
on other assets. Judgment was confessed and ton
closure granted.

The case of Dr. D. S. Quickel, asking for the ai
pointment of a receiver for the Arbogast Aero Con
pany, Anderson, Ind., will be called. The Arboga:
Company, in which Dr. Ouickel was a stockholder ii
vested several hundred dollars in an aeroplane an
it is alleged the contrivance flew over into Wisconsi i
somewhere and has not been seen since.

AVIATOR JEWELL DISAPPEARS

Albert H. Jewell, a graduate of the Moisant Scliool
at Hempstead, started early in the morning o" Octo-
13 to fly to the Oakwood Heights aerodrome to go
in the Air Derby. Nothing has been seen or heard
of him,or his 50 Gnome Moisant monoplane. Seaich
parties have failed to find him. It is generally be-
lieved that he has been swallowed up in the marshes
and quicksands on the south shore of Long Island
Some cling to the opinion that he got out to sea and
was drowned. No wireless reports have been received
of his having been picked up by any °'^tg°>"|,„steam-
ship The Aeronautical Society has offered $400 toi
information and the Moisant Company $350.

How Joseph C. O'Flahertv, known in the aviatic
world as Joseph C. Stevenson, did his flying on ,
nurse's money until he finally met his death, at Ki
mingham, Ala., on Oct. 8, last year was broug
out Sept. 30 in the Surrogates' Court, New Yor
in the course of an inquiry demanded by the avmtoi
brother, William F. O'Flaherty of 152 West Fort
eighth Street, administrator of the estate.

One matter in dispute was the ownership of
Hall-Scott motor. Mr. O'Flaherty learned that t
motor was still in the possession of Miss Libbie
Dixon, of 246 West Fifty-first Street, and she \\
subpoenaed to the Surrogates' Court for examinatic

She said that she first met the aviator while
was ill in a hospital in which she was a nurse b
had come into an inheritance of about $50,000 a
gave up nursing. She bought his aeroplane and •
vanced $2,165 in payment for the motor. When _
met an untimely death at Birmingham the only tin
she could do was to take possession of the motor.

TARIFF ON AEROPLANES LOWERED

The new tariff admits the importation of foreign-
built aeroplanes at 20% ad valorem instead of 43%,
as formerly. An aeroplane is considered as an en-
tfre y and comes under the heading of structures
composed principally of metal. Motors alone are
subject, also, to 20% duty.

FINAL DIVIDEND OF HERRING-CURTISS C

A final meeting of the creditors of the Herrr
Curtiss Company is called for the 1st day of Novf
ber 1913, to be held at the Court House in Ba
N Y at which time and place an application will
made" for a final accounting by the trustee in t
proceeding and for an order directing a final d
dend to be paid to the creditors.

I know of no better magazine published— H. C. R.,
Othello, Wash. ^___

Since the first of the year exports of Aomt%i\c aero-
planes and parts total 4, with a value of $18,395.

BAR AIRMEN FROM CANAL ZONE

Washington, D. C, Oct. 4— President Wilson
signed an executive order forbidding the operaf
of aeroplanes or any other aeronautical craft o
the canal zone without the written permission of
chief executive of the canal zone. The order i
forbids the taking of pictures from any aeroplane
balloon over the zone without similar permission,
penalty is a fine of $1,000 or a term in jail not
ceeding one year or both fine and imprisonment
the discretion' of the court.

ERONA UTICS

"Page 155

October. 1913

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For testimonials, and further particulars, just write to

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Airmen Should Be Interested In Photography

the^hotographic^mS

ias long been regarded as the standard
Vmerican Authority on photographic
natters.

Each number has forty pages of interest-
ng photographic text, printed on fine paper
rom good type, and illustrated with many
ttractive half tones.

The cover for each month is printed in
■arying colors, and is ornamented with a
ifferent and pleasing photograph.

The valuable and authoritative formulae
urnished throughout the year are alone
rorth the price asked for subscription.

Some of the other regular features are

Articles on practical and timely photo-
graphic topics.

Illustrations showing e.xamples of the
work of the best American and foreign
pictonalists. '^

Foreign Digest.

Camera club happenings, exhibitions, and
pnotographers' association notes.

Items of Interest.

A department devoted to "Discoveries."

Reviews of the new photographic books.

Description of the latest novelties and
specialties brought out by dealers and
manufacturers.

.NE DOLLAR FIFTY A YEAR SUBSCRIBE NOW FIFTEEN CENTS A COPY

Foreign Subscription, Two Dollars A Sample Copy Free

rHE PHOTOGRAPHIC TIMES PUBLISHING ASSOCIATION

135 West 14th Street, : : : New York

In answering advertisements please mention this magazine.

AERONA UTICS

Page 156

October, 19

MODEL CONTESTS

New York, Sept. 27th, 1913.— A very exciting con-
test for duration for models rising from the ground
was held at Van Cortlandt Park today. In spite of
the strong wind prevailing, excellent flights were
made. The contest was won by Carl i rube, a iz-
vear-old Yonkers boy with a flight of 60 seconds.
Trube in spite of his youth, has proven a wonder
at the "game," and has been a winner of most ot
the contests held here lately. Excellent flights \vere
also made by Kipp, Radcliff and McLaughlin. ihe
prize was a bronze medal donated by the Aeronau-
tical Society. Official timer, Mr. Edward Durant.

New York, October 24th, 1913— Carl Trube again
proved to be the winner of the contest held here
at Van Cortlandt Park on the above date, with a
flight of 61 seconds. The prize was a copy ot
"Harper's Aircraft Book for Boys," donated by Mr.
Edward Durant of the Aeronautical Bureau.

Oakwood Heights, S. I., October 13, 1913-A num-
ber of contests were held here m connection with the
flying tournament of The Aeronautical Society. in
spite of the strong wind prevailing in the morning.
Which kept the full-sized machines on the ground,
at times the air was literally "full of models. ihe

antics and capers of the models in the strong wind
demonstrated their stability and seemed to greatly
amuse the crowd. Much amusement was caused by
a model striking the roof of a hangar bouncing ott
and continuing its flight as if nothing had happened.
The contest for models rising from the ground was
won by W. F. Bamberger with a flight of 65 3/5
seconds. He was hard pressed by G. A. Cavanagh,
who was forced to withdraw from the contest, owing
to a mishap to his model. The Tractor contest was
also won by W. F. Bamberger with a flight of 25
seconds. Lester Ness was second with a flight ot
24 seconds. . , , .^, , ,

Many of the flyers were provided v\?ith models
unsuitable for entry in the contests and they pro-
ceeded to demonstrate the flying qualities of the

"""Excellent flights were made by L. P. Steinberg, a
diminutive member of the New York Model Aero
Club W. F. Bamberger, L. Bamberger, Harry Her-
zog ' Olson, Braun, Ness and others too numerous
to mention. Among those present was the former
world's champion. Armour Selley, who, although not
provided with a model of his own, endeavored to
entertain the spectators by showing that he could
fly others' models as well as his own Mr. Nicholas
S Schroeder, the well-known model flyer and writer
oil the science was also present and endeavored to
explain to the various model flyers the proper
method of flying their respective models. ihe con-
tests were a great success m every respect. _

All questions regarding models and model Hying
may be addressed to the model editor, Harry Schultz,
23 West 106th Street, New York City, N. Y.

club, has experimented with and has lately perfected
a new type of rubber motor by which a model can tp
flown with about one-fifth the length of rubber usee.
The power is the same and a great saving m weight
is made. He has also constructed a new style model
glider which has proven to be a remarkably steady and
eiificient flyer. Tractor models are being given nuioh
prominence by the club members and excellent fligliU
have been made with models of this type by Obs"
Braun, Ness and Funk. Persons m the vicinity (
the club interested in models and model flying ca
not do better than to join this club. All applicatioi^
can be addressed to the president, C. \ . Obst, 4U
Grant Ave., Cypress Hills, L. I.

MAN-MADE MUSIC RIVALS THE BIRDS

Captain G. L. Bumbaugh, the veteran balloon man
is responsible for furnishing the songsters of the aii
above Indianapolis with piano music for he recently
ascended with a Baldwin player piano attached .t(
one of his balloons with a young lady operator pliy
ing sweet tunes and Bumbaugh reclining on the to|
of the piano just under the load ring. On landipi
the drag rope was caught by spectators and to shf)ii
the piano to be still playable Miss McDonald favoij*
the natives with another tune.

ON SCHMIDTS DEATH

Charles H. Schmidt, brother of George Schmid
who met with a fatal accident at Rutland, Vl
Sept. 2, writes regarding it:

"When at an altitude of 500 feet the motor beg?
to miss fire — dirt in carburetor — and George imm
diately started a volplane. Spellman, the passengc
lost his head, rose from his seat and stood on tlir
rear control wires which passed between his les
This terrible strain broke the rudder wire. Then t
passenger reached forward and seized my brothe
shoulder control and pulled that toward him. Tl
of course, threw the plane on a steep bank. Wi
the rudder control gone, George was powerless
straighten again, while the passenger hung desp.
ately to the shoulder control. My brother struggl
hard to bring her back, but he could not get out
Spellman's grasp. The machine took a very ste
or sharp turn and crashed to the ground. Geoi
stuck to his seat trying hard to straighten the pla
while the passenger freed himself entirely from
seat, still hanging on to the shoulder control. 1
actual fall was about 200 feet. Spellman escai
with a few slight injuries."

MODEL CLUB NOTES

The Long Island Model Aero Club members, ow-
ing to the increase in interest, have had a very busy
summer, and new members are being added regular y.
The club held a biplane contest lately, the results
of which appeared in last month s issue, C. ^reelan
being the winner with a duration of 57 seconds. As
far as can be ascertained at the present time this
constitutes a world's record for biplanes. His bi-
plane, a splendid piece of workmanship, flew very
steadily and easily captured the prize, a handsomely
engraved silver medal. . , ^i

Biplanes have become very popular with the mem-
bers of this club and many very fine specimens ot
workmanship are being brought out. Hartman s bi-
plane has surpassed all others m spectacular and
exhibition flights. The flying field of the club has
been changed and all flymg is now done at Liberty
Hdghts Woodhaven, L. I. The club has under
consideration the construction of a man-carrying
glider and a committee is investigating the cost,
method of construction and design. , , , , ,

Among the many new and novel models developed
is a steady Dunne type monoplane built by Freelan.
A small heavy R. O. G. speed model has been con-
structed by Shotwell and has proven itself to be one
of the speediest and finest spectacular flyers ever
constructed and is constantlv duplicating the stunts
of Pegoud in model form. Dan Criscouli s foui foot
model proved to be a very steady stable distance and
duration flier. Charles V. Obst, the president of the

CLUBS COMBINE IN PHILLY

At the reconciliation meeting of the Aeronaut
League of Pennsylvania and the Philadelphia A
Club on Sept. 26th, a firm foundation was laid
the new organization. Every member seemed v
active in the new project with the result of the
lowing nominations for officers:

President, Walter Bryan, Edwin J. Doyle; v
president, Joseph J. Hickey, Kenneth Robertson
Reginald Woodcock; secretary, D. Earle Dunlap, '^
lian Keck and Percy Pierce; treasurer, Hai
Woodcock, Alan McMurry, Donald Robertson,
Earle Dunlap and Percv Pierce.

The election took place Oct. 3rd at 8 p. m.
meetings for the time being will be held at 610 Si
31st Street.

The Kemp Machine Works of Muncie, Ind., in:
facturers of the well-known Kemp air-cooled aerop
motors, announce that they have secured Mr. j
G. Hanna to take charge of the sales department.
Hanna has been activelv connected with the busi
side of aviation since 1910 and is thoroughly fam
with all branches of the sport. Intending purch.i
may be assured that their wants will be well
promptly attended to. This enterprising firm
ports business excellent. They have booked six or
in the past three weeks which certainly is not
for this rather dull time of the year. While
American market has so far been monopolized
the water-cooled motor, there are evidences (
change of opinion. The Government's apparent
erance for Renaults is significant.

AERONAUTICS

Page 157

October, 1913

SLOANE

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most reliable aeroplanes

in America

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MONOPLANES-

II which are the standard in de-
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FLYING-BOATS-

for sportsmen — both mono-
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that are entirely satisfying.

GNOME ANZANI
RENAULT

at 1

ower prices

Sloane Aeroplane Co.

1733 Broadway - New York City

There are reasons for the change. It is now gen-
rally admitted that an engine can get the most
ower out of the gasoline when it is operating at a
;mperature around 350 degrees. If ample bearing
nd wearing surfaces are provided, high-grade ma-
;rials used, and an efficient lubricating system in-
tailed, a motor can function perfectly at this tem-
erature for any desired time, and without undue
epreciation. To thus get more power from a given
ylinder size, or the same power from a smaller cyl-
ider, of course, means less weight per horsepower,
.nd to eliminate the chance of radiator leakage or
f the water boiling away is, of course, another step
jward reliability.

Mr. Kemp states that the factory is running full
me and keeping well ahead of orders. The firm
lakes it a point to always have motors in stock ready
->T immediate delivery. It is expected that the new
-cyl. 75 H. P. model will be ready for the market in
le spring. Prospects for a big business next year
re regarded as excellent.

YOUNG GERMAN AVIATOR— Engineer and
onstructor of flying machines not infringing Wright
atent. Licensed Pilot, late Constructor and Instructor
ith German firm, Expert on Gnome, Mercedes and
rgus motors. Driver high power autos and Motor-
vclist, is looking for position with firm or private
ivner of a Flying Boat, etc. Speaks English. Ad-
ress, German Aviator, care of AERONAUTICS,
22 E. 25th St., New York.

AVIATOR WANTED who can fly a Curtiss type
achme. Apply to George E. Yager, 119 N. 15th
treet, Omaha, Neb.

FOR SALE — Tractor Biplane. Genuine Benoist
U3 model. Good as new. Will demonstrate. Ad-
ess Tractor, care of AERONAUTICS, 122 E. 25th
.> New York.

C. & A.Wittemaimjj

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Manufacturers of

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Hall-Scott Motors, 40-60-80 H. P.

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ylERONA UTICS

'Page 1 58

October, 1913

I FRENCH AEROPLANES

ENGINEERS
INVENTORS
AVIATORS
CONSTRUCTORS

TAKE NOTICE!

For all photos, des-
criptions, data, news,
drawings, etc., re-
garding FRENCH
AVIATION, address
below :

Etudes Aeronautiques

ALEX. DUMAS, Engineer, E.C.P.

20 Rue Ste. Marie, Neufchaieau (Vosges\ France

ADAMS-FARWELL

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—Thomas School

OF AVIATION

OFFERS SUPERIOR ADVANTAGES

Address, Thomas Bros. Aeroplane Co.
BATH, N. Y.

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RADIATORS

Built in capacities and types for standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

64th St. & West End Ave., New York City

Abo Manufacturers of Automobile Radiators of all types

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

Use our Waterproof Liquid
Glue, or No. 7 Black, White,
or Yellow Soft Quality Glue
for waterproofing the canvas
covering of flying boats. It
not only waterproofs and pre-
serves the canvas but attaches
it to the wood, and with a coat
of paint once a year will last
as long as the boat.

For use in combination with
calico or canvas between
veneer in diagonal planking,
and for waterproofing muslin
for wing surfaces.

' ^ATEHPROOl

•-'ftUID GLt

C QVAUTY
; **• rERDINAND &

BOSTON. nA59

Send for samples, circu-
lars, directions (or use, etc.

L. W. FERDINAND & CO.
201 South Street Boston, Mass.. U.S.A.

WIRE

We make an extra high grade

plated finish wire for

aviators' use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling's Sons Co.

TRENTON, N. J.

ALL AERO BOOKS
FOR SALE BY

AERONAUTICS

122 E. 25 St., New York

USED by Gilpatric and Wood in "Times" Aerial Derby
USED by Wood in his flight to Washington
Have proven their superiority

SLOANE AEROPLANE CO.

1733 Broadway, :: New York City

iERONA UTICS

"Page 159

October, 1913

^h****-

PATE NTS SECURED or fee returned

#TT Send sketch or model for FREE Search of Patent Office record*.

^U and What to Invent with valuable List of Inventions Wanted sent Free,

Write for our Guide Books
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. T

BURGESS PATE NTS

FOR SALE — Year old passenger
water machine, Sturtevant Motor,
guaranteed in first class condition.
Only bar gam ever offered. Owner
has bought flying boat. $2,000.

Address, Burgess, care Aeronautics

HYDRO

peciat grades of Bamboo for Aeronautic Work. Reed.
attan and Split Bamboo for models. Tonka Rattan
)r Skids \V\ diameter and under any length.

I. DELTOUR, Inc. ^„'lier..'' •

Machinist and Model Maker

Inventors accorded every facility
and Mechanical Assistance. : :

H. C. BROWN, 54 Park Ave.. Brooklyn, N.Y.

JOURNAL OF THE UNITED
STATES A RTILL ERY

A bi-monthly magazine of artillery and
other matter relating to coast defense.

Published under the supervision of the
School Board, Coast Artillery School,
F(xt Monroe, Virginia.

$2.50 a year.

With Index to Current Military Litera-
ture, $2.75.

L. PARKER

Ex-member Examining Corps, U. S. Patent 0<iie*

Attorney-Bt-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 BIdg. WASHINGTON. D. C.

CURTISS 3-foot Model pi YINQ BOAT

Build this Model

It embodies the latest ideas in Aero-
nautics. Concise Plan with Building
Instructions, 25c. OTHER

_, . ,^ „,., "IDEAL" 3ft. MODEL PLANS:
— Blenot. 1 5c: Wnght, 25c: Nieuport, 25c; Cecil Peoli Cham-
pion Racer, 25c; Curtiss Convertible Hydroaeroplane, 35c.

COMPLETE SET OF SIX, $1.25 POSTPAID

48 pp. "Ideal" Model Aeroplane Supply Catalog 5c

IDEAL AEROPLANE & SUPPLY CO.. 82A W. Broadway, N.Y

SUPPLIES AT REDUCED PRICES

Goods of quality at less than the cheaper kind.
Get our 40-page catalog "EVERYTHING AVLATIC"
and a small order will tell you why those who know
send to us when they want the best at the right price.
Let us give you a special figure on that supply list.

HAMILTON AERO MFG. CO.

208 30th Avenue Seattle, Wash.

PEDERSEN OIL PUMPS

have positive action, are small and
light, easily applied to any motor

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PEDERSEN LUBRICATOR CO.

636-644 First Avenue. New York, U. S. A.

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

8 cyl. " V " type 6o H.P. 240 pounds.

RELIABILITY
MAXIMUM POWER.

DURABILITY
MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

equipped with the Boland Control (two movements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
trol which is basic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

In answering advertisements please mention this magazine.

AERONA UTICS

Page 160

October, 1913

Antony Jannns with Two Passengers Flying the New Benoist Flying Boat, Equipped with Six Cylinder

(/?fC. (/. S. PAT. OFF.)

Aeronautical Motor

This machine is now owned by Mr. W. D. Jones of Duluth
The most prominent aeiopiane manufacturers in the country recognize the superiority of the Sturtevant motor
SEND FOR BULLETIN No. 2002

B. F* Sturtevant Company, Hyde park, boston, mass.

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^ MANUFACTURERS f

J 101 Franklin Street, New York |

Sample Book A-6, Data and Prices on Request

Christmas Dinners

FOR

300,000

POOR
PEOPLE

Will be
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TO COMMANDER

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Grandma Gets One

In answering advertisements please mention this magazine.

Miiiiiiiiiiiiiii iiiiaaiiiiiiiwi

EBOMilTIC

iiiiiiiiMiiiiiiiiiiiiiiiiiiiiiii MyiiiiMiiiiiiiiii

■lllllliliililiiMMlM

No. 5

NOVEMISER, 1913

25 Cents

ST PRIZE

limes
ial Derby"

'resented by

THE
)NAUTICAL
SOCIETY

im S. Luckey

FOR THE

irst Flight

id New York

her 13th, 1913

RESULTS
TELL
THE

STORY"

Luckey used a
Curtiss Machine
and a Curtiss
"O-X" Motor.

WHAT MOTOR DO YOU/pE? '

d you buy it because it was the best you could find, orj^becausel.iti vras cn'Sap ?

has it cost you in lost opportunities ?

»uld you sell it to Lincoln Beachey, or Harold F. McCormick,'

or France, Germany, Russia, England, Italy, Japan, Brazil, MexT&i^-^^ rrir^^-get- llitetms,

)uy the best.

'e have some special bargains just now in slightly used Model O, 80 h. p. Curtiss

i ; replaced in Flying Boats by the O-X.

;11 us your motor troubles ; let us send you information, quotations.

TISS MOTOR CO., 21 Lake Street, Hammondsport, N. Y.

Page i6j

AERONAUTICS, Xov. 1913

< BENOIST ^

PLANES hold Ihe Sollowing records:

World's lon$ dis'ance hydro record with one passenger.
World's long distance hydro record with two passengers.
American endurance record, avia'.or and three passengers.
Have more world's records than all other m'f'rs combined.
The first successful Tractor Biplane built in America.

Records indicate superior efficiency.

Why not get an efficient machine

•while you are about it ?

T/ir Neiu

Bent) 1st

Flying

^:r BENOIST AIR CRAFT CO.

Action 6628 DELMAR BLVD. ST. LOUIS, M .

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

Built of Nickel Steel and Vanadium Steel Throughout

From

"AERONAUTICS"

(London)
SEPTEMBER, 1913

"During the week he(BeaUy )
made a striking performance,
taking up three passengers at
once on his machine, which
speaks volumes for the ef-
ficiency of the Wright and
even more for his 50 h. p.
Gyro, unquestionably one of
the best rotary motors in
existence. "

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street. Washington. D. C.

jl/Q^Sc/£/vc/:s

Model Flying
Machines

A thoroufrhly modern hand
boiik describing and illus-
trating in detail the prin-
ciples of fli.;ht and piving
full directions for building
seven types of model ma-
chines. Seventy pages, 56
original illustrations, and 9
full page detail plates.
Paper covers only,

25 cents per copy, postpaid

COLE & MORGAN, Pub., n'^w y^o'rk!^'^.

I FRENCH AEROPLANES

ENGINEERS
INVENTORS
AVIATORS
CONSTRUCTORS

TAKE NOTICE!

For all photos, des-
criptions, data, news,
drawings, etc., re-
garding FRENCH
AVIATION, address
below :

Etudes Aeronautiques

ALEX. DUMAS, Engineer, E.G. P.
20 Rue Ste. Marie, Neufchateau (.Vosges , France

//; aiisz^'criiiu adz-crtisciiinifs /^!casc iiiciitioii this

magazine.

K'( )XAUTICS, Xov. 1913

Page 163

ARAGON

IN PROPELLERS

Stands for Highest Quality,
Lowest Price and

Certain Satisfaction

The Enterprise and Integrity — the Character and high Engineering Skill wrought
ito Paragon Propellers have won for them the highest and widest recognition,
oth Government and private, of any propellers in America.

ANNOUNCEMENT

Our facilities have now developed far beyond ihe demands of the present American trade.
>ur factory capacity w^ith the special propeller machinery novv^ in operation is more than thirty
lades per day in two, three and four-bladed propellers.

We therefore solicit QUANTITY CONTRACTS with responsible dealers and manu-
cturers in all countries.

We desire to form trade connections in every large city of Europe and America. By our
ethods of production we can deliver highest grade propellers in wholesale quantities at European
3rts for less than prevailing costs of manufacture.

We can furnish any preferred styles, materials or construction, original or copied designs, or
ibmit samples for specified service — all subject to most rigid inspection and test. Any kind of
etal protection at little, if any, additional cost.

Every Paragon user must have full satisfaction or his money returned. We serve.

AMERICAN PROPELLER CO.

43-249 E. Hamburg Street

Baltimore, Md., U. S. A.

One of the

BURGESS
FLYING
BOATS

Built for U. S. Navy

Our aeroplanes have always met the Government's most rigid specifications on the first test

THAT IS BECAUSE WE SPECIALIZE

THE BURGESS MILITARY TRACTOR holds the American Endurance and Distance Record for
pilot and passenger— 4 hours 22 minutes— during which a speed of 72 miles per hour was attained.
The Government has ordered three more Burgess Tractors for immediate service.
THE BURGESS FLYING BOATS of special design built for U.S. Navy represent a startling
departure in construction, affording a maximum of efficiency in flight and ease of handling. The
staggered wings, rigid lower surface, entire warping upper surface constructed about a steel
member are original features of this type.

Flying Boats of similar design are under construction for use of sportsmen.

THE BURGESS TRAINING SCHOOL patronized by both the Army and Navy is located at Marble-
head adjoining the works. Continued flying until January first. Special rates on application.

BURGESS COMPANY AND CURTIS Marblehead, Mass.

/;; ansiccrimj advcrtiscmciils please iiwiilion this uiagazinc.

Page 164

AERONAUTICS, Xov. 1913

tjing aeronautical pi-
lots the world over
give preference to the

Bosch Magneto

There are nearly two million
in use. Surely that is sufficient
proof to convince any one that
Bosch is superior ; but the fact
that every world's record is
also a Bosch Record is con-
clusive evidence that Bosch
merits the consideration of
every one interested in aviation.

Be Satisfied Specify Bosch

We will be glad to make magneto
recommendations for your motor
Write for December"Bosch News"

BoschMagnetoCompany

223-225 West 46th Street, New York

In answering advertisements please mention this magazine.

^AERONAUTICS, Nov. 1913

Page 165

REVOLVING CYLINDER MOTORS^

By EMILE BERLINER.

Any man who is a member of an organiza-
ion in wiiich Mr. Hammer is a leader is sure
o be live and progressive. I presume you
nembers are familiar with motors in general
nd there is no need to dwell on the features
)f the various internal combustion engines.
rhe automobile has been of service in devel-
iping the aeroplane and the airship through
le education given in motors.

Latest Gyro Motor of 80 H. P.

There is no need to discuss the status of the
^ciprocating motor. It has its good points
id its limitations, as, for instance, the tly-
heel which adds weight, the muffler which
jnsumes power, vibration, etc. With the
)tary motor, we have the difficulty of cooling
) contend with.

It was a long time before our shop settled
le question of whether or not a revolving
inder motor was a reciprocating engine,
inally I asked Mr. Simmons to make a model
f our motor, showing the cylinders and pis-
ms, etc., in fact, a complete cross section of
When ready and rotated one side figured
lat the pistons had a movement of about 4

The other side then toiik a circular piece of
irdboard, covered up the major portion of
e pistons so that only their tips extended
yond the cardboard sheet (ill^istrating) and
lis showed that there was no reciprocating

*Paper read before The Aeronautical So-
ety, November 20, 1913.

motion left. There is reciprocating motion in
that the gas action is reciprocating; also a
slight amount in the connecting rods moving
left and right.

To give you the history of our motor, we
were experimenting with a helicopter in 1901-3
and it was necessary to have a very light
motor. After trying the lightest reciprocating
motors we could obtain, we heard a few years
later that a rotary motor was being made by
the Adams Company, of Dubuque, la., and
that several were being used in automobiles. I
sent Air. Moore out there to see if they would
make an engine of very light weight. The
weight of these motors at that time was very
considerable, probably 20 pounds per H. P.
"Can you make one of 3 or 4 pounds per
H. P.?" They finally said, "Yes." They suc-
ceeded in producing two motors of about 30
H. P., weighing less than 100 pounds each.
These motors were built in the winter of
1907-8 and were the fi.rst light weight revolving
cylinder internal combustion motors ever made.
One is now next to Air. Langley's radial re-
ciprocating motor in the National museum in
Washington. While we do not know whether
the French or Gnome makers, knew of this or
not, they did not come out with the Gnome un-
til the latter part of 1909, so that this country
lias not pirated anything in the way of rotary

• New Intake
Mechanism
of the 80 Gyro

aeronautic motors. It is strange that in all
these years there should bo only one or two
successful rotary motors in the world when it
is well known that the Gnome has been a great
financial success. The reason is that it is not
easy to make such motors.

The very highest type of workmanship is
{Qoiiihiutd on page 171)

Page I 66

AERONAUTICS, Nov. 1913

GORDON-BENNETT BALLOON RACE

By CAPT. H. E. HONEYWELL.

The great international balloon race, in which
the Yankees carried off all honors with colors
flying, started from the Tuileries Gardens, a
beautiful spot in the very heart of Paris,
President Poincaire giving the word that re-
leased the first at 4 p. m. and the others every
five minutes thereafter, in the presence of an
enthusiastic crowd of 500,000 people of all
nations. They gave all a hearty cheer, es-
pecially the French and American balloons,
as they proved the favorites.

"Uncle Sam" took the air gracefully at
5 p. m., No. 12 in the race, and the only other
American balloon, piloted by Upson and Pres-
ton followed No. 17. All made a fine getaway
to the south. We weighed off heavier than
all, just tipping the tree tops and missing the
Louvre by a few feet followed up the Seine.
The people went wild.

The next morning found us about 150 miles
south of Paris, with 13 l)alloons in sight, all
around, above and below us. How to get
away from our competitors was a great ques-
tion. Finally about 10 a. m. the light breeze
veered around carrying all to the northwest,
the altitude varying from 3,000 to 7,000 feet.
Mr. Wade, my worthy aide, and myself held
a regular council of war in the basket for two
hours at the same time feeling for new air cur-
rents that might spring up. Something had
to be done ; we were getting desperate. Finally
we located one very thin current running to
the west, near the earth and underneath the
clouds now forming. Either one of two things
could be done: make a great altitude at a
great sacrifice of ballast, with no certainty of
finding the usual east current that would carry
us over the Alps; or valve down, run under-
neath our competitors to the v/est, gain the
outside of the circle, putting all nearer Paris
and in a trap, as it were, make for Brest, the
extreme west point of France. We decided on
the latter course, and it proved excellent. Every
time we passed under one of our competitors
we would kiss them good-bye, knowing that
they were out of the race unless they crossed
the channel during the second night, which
we figured they would not do — surely a trap
if we could hold our position.

Upson and Preston out-nerved the rest and
landed up in England, distance 400 miles,
taking first honors. Good for them ! How-
ever, fortune favored them somewhat. By
starting last in the race they did not backtrack
nearly so far as some others, hitting the
channel early in the evening and at a narrow
point, Cherbourg, while the rest did not draw-
up to the channel until after midnight, at a
much wider place further west.

We struck the Bay of Biscay at the north-
east corner about dusk. Throwing a little
ballast, we ascended to the northwest current,
followed along the shore, with nothing but
lighthouses in sight. The clouds obscured the
moon, very dark, altitude 2,000 feet, making

12 miles per hour. At about 10 ,p. ni. two more
lighthouses showed up just ahead, on either
side. Knowing we were nearing the west
coast and our trip must necessarily terminate
shortly, as Ireland was several hundred miles
away and the only land in our path, we valved
quite near to earth, continuing on for some
time, with a sharp look-out for the ocean.
Suddenly the moon broke through the banks
of fog clouds, and showed the shimmering
water about % mile ahead, with no more light-
houses to invite us further. We valved a
hasty descent. Touching earth lightly, I pulled
the panel, and the balloon laid over on a steep
hillside, with the basket trying to roll back-
wards down the embankment. After extricat-

ing ourselves from the general mix-up of sand-
provisions and water, of which we had plenty
for another day's run, we looked at our watch
10.30 exactly, sgjX hours out.

Making a house of our basket we rolled u)
in our steamer rugs for the night, damp am
cold. Daylight found us preparing a ho
breakfast on our lime stove. Soon a fe\
hundred natives gathered. After exhaustin
our limited French we resorted to the si^
language that worked so well in Russia la^
year. After securing a wagon, we drove t
Pont de Buis (Finistere). province of Brittai
and caught the train for Paris, winners
the second prize.

AERONAUTICS, Nov. 1913

Page 167

It is rumored in Paris that "Uncle Sam" is a
French creation. She is strictly an all-Ameri-
can balloon, made by the French-American
Balloon Co., of St. Louis, Mo., as was the old
"Uncle Sam" that took third honors for Amer-
ica in the 1912 Gordon-Bennett, from Germany
U> the tall porcupine forests of Russia, 1,100
miles awav.

THE INTERNATIONAL BALLOON.

The accompanying sketch has been drawn l)y
Captain H. E. Honeywell to illustrate his air-
manship in dropping to a lower western cur-
rent to obtain further distance before reaching
the ocean in the international ballon race of
October 12th in which America won first and

second place. Upson and his aide Preston
"out-nerved" the other contestants, numbering
eighteen, from eight different countries, and
Honeywell and Wade "out-generaled" them.
The circles near the bottom of the map show
the relative positions of the balloons 18 hours
out from Paris, the start ; the others mark the
landings.

The official distances made by the three
obtaining places are as follows :

Upson and Preston (America), 618 kils.;
clur. 29 h. 35 min.

Honeywell and Wade (.\merica), 483 kils.;
dur. 29 h. 35 m.

Capt. Pastine (Italy), 437 kils.; dur. _}- h.
25 m.

The French balloons finished sixth, ninth and
thirteenth.

HOW WE WON THE GORDON-BENNETT

By R. A. D. PRESTON.

The Gordon-Bennett Cup was won this year
by taking every advantage of winds at the
different altitudes, of our knowledge of the
probable meteorological conditions over Great
Britain, and our willingness to sacrifice gas
and ballast to maintain the proper direction.
Practically all of the voyage was easy sailing
and most of it at moderate speed. Drag-
roping across the lower part of Yorkshire in
the storm and the landing less than 300 yards
from the cliff at Bempton (Yorkshire) were
rather exciting, and while crossing the south-
ern part of England we made great speed;
otherwise there was little excitement during
the trip.

The "Goodyear" had been carefully groomed
for the race, and behaved excellently through-
out. Our equipment of navigating instruments
is very complete, and proved of utmost ser-
vice, as, given a tight balloon, it was direction
rather than endurance that would count in
the pecuHar weather conditions then existing.

We were well provisioned, carrying non-
perishable food and water sufficient for five
days (in case of landing far from habitations)
and a nice box of sandwiches, cakes, cheese,
and fruit to eat in the air. Thermos bottles
of malted milk, coffee, and a bottle of milk
completed the list.

We took no stimulants on this trip, except,
of course, a bottle of oxygen and a respiratory
apparatus for use at high altitudes. This last
was not used, however, as the third day out,
when ordinarily we should have gone high,
we kept low over England to prevent lieing
blown to the east.

Except at our maximum altitudes, over the
Channel, it was not excessively cold. Here
we were glad to make use of the heavy
blankets and woollen leggins our trial flight
from St. Cloud on October 6 had shown us
were required.

Tlie start of the race from the Tnileries was
beautifully managed, and the "Goodyear," No.
t8, ascended at 5.25 p. m. and sailed away
low over Paris to the southeast. Most

of the other balloons were visible, those which
went high bearing to the west. Our com-
patriot, Honeywell, was also going low, and,
as long- as we could see him, farthest of all
to the east.

We remained at about i,oco ft. during the
night, gradually working round to the west,
passing over Illiers at 6.15 p. m. and Nogent
at 7-53 P- m.

Monday was a beautiful day. We let the
l)alloon rise with the sun to 5,800 ft., remain-
ing till after 12 o'clock in fine equilibrium.
The course at that altitude was nearly due
west. The light, cumulus clouds below us
over the green fields and white villages made a
pretty picture.

At 1 1. 1 5 a. m. we sighted Berliner for the
second time, approximately 15 miles to the
southeast, and in another half hour nine bal-
loons were in sight from southeast to south-
west all higher than the "Goodyear."

In the afternoon the wind (at 5,800 ft.)
worked round towards the south a few de-
grees. Remaining at this altitude till about
3 o'clock, we were then a few nnles south of
Mortain. Knowing that the wind at 5,800 ft.
at least would easily take us across the Chan-
nel, and that to beat Brest we would have
to reach PIull on the east coast of England,
Upson proposed descending, on the chance that
the surface currents would veer sufficiently to
the south to allow us to drag-rope across the
Channel, for which we had a particularly suit-
able drag rope. By 4 p. m. the barograph
showed 2,300 ft., but the wind was carrying us
too much towards the west. Overl)oard went
a little ballast, and soon tlie "Goodyear" was
up to 13,000 ft., sailing finely to the north-
west.

.\t 6.20 the coast nortli of Granville passed
beneath us. Over the Channel, however, due
to the radiation from the water, we rose to
8,2C0 ft., where the direction was too far north
and carried us overland again near .St. Ger-
main. Dropping slowly, tlie direction became

Page it

AERONAUTICS, Nov. 1913

more favorable, the wind carrying us out
over Armond Ville la Roge (14 miles west of
Cherbourg) at 10.25 jx m. At this point I
took charge of the balloon while Upson got a
little sleep.

We were but a short time at sea before the
lights of St. Catherine's Point, the Needles,
and St. Albans' Head, together with several
others I did not recognize, were visible, and
it was easy to chart our course from bearings
on these lights. On this night, as well as on
the previous one, the moon shone brightly and
nearly full, and several steamers were visible
below.

Berliner had followed us all the afternoon,
and looked as though he were coming across
the Channel, but we lost sight of him a little
east of Granville.

Crossing the Channel the "Goodyear" grad-
ually descended to 3,600 ft., and at this height
I watched, with keen satisfaction, the Isle of
Wight bluff pass beneath our basket at 2.y
a. m. The wind was coming more and more
from the west at this elevation. Soundings
showed a better and faster current near the
ground, so down we came to below 1,000 ft.
and struck off north through England at a
tremendous speed, most of the time in low,
heavy clouds. The moon became obscured
shortly after landfall, and we saw neither
moon nor sun again. Crossing the river just
below Southampton I hailed a steamer below
and got a reply, which, however, I could not
make out.

It was now only a question of keeping as
far to the west as possible, but only to 600 ft.
were the currents favorable, and Upson, now
at the helm, displayed great skill in holding
the "Goodyear"' just above the trees without
crashing into obstacles. We kept this up an
hour or so. Ballast was going fast, however,
and as it was now day and the wind not
quite so strong, we cut loose the drag rope
and trailed for miles through Lincolnshire.
After repeated bailings we located ourselves
precisely near Lincoln. Near the ground the
direction of the wind would just enable us to
make Hull, now our objective.

At 11.30 a. m. the "Goodyear" shot out over
the Humber, south of Hull, the drag rope
leaving a white wake in the river 300 ft. below.
It was now quite stormy, the wind more vio-
lent and gusty, and pouring rain. The "Good-
year" is provided with a drip-band near the
bottom to drain off rain outside the basket,
but we had lost so much gas that this was no
longer efficient, and a mean drizzle spattered
down on our heads.

As we had sufficient ballast now to reach
the sea, and drag-roping in the storm was
anything but pleasant, Upson let the "Good-
year" rise to 800 to 1,000 ft. to test the upper
currents, while I watched the misty horizon
for the North Sea. After one or two false
alarms we sighted it near Bridlington, Init the
wind veered round sharply here and for a few
minutes there were hopes of our going still
further north. A sudden squall caught us,
however, and from a good altitude I saw the
water over Buckton Cliffs. Less than a quar-

ter of a mile away, Upson made a remarkable
landing. We dropped in a turnip patch only
one held away from the edge of the cliff'. It
must have been blowing at least 35 miles an
hour, and the basket rolled and slipped along
over the uprooted turnips at a great rate. I
remember thinking at the time what fine roller-
bearings these turnips made. For an instant
or two it looked as if we would not bring it
up short of the cliffs, and Upson told me
afterwards that he had been figuring on the
quickest way to get over the edge of the
basket. We struck a confusion of earth,
fence and hedge at the end of this field, how-
ever, and it held the basket long enough for
a good deal of gas to escape through the
large slit made by pulling the ripping panel. A
few feet beyond this hedge the basket came
to rest, and the voyage was ended. We ran to
the edge of the cliff and congratulated each
other that we had stopped just in time. — Brit-
isli . Icroiiautics.

ROBERT G. FOWLER'S VIEWS.

Mr. Ernest L. Jones,
New York, N. Y.

My Dear Mr. Jones, — Have been perusing
your October number with a good deal of in-
terest, particularly as regards comparisons of
activity in this country and abroad ; but when
you stop to consider the market the European
maker has to demonstrate his planes to and
the national pride in their achievements.

In this country flying comes under the head
of circus stunts, whereas in Europe they justly
regard it as scientific advancement.

To-day's paper recorded the death of two
more army fliers. It seems time that they
should be safeguarded a little, provided with
speed and angle indicators, and not allowed to
blindly grope their way to a knowledge of
flying.

I have used such instruments since 191 1,
and have been saved many a nasty smash
through their quick indication of a plane's
misbehavior.

It is also a fact that my plane is the only
one in the United States that has a motor
speed indicator, incidence indicator, and an
aerometer to show flying speed.

Speaking of arousing interest in the flying
exhibitions in large cities, it is interesting to
cite our experience here with our water planes.

On November 16 we had five planes in ac-
tion along the bay shore of the Panama Pa-
cific grounds, a charge of twenty-five cents
being made, motor-cars fifty cents, and the at-
tendance after only eight days' advertising was
around 6,000.

Last Sunday, the 23rd inst., we had nearly
thirteen thousand people inside and a large
grand stand completely filled. Am enclosing
the list of events run off with six planes in
action a great deal of the time.

ROBERT G. FOWLER.

AERONAUTICS, Nov. 1913

Page i6g

THE WRIGHT AEROBOAT

The Wright aeroboat may briefly be de-
scribed, therefore, as a step in which hydro-
aeroplane and flying boat characteristics have
been altered to give a new type. The machine
consists of two distinct parts: the boat hull
containing the seats and motor, to which is
rigidly attached the aeroplane structure, con-
sisting of wings and rudders. The two seats
side by side are placed in front of the main
surfaces, the motor is set below and behind
them, and drives two propellers in the cus-
tomary Wright fashion. The aeroplane and
rudder details are quite similar to the stand-
ard Wright type "C," excepting that the
strut arrangement is altered, and due to the
concentration of the load at the center, the
wiring and joints have necessarily been made
of much larger and* stronger section. The
span of the surfaces is 38 ft., the chord is 6
ft., and the total lifting surface is 432 sq. ft.
The propellers are ^Yi ft. in diameter and
are driven by the motor at 600 r.p.m. The
elevator which is raised to the center line of
tb.e propellers is 48 sq. ft. in area and with
the large type ''C" rudder, and the enormous
transverse control that is given by the warp-
ing system, the control in the air of this ma-
chine is more powerful than on other marine
aeroplanes.

Perhaps the most interesting part of the ma-
chine is the boat hull itself, which is of novel
construction and which inaugurates a new
type of craft. The hull is made of special
metal alloy, treated so as to prevent corrosion
by salt water, and more nearly approaches in
its hydroplaning qualities, good practice of
motor boat work than has previously been
done. The hydroplaning part of the hull con-
sists virtually of two hydroplane surfaces, both
presenting their most efficient angle to the
water at the same time that there is given the
best lifting angle of the planes, and the best
line of thrust of the propellers. The rear
])lane has been studied with extreme care, as
the angle of this plane for its highest efficiency

requires consideration of the wave thrown back
from the front hydroplane surface.

The hull is 3 ft. deep, 18 ft. long and 43 in.
wide. The weight of the hull fully equipped
is 300 pounds. This includes the motor bed
and seats, dash board, etc. Its strength, not
only due to its compact form, but due to the
manner in which the framework back of the
metal has been designed, is enormous. The
hull is divided into six entirely water-tight
compartments. The hull is water-tight through-
out, the motor and seats being set above the
top of the water-tight portion, so that the hull
itself is really in this sense a pontoon. There
is no possibility, therefore, of shipping water
and adding to the weight of the machine.

The arrangement of the seats and controls is
exceedingly neat, and eff^ective, and approaches
in appearance, as well as comfort, to auto-
mobile practice. The engine is operated en-
tirely by foot throttle combined with a throttle
lever exactly as on motor cars. A dash board
is fitted on which the instruments are placed,
and back of the hood, conveniently at hand,
are a klaxon horn, priming can, starting crank,
anchor and anchor rope. The anchor rope is
passed out through a port in the extreme bow
of the machine, a very neat detail, which
makes anchoring easy, and quick of operation.
The starting mechanism consists merely of a
safety starter, geared up from the motor. The
handle is inserted on the auxiliary shaft back
of the seats, and is easily turned with one hand.
The motor is very accessible from the seats,
even permitting of replacing spark plugs while
in flight and of easy inspection. Being at
the rear, the noise and exhaust are entirely
away from the operator. A small flag is
fitted at the bow to indicate, as in usual Wright
practice, the least tendency of the machine
to skid.

The manner in which the seats are closed
in, the form of the hood, and the neat side
doors and steps fitted, make the entire ar-
rangement not only finished in appearance, but
perfect in protection against air and waves.

Page 170

AERONAUTICS, Nov. 1913

URICHTnaDEZLD

AERONAUTICS, Nov. 1913

Page 171

The total weight of the aeroboat ready fo"
lli^ht is 1,200 pounds. The live load that has
liLLii carried in the tests at Dayton has
amounted to practically 600 pounds, making
the total load in flight, 1,800 pounds.

The machine is equipped with a six-cylinder,
II. P. Wright motor, which gives 30 pounds
carried per H. P., the highest figure yet
attained in marine aeroplane work.

In addition to the main center pontoon,
two auxiliary pontoons are fitted. These are
also made of metal, weighing 11 pounds apiece,
and are of a form which insures the cor-
rection of the balance of the machine with th;.'
least amount of drag, a feature which for
rough water work is of the utmost importance.

The control of the craft on the water is
done entirely by the side paddle system, in-
vented by Grover C. Loening some time ago,
and used by him in his early aeroboat experi-
ments. This method of control is far more
effective than a water rudder, and turns the
machine at high speed in any kind of wind.

The aeroboat was designed by Grover C
Loening under the direction of Mr. Orville
Wright, and was entirely constructed at the
Dayton factory.

REVOLVING CYLINDER MOTORS.

IConli lined from paije 1C>'>\

imperative and one has to contend with the
well-known formula of centrifugal pressure,
according to which each pound of weight ro-
tating at a distance of i foot from the center
of rotation at 1,100 r.p.m. produces a cen-
trifugal pressure of 412.6 pounds. Every mov-
ing part has to be calculated with refer-
ence to that law. Everything must be
made of the finest steel, perfectly balanced,
perfectly hardened. If not balanced there is
produced a knocking. All wearing parts must
be perfectly tempered, especially the valves and
the mechanism operating them.

(Here jMr. Berliner illustrated his talk by
reference to the moving model of the Gyro
motor.)

The makers of rotary motors are engaged
right now in attempts to produce a motor
with but one valve, leaving out the intake
valve. I believe it will be accomplished suc-
cessfully. It has been done in a way but not
yet economically. (Illustrating on model.)
The intake will be very similar to that in two-
cycle engines. When that time comes, we will
have the model motor for aeronautics and it
ought to run a hundred hours without any
trouble. In the Gyro motor we have reduced
\,Continued on page 1S0\

Page 172

AERONAUTICS, Nov. 1913

NEW DEVELOPMENTS IN AERONAUTICS

CURTICS RUNNING GEAR SYSTEM.

A device for equipping water 'planes with
wheels which can be raised or lowered while
in flight has been patented by Glenn H. Cur-
tiss in Great Britain (12,643).

The claims cover the combination of sur-
faces with float, hydro surfaces at wing ends
capable of variation of inclination, ailerons,
wheels which in lowered position project
through the float, with locking device.

In order that the operator may vary the in-
clination of the floats and blades, there is pro-
vided a lever 42 connected to a wire 43 lead-
ing to each float, so that by movement of said
lever from the position shown in Fig. 2 to
that shown in Fig. i, the floats, and with them
the blades, may be inclined upward. Move-
ment of the lever in the reverse direction al-
lows the floats and blades to return to a hori-
zontal position where they will exert slight
head resistance to the rush of air. At rest on
the water, the floats may be allowed to take
the horizontal position. When the machine is
started, the operator may throw his lever to
incline the floats and blades, as shown in Fig.
I, and they will then act as a stabilizing
rneans. Wheels are hung from the machine
and project slightly below the lower surface
of the boat, as indicated in Fig. 2. For rais-
ing the wheels out of the water when the
machine is floating, and for depressing the
same at will, 47 is a brace pivoted at 48 to the
frame of the machine, and 49 is another brace
pivoted at 50 to the frame, and at 51 pivoted
to a short arm 52. A locking device shown m
Figs. 3 and 4 in detail operates to hold the
wheels in their depressed position shown in
Fig. I. As shown in Figs. 3 and 4 the wheel
is pivoted to the U-shaped frame 52 havmg
projections 53 pivoted to the U-shaped end 54
of the brace 49- Bent arms 55 fixed to the
frame 52 carry pivoted to them at 56 a lock-
ing detent 57, which has a catch-nose 58 en-
gaging a bar 59 on the U-shaped frame 54.
60 is a spring normally holding the latch in
the position shown in Fig. 4- The preferred
mechanism for raising the wheels comprises
a slidable rack bar 105 engaged by a spring-
pressed detent 106. 62 is a wire connected to
the bar and running to the axle of the wheel,
being led over suitable pulleys such as 61.
107 is a foot lever pivoted to the boat at T08
and carrying a spring dog 109. no is a spring
to draw lever 107 backwards. As the foot
lever is reciprocated it forces the bar 105
downwardly, being held by detent 106 at each
reciprocation, drawing on wire 62 and col-
lapsing the frame 47- 49. 52 to the raised posi-
tion. The holding latch 106 may be tripped
by a wire in and handle n2 adjacent to the
operator's seat. In order to release lock 57
a wire n3 runs therefore to a pulley n4
loose on wire 62. This latter is slack when
the wheels are down and locked, and as the
slack is taken up it draws on wire 113, un-
locking latch 57 just before wire 62 becomes
taut. Of course, the other wheel is provided
with the same construction, the wires 62 of

both wheels being connected to rack bar 105.
Releasing the detent 106 before the machine
comes out of the water allows the weight of
the parts and the resistance offered by the
water to throw the wheels back to the locked
position. The machine may then travel
out of the water onto the land and over the
same without the resistance which would be
exerted by the boat if in contact with the
earth.

THE AUSTRO DAIMLER MOTOR.

The go H. P. Austro Daimler motor, with
one of which one Thomas flying-boat is
equipped, has recently been tested by the
Austrian army authorities.

Previous to the first test the engine was
tested on the dynamometer, and was found to
deliver 80 B. H. P. at 1,310 revolutions per
minute. It was then disconnected from the
dynamometer and the propeller fitted that the
engine was to drive when in the machine. The
engine then ran without a stop for 20 hours
under full load.— Average number of revolu-
tions per minute, 1,320. _

At the end of this run the engine was vol-
untarily stopped for half an hour and exam-
ined. Everything was found to be in perfect
order and no adjustments at all were neces-
sary. ' Following directly after the half an
hour's stop the test was resumed and the en-
c^ine ran for a further 20 hours without a
stop, under full load.— Average number of
revolutions per minute, 1,320.

At the conclusion of this period the engine
was again voluntarily stopped and once more
connected up to the dynamometer, and was
found to be delivering the same power as
before the tests. ,

The engine was straightway dismantled and
the parts examined by the army ofiicials. It
was found that no visible wear had taken
place and that all the parts were in perfect
condition.

AERONAUTICS, Nov. 1913

Page 173

1 he yo il. P. Austro-Daimler has recently
undergone several alterations in detail all of
which go far towards improving it as an en-
gine for use under all manner of conditions
while making no real change as to its relia-
bility.

The cylinder (120 by 140 mm.) attachments
are different. At the bottom of the cylinder
a pressed steel flange is screwed on to the
barrel. This flange is drilled to take seven
holding-down bolts. There is little likelihood
of cylinders leaving the engine in future.

A propeller carrier, consisting of a flange
and collar in one piece, tapered to fit the
crankshaft and keyed in two places, is sup-
plied with every engine. A second detachable
flange-piece bolts to the other.

The Bosch magneto fitted is wholly enclosed
that it may be both dust and waterproof — a
most necessary provision in these days. It is
of the two spark type (that is, it sparks
simultaneously on two plugs in each cylinder).

Each of the sparking plugs has a fibre and
porcelain cover, thereby ensuring that it will
not short-circuit even in the heaviest rain.

.".nolher necessary provision has been made
as a result of several serious accidents which
have recently occurred with various types of
aero engines — the carburetor has been made
fireproof. To quote the firm's own descrip-

tion, "The float chamber is wholly enclosed
and airtight except for an overflow and vent
pipe of very small bore. The intake passage
is continued in the shape of a long pipe, so
that should the engine 'blow back' the flame
would be muffled. So also is the extra air-
pipe similarly muffled and gauze covered."

Lubrication is by Bosch lubricator driven
by helical gearing from the crankshaft. Two
piston pumps, one a piston valve and the
other a positive pump, are actuated by cam-
shaped discs. The pressure obtainable is
about 1,000 pounds to the square inch. The
oil leads are of weldless steel tubing and are
arranged neatly outside the engine. Thus any
repairs can be made readily and quickly.

The throw of these pumps can be regulated
in a simple manner by moving in or out a
series of screws placed round the rim of the
filling up orifice.

The oil consumption is one-half gallon per
hour; the gas consumption, about 8 gallons
per hour. Copper jackets are electrically de-
posited on the cylinders. The motor is equip-
ped with push-button and battery starter. The
motor develops 90 H. P. at 1,300 revolutions.

A BLERIOT STABILISER.

Perreyon has been testing a Buc a Bleriot
machine fitted with a new stabilizer invented
by M. Bleriot. The apparatus principally
consists of a weight attached to an extension
of the cloche, and in its trials it seems to
have worked perfectly. In one flight, Perre-
yon took up M. Rene Quinton, and flew round
and round for a quarter of an hour without
touching the cloche, his arms, in fact, re-
maining folded.

1 like to have your magazine till I stop you
from sending it. — J'. M. K., A'ezu Jersev.

WHY ROTATIVE MOTORS HAVE
ODD NUMBER CYLINDERS.

L. Lecornu has told succinctly why rotative
motors have an odd number of cylinders. "The
reply is given through the formula which I
had occasion to prove, and which may be
stated as follows: n^K (-j-p — 2) where "n"
is the number of cylinders, "K" the number
of cranks, and "p" the order in which the
sparking occurs ; that is, after having sparked
the first cylinder, then the one of rank, p+i,
is sparked, then 2p-f-i, and so on until the first
one is reached again. In order that all the
cylinders may be sparked in turn it is neces-
sary and sufficient that "p" is prime with "n."
'i hat granted, it follows that, if one crank is
employed in order to simplify and make the
mitor as light as possible, "k" must equal "i"
?:ni'l when p=2, "n" must be odd.

NEW BOOKS RECEIVED.

THE CURTIS.S F].YI.\(; 1!().\T is the title of a
brochure gotten out liy the Curtiss Aeroplane Co.. of
Hamrnondsport. N. Y., which deals with the pleasures
of aerial aquatics and is from the pen of Lyman J.
Seely, although he doesn't say so. It's a beautifully
gotten up booklet, immensely practical, absorbingly
interesting and enough to almost make an aero
editor buy.

Page 174

AERONAUTICS, Nov. 1913

THE DUNNE MACHINE IN AMERICA.

For a number of years VV. Starling Burgess,
together with everyone engaged in the devel-
opment of aviation, has watched with the
greatest interest the development of Lieu-
tenant Dunne's experiments. The many acci-
dents during the last year on machines gen-
erally recognized as the safest yet built has
caused the general public and many intimately
interested in aviation to well-nigh despair of
attaining the long wished for safety in flight.

The commercial development of the aero-
plane depends upon the production of a fly-
ing machine that is inherently stable. It is
not too much to say that little or nothing ha^
been accomplished either in this country or
France towards this end during the last three
years. That mechanical devices for the oper-
ation of wings and rudders, however perfect,
cannot be considered as solving the problem,
is claimed by adherents of inherent stability.

Like almost every great inventor Lieutenant
Dunne has worked alone with little or no en-
couragement from those already interested in
the art of flying to a point where his success
could not be further overlooked. The flight
of Commander Felix, so fully reported in
AERONAUTICS and the American press,
marked the debut before the world of the first
inherently stable aeroplane.

Not only private individuals but the military
aviation experts in both England and France
became interested at once. Before the mails
bringing the details of the new aeroplane could
arrive the Nieuport Company, one of the mos:
progressive in France, had obtained not only
a license to build the Dunne machine in France,
but also an order from the Government for
the construction of four Dunne aeroplanes to
be delivered at the earliest possible moment.

The English Government, which up to this
time had looked upon the Dunne machine
merely as an undeveloped possibility, hastened
to place their order for three machines for
immediate delivery and thus tardily recognized
Dunne's great achievement.

Mr. Burgess went abroad for the sole pur-
pose of thoroughly investigating the latest
developments in Lieutenant Dunnei's work.
He was both surprised and dehghted to find
that Lieutenant Dunne was already fully ac-
quainted with his own success as a designer of
aeroplanes as well as of yachts.

London "Engineering," the leading technical
paper of the world, in its issue of October 3
devoted its supplement and principal pages
to a detailed description with photographs
and drawings of the three latest and most
successful Burgess aeroplanes — the Burgess
Tractor, the Burgess Coast Defence Hydro-
aeroplane, and the Burgess Flying Boat, all
now in active service in our Army and Navy.

Under these favorable conditions a contract
giving Mr. Burgess the sole license to manu-
facture under the Dunne patents was easily ar-
ranged. Investigation of these patents re-
veals the fact that Lieutenant Dunne has very
carefully protected in them the basic prin-

ciples of his method of inherent stability,
and that they can be easily defended from
infringement.

"With its advent in America the many dis-
puted questions of the easiest method of con-
trol, whether by wheel or by levers, whether by
ailerons or by warping wings, lose their im-
portance. The Dunne aeroplane is inherently
stable, but two levers are used and these are
used simply for guiding up or down, or to the
right or left. The machine cannot tip over
either laterally or fore or aft."

Of course one can appreciate the enthusiasm
which Commander Felix has so well described
when he first realized that he could remove his
hands from the levers and allow his machine
to fly alone over the waters of the English
channel while he spread out before him his
mid-day lunch.

The Dunne machine is not an easy aero-
plane to construct. Its principles of balance
depend upon a very careful co-ordination of
varying wing curvatures from center to tip.
Lieutenant Dunne has supplied Mr. Burgess
with the fullest drawings, patterns and templets
and the first American Dunne is now under
construction. Mr. Burgess is now designing
the hydroplanes for the new machine, for it
has not yet been equipped to fly over the water.
This involves serious engineering problems, as
the machine arises and alights in a very dif-
ferent manner from the older types of aero-
planes.

Mr. Burgess' work therefore will be watched
most carefully by the thousands interested in
aviation who are waiting for the day to arrive
when they can take up the art themselves with
an assurance that in doing so they are not
entering an unduly hazardous sport or occupa-
tion.

The advent of the Dunne machine in Amer-
ica under Mr. Burgess' skillful guidance marks
a great step in the development of American
aviation.

AEROPLANE TO SPEED UP WAR-
FARE.

"An all-around speeding up" of strategic
operations may be expected in wars where
aeroplanes are used is the opinion expressed
by Major F. H. Sykes, Commandant, Military
Wing, Royal Flying Corps, of England, and
the plans drawn out previously in peace will
require greater care in order that the pre-
liminary dispositions of troops may be the best
possible; yet, "the old, old principles prevail"
in warfare and in any case "no revolution of
methods will occur."

Citing instances from the battles of recent
and not so recent history. Major Sykes went
on to tell The Aeronautical Society of Great
Britain at a recent meeting that, due to the
use of aircraft, "the sequence, order, counter-
order and disorder should be less frequent.
If the huge masses of modern armies are
found to have been wrongly placed, no amount
of zeal, training, bravery, or mobility can
make up. There will be no time for a gen-
eral re-shufiling. The offensive will increase
in advantage over the defensive. Leaders must

AERONAUTICS, Nov. 1913

Page 17$

be prompt and correct in decision ; troops pre-
pared to make long and rapid movements."

Certain things being equal, the greatest
number will win. General Jackson, by small,
mobile daring forces, by rapid hidden move-
ments was sometimes able to defeat consid-
erably larger numbers. "Aircraft will, I think,
render this line of action impossible," says the
Major.

That war is impossible without command of
the air, he thinks is a statement which should
refer possibly to wars of a few years hence.
Further, he says : "I even hold that command
of the air can never really be of the same
nature as command of the sea. Neither can
the same extent of strategical or tactical free-
dom in the area of operations be obtained,
which might result from the vigorous use of
good cavalry.

"At sea and on land there are only two di-
mensions. In the air the third, climbing, is
the difficulty. It may be overcome" with time
and further progress but this third dimen-
sion is a "severe stumbling block." A heavy
machine, perhaps, with guns and ammunition
and armor, would be a slow climber and
difficult to land easily and safely. "For
the time being it would certainly seem that the
fast scouting machine will have various ad-
vantages over the heavier type." Then, if
both sides use it, each will know a pretty good
lot about what the other is doing. "If both
sides have fighting machines, the side upon
which this fact has the least moral effect will
have an important advantage. A little fight-
ing in the air will, I think, have a far-reaching
deterrent effect on the moral of the aerial
forces of the losing side."

Aeroplanes will save cavalry much unnec-
essary work. A general in three and a half
hours can report the enemy's strength, posi-
tion, etc., if within an 80-mile radius. "The
reports of aircraft will afford a degree of se-
curity, a saving of officers, men and horse-
flesh, in anxiety and strain on the commander,
in mental wear and tear of the infantry and
artillery." Fog and night will prevent aerial
reconnaissance and, owing to the speed, the
field of observation will not be very detailed;
and small bodies of men will learn to quickly
hide.

It will be difficult to recognize opposing air-
craft, or any at all from the ground. A reduc-
tion in number of types is suggested as an aid
to recognition, and tables of types of friend
and foe will have to be issued to troops.

THE TURNER "AVIAPHONE."

Mr. K. M. Turner, who has been a close fol-
lower of aeronautics for several years, devel-
oped his aviaphone originally for the U. S.
Army Aeronautics Corps to facilitate and
make more effective aerial reconnaissances.

The device, which is an adaptation to aero-
nautics of Mr. Turner's famous "Dictograph-
Turner" interconversing system, was worked
up to its present state of efficiency in co-oper-
ation with a number of the Army aviation ex-

perts, at the Government grounds in Augusta,
Ga., and also at Hempstead, Long Island,
where its utility and value was demonstrated
in a number of very exacting tests.

As is well known, the noise of the engine
has long made it difficult for the observation
officer in any heavier than air craft to freely
communicate wath the operator of the machine.
Army officers have recognized this as a serious
handicap to the operation of the machine and
its mobility in action, where seconds are too
precious to be wasted.

The Aviaphone consists of a powerful trans-
mitter with a tube projecting upward from it,
permanently attached to each man in the ma-
chine, connected by wire with a set of pow-

erful earpieces permanently affixed to the
head, by means of a headband. The trans-
niitter is attached to each man by means of a
light harness and is arranged so that by
bending his head slightly downward, his mouth
is directly in front of the tube. This enables
him to talk freely into it and keeps both hands
free at all times, he having nothing to handle
in the use or operation of the system. The
wire connecting the transmitter with the ear-
pieces of the other man in the machine is so
arranged that in the event of the latter fall-
ing from the machine, the wire is instantly dis-
connected and the second man prevented from
being carried down with his companion.

At the same time that the transmitter of
the aviaphone magnifies sound several hundred
per cent., it also clarifies sound, providing per-
fect articulation. The earpieces rest on rub-
ber cushions and while held so firmly against
the ears that no outside sounds can intrude,
the pressure of continuous use causes the user
no annoyance. The batteries for the operation
of the instrument can be stowed on the person
of either one of the men, being so small that
they fit easily into a pocket. They register
less than three volts and about twenty am-
peres.

The experiments made of the device by
.\rmy officers and also by lay-aviators, both
amateur and professional, have been so highly
successful, that Mr. Turner is confident that
the aviaphone will soon become a necessary
and indispensable appointment of every air
craft.

Page 176

AERONAUTICS, Nov. 1913

KNABENSHUE DIRIGIBLE.

The only dirigible known to be operating
in this country is now the new big ship of
Roy Knabenshue, who has gone back to the
gas bag after dallying with the aeroplane as
an exhibition contractor.

The car has a capacity of ten persons, and
has taken up 132 people for trips of 3 to 15
miles from and back to the aerodrome at
Pasadena at a speed of 30 miles an hour, with
but a 30 h. p. motor.

The bag is 150 ft. long, 2,000 cubic metres
capacity, Hansen motor. The propellers are
Wright type.

The ship is of non-rigid type, with a rectan-
gular (cross section) framework below run-
ning the entire length of the bag. The ele-
vating rudders are at the rear, and behind
them are the six vertical rudders. The motor
drives two propellers, one at either side of the
framework at the end of triangular braces,
driven by chain. Twenty trips were made
from Sept. 20 to October 16 (20 days) with a
total duration of 6 hours 31 minutes.

CURTISS O-X MOTORS COMPARED,

With the weight of the remodeled 75-80
h. p. Curtiss motor increased by a few pounds,
new valve action and increased bearing sur-
faces bringing the net total up to 320 pounds,
and the gross total ready for a run of four
hours, including gasoline, oil, radiator, water,
etc., up to 638 pounds in producing the 90-100
h. p. O-X motor of the same bore and stroke,
the O-X shows real lightness. Here is a com-
parative table, the figures taken from a Eu-
ropean publication :

"In the table below a net delivered horse-
power of 85 is claimed for the 100 h. p.
Gnome, the same for the O-X Curtiss and "^2
for the 70 h. p. Renault. Weights for the
Gnome and Renault motor fuel, etc., I have
taken from the foreign publication referred
to; those for the Curtiss O-X were supplied
by Lieut. B. L. Smith, U. S. N., who had
compiled the data from his Navy machine for
his own information." At 1,800 r.p.m., the
O-X shows 106 6 h. p.

THE FLYING BOAT AS A DEPEND-
ABLE VEHICLE.

Raymond \'. AJorris, who acted during the
summer and fall as pilot for Gerald Hanley
of Providence, has kept a daily record of his
season's flying with the Curtiss boat. His
book shows a total of more than no flying
hours, approximately 6,000 miles, with but
one overhatiling. Broke one rod.

C. C. Witmer, in charge of Harold F. Mc-
Cormick's flying boat, has flown approximate-
ly 5,000 miles, with one overhauling of the
motor. No breakage.

L. A. Vilas kept a partial record of his
summer's flying from June to October, and
he estimates that he flew more than 3,500
miles. So far he has not had occasion to
drop the lower half of the crankcase. The
motor has not been overhauled since it left
the factory. No breakage.

J. A. D. McCurdy, in charge of George von
Utassy's flying boat, flew every fair day from
mid-July to mid-October. Estimated mileage
5,oco. Broke one bearing can.

MOTOR

WEIGHT

Net

GALS. GAS
Per Hour

GALS. OIL
Per Hour

FUEL WT.
Four Hours

TOTAL WT.

Motor and Fuel

WT. PER H.P.

For 4 Hours

100 Gnome

308.64

12.1675

2.7

377.76 lbs.

686.4 lbs.

8.07 lbs

70 Renault

462.966

9.26

.79

246.03 "

709. "

9.946 "

90-100 Curtiss

430.

208. "

638. "

7.505 "

Knabenshue Dirigible

AERONAUTICS, Nov. 191:

Page 177

MAXIMOTOR: LATEST loo-HORSE-
POWER MOTOR.

The ever-increasing popularity of the flying-
hoat brought with it the necessity of larger-
powered motors. Maximotor makers have
kept step with this demand and the new power-
ful lOO-horsepower IMaximotor is the result.

A brief description will give the reader a
good idea of how Maximotors are built up,
from materials mostly imported from England
and Germany ; also showing a good many
points of refinement in mechanical construc-
tion not found in other American aeronautic
motors.

To begin with, the cylinders are of the over-
head valve type cast in pairs from vanadium
gray iron containing 30 per cent, steel.

Casting the cylinder in pairs lias the advan-
tage of producing a more compact power plant,
giving them united strength and reducing the
manifold joints. The piston also is cast from
the same material, heavily ribbed at the head
and machined both inside and outside, allowing
equal expansion.

All the valves are located in the Iiead and
mechanically operated.

Maximotor, lUO H. P.

The crank shaft is cut out of a solid billet
of imported chrome nickel steel, double heat
treated, thereby producing a very high tensile
strength, machined, hollow bored, and ground
to size within one thousandth of an inch.

Imported ball-bearings are employed on all
main crank-shaft bearings, which are five in
number. The propeller-end of crank-shaft is
unusually rigidly supported ; two extra heavy
annular ball-bearings are employed to carry
the load as well as thrust, and are mounted in
a vanadium steel housing which, in turn, is
recessed and bolted to the crank-case proper
by six nickel steel studs.

The cranC-case is in one casting from a
special aluminum alloy, eliminating a good
many joints and bolts; which feature is most
essential in an aeronautic power plant.

The connecting rods are drop-forgings of
chrome nickel steel, double heat treated, to
give extra strength and allowing them to be
made very light.

The cam-shaft is of nickel steel tubing; the
cams of special high carbon steel tempered,
ground and held in place by taper pins.

The oiling system is mechanical by a small
rotary pump placed in the oil-sump in bottom
of crank-case.

A double oiling, carburetor, and ignition
system can be arranged if especially desired.

In a three hours' test by a hydro-dynamom-
eter the motor showed in excess of 100 horse-
power at 1,350 r.p.m., consuming Sj/ gallons
of fuel and 7 pints of lubricating oil per hour.
On the testing stand, for propeller test, the
motor pulled from 625 to 650 pounds thrust,
turning a two-bladed propeller, with a diameter
of 8 feet and a perimeter of 6 feet, at from
1.350 to 1,400 r.p.m. The weight is approxi-
mately 375 pounds exclusive of radiator and
propeller.

The Maximotor makers are prepared to make
prompt delivery on the following sizes of
motors : Model "A" : 4 cylinders, 40-50 horse-
power; Model "B" : 4 cylinders, 60-70 horse-
power; Model "C" : 6 cylinders, 70-80 horse-
power; Model "D" : 6 cylinders, 90-100 horse-
power.

THE 6-CYLINDER 60-HORSEPOWER
WRIGHT MOTOR.

Ever since the first motor that flew the first
aeroplane was developed in 1903 by the Wright
brothers, the development of the Wright motor
has steadily continued. The basic principle
adopted in those early days to develop a power
plant that combined efficiency, reliability, light-
ness, strength and simplicity, has been adhered
to with remarkable perseverance. In 1908,
when public flying first began, the world was
astonished to find the Wright 4-cylinder 40-
horsepower motor a more reliable and more
efficient aeroplane engine than any that had
been previously developed by acknowledged ex-
perts in gasoline engine work.

Several automobile firms abroad in 1908 and
1909 took to perfecting the Wright 4-cylinder
engine for use on the foreign Wright machines,
and the fact remains that not a single one
equalled in general adaptability combined with
lightness, reliability and strength, the genuine
Wright motor, manufactured in Dayton.

It is needless to dwell upon the marvellous
feats that have been performed with the Wright
4-cylinder engine. Since 1908, v.hen it was first
publicly flown by the Wright brothers, their
product has remained to this day a standard
expt)nent of reliability and good service.

The necessity for greater power, particularly
in heavy scouting military machines and in
aeroboat work, led the Wright Company to
consider a more powerful engine, and for over
two years steady development work has been
done on a 6-cylinder engine of larger stroke
than the four, and replete with improvements
in detail. This new 6-cylinder engine, called
type "6-60" has lately reached the completion
of its development stage and the Wright Com-
pany are now prepared to make deliveries on
the new engine.

Page 178

AERONAUTICS, Nov. 1913

In general the appearance of the motor is
very compact. Its projected area on the plane
is small, making its air resistance low. Ac-
cessibility of all parts is apparent on first
glance. There are an unusually small number
of parts that can get out of order.

The magneto, pump and oiler are all driven
from the crank shaft, through gears on the end
of the motor at i^ engine speed. All the
gears, water pump, oil pump and magneto con-
nections are in the open, accessible and easy
of inspection. The pump, oiler and magneto
are all placed on a shelf, integral with the
crank case on the exhaust side of the motor

On the opposite side is the cam shaft, also
driven by gears, all enclosed with the pump and
magneto gearing in one gear case.

The new "6-60" has not been developed for

the use of specialists, but on the contrary it is
adaptable to the most general aeroplane prac-
tice, to motor boats, or to any apparatus re-
quiring a light, compact, reliable gas engine
power plant. No special oil or gasoline is
required for its operation, and in its construc-
tion there is an entire absence of complication
which would in any wav render replacement
difficult.

Ignition is by a "Mea" high-tension magneto.
Provisions for two sets of plugs are made in
the cylinder heads, and either a single or
dual system of ignition can be used. If it is

not desired to use a dual system the plugs are
either left unwired or replaced by a blank
stud, or pet cocks for priming in cold weather.
Provision is also made for fitting water-tight
caps on the plugs. A 60-degree rotation of the
magneto is obtained, giving retardation neces-
sary for safe cranking.

A gear pump driven by worm from the
pump and magneto shaft forces the oil from
the well in the crank case to the distribution
points. A splash system is used, with lips on
the ends of the connecting rods. Throughout
the engine grease cups are fitted, in simple and
accessible manner.

Two "Zenith" carburetters of ample size,
each feeding 3 cylinders, are mounted in a very
neat manner on the intake manifold. The in-
take air-vents of the carburreters being close
to the cylinder walls and receiving hot air from
around the cylinders. The two control levers
are joined by a rod and locked turnbuckle
fitting. The "Zenith" carburreter is remark-
ably simple and effective, and will operate per-
fectly on the lowest to the highest speeds on
practically any grade of fuel. It is not affected
by altitude. There are no springs to weaken,
no valves to bind or get dirty, and no pistons
to get loose. The construction of the spray
nozzle is such that the motor receives a con-
stant mixture at all speeds.

As in all previous Wright aeroplane motors,
a water cooling system is used. On the same
shaft used for the magneto drive is mounted
a centrifugal pump, 3^4 inches in diameter,
which, like the magneto, runs at ilA times the
engine speed, and which delivers a high-pres-
sure flow of water directly to the intake mani-
fold on the base of the cylinder and cylinder
heads, cooling the valve and spark plug regions
and passing out through the manifold above to
the radiator. A T-bolt construction is used
for fixing the manifold to the cylinders and_
for aeroplane work it has been found exceedi
ingly simple and reliable. By a convenient
arrangement of the bolts the water flow is
restricted in a uniform manner so that it de-
livers an equal amount to all cylinders and
insures the uniform cooling of the entire
motor. The water jackets on the new "6-60"
consist of Bessemer steel, seamless, tubing,
shrunk on with a .005 inch shrinkage, with
ample shoulder for bearing surface and plenty
of stock to insure water tightness. The cylin-
der head is screwed into the cylinders and the
jacket shrunk on, after which the entire cylin-
der is tested out by a water pressure test.

The one-piece crank shaft on the "6-60" is
made of crucible chrome nickel auto steel.
The steel is first drop-forged and roughed out,
and after a special heat treatment the bearings
are ground to exact size.

The cylinders cast separately, with their
novel heads and their remarkable strength and
lightness, are made of a light, medium grade of
cast iron of fine grain, uniform structure, low
in sulphur, avoiding brittleness, and medium in
silicon, which gives softness enough for per-
fect machining. The iron is high enough in
manganese to produce a splendid wearing sur-
face, andi the casting is, throughout, light in

AERONAUTICS, Xov. 1913

Page 179

structure, well-proportioned, and splendidly
designed to avoid casting strains. The cylinder
heads are made of medium griy iron of the
same composition.

The cylinder head is screwed onto the cylin-
der and, as previously described, the water
jacket is fitted and the whole tested for water
tightness. Then the cylinders are again set
in a lathe and bored to exact size. This
method of treatment insures absolutely perfect
alignment of the cylinder walls as it relieves
all strains due to shrinking of the jacket.

To- avoid the possibility of pitting, cast iron
valves are adopted. The valve is made with
a chrome nickel steel stem ; screwed into a
gray cast iron head with a tine thread. The
s'tem is riveted to the head, after which the
valve is centered and machined to a finished
size.

The valve springs are made of a specially
drawn Vanadium steel wire. The springs are
rolled and ground on the ends, after which
they are heated and in tests show a pull of
381/2 pounds per inch. The breaking of a valve
spring is practically rendered impossible.

The rocker arms, fitted with rollers on the
end, are made in a simple manner of high
grade steel plate, carrying a plug fitting into
the push rod tube in a manner which permits
of exceedingly simple adjustment by the manu-
facturer, but one which can in no way work
loose or be tampered with when the motor is

in use. However, any necessary adjustment is
always easily made by adding or reducing the
number of small washers between the end of
the push rods and the base of the stem on the
rocker arm. The valves are unusually large
and are all mechanically operated.

The pistons are made of a very fine grade of
gray iron, low in sulphur, carefully machined
and of generous proportions. The piston rings
are also made of gray iron of a special casting,
which insures springiness to the ring. The
piston pin is made of Shelby tubing, machined
to .010 of an inch. The pin is then heat-treated
and carbonized after which it is ground to
size. The connecting rod of "H" column cross
section is a drop- forging of high grade ma-
chine steel. Bronze bearings are used on the
piston end of the connecting rod.

For general use the fly wheel is fitted to the
engine, as is also the ingenious Wright valve
release rod, which, by merely pushing with one
hand at once opens all the valves of the engine.

The Wright "6-60" engine weighs 305 pounds
complete, and although rated at 60 horsepower,
develops at its high speed considerably more
than this. The speed of the engine can be
varied at will between the limits of 1500 and
600 r.p.m. without affecting" the smoothness of
its running.

A mufiler and cut-out may be fitted, on order,
for which an extra charge is made.

Wright 6-60 Engine

Page 1 80

AERONAUTICS, Nov. 1913

BEACHEY'S LOOP MACHINE.

The macliine which Lincoln Beachey is using
in his loop-the-loop stunts is a special Curtiss
built by him and James LaMont at the Curtiss
factory. There are really few changes over the
standard Model D Curtiss land machine, de-
tails of which have heretofore appeared in
AERONAUTICS. The engine is a Curtiss
of 90-100 horsepower.

The whole machine is heavily wired, the
plane sections with 3/32-inch Roebling wire,
and doubled in parts as usual. The front and
rear lateral spars are double-heavy, about i]/2
inch by 3 inches, and a trailing edge has been
replaced. The wings spread 24 feet 3 inches
over all, built in three sections each, 9 feet x
6 feet 3 inches x 9 feet. The separation be-
tween planes is 5 feet 6 inches. The tail out-
riggers are 2 feet shorter than usual and
there is no fixed stabilizing plane at all save
one, 6 inches at widest part, in center, tapering
to 2 inches at either side to which the elevators
are attached, the latter having been increased
slightly fore and aft to give more surface. The
front wheel is brought in about 2 feet and the
pilot sits almost over it. The rear wheels have
been set slightly further forward and the
planes are closer to the ground than normally
due to shortening of rear wheel braces, forks
and front "V," the top plane being only 7 feet
from the ground.

A belt comes from the bottom of the seat
and up over Beachey's lap to hold him in while
upside down, this strap being set loose in-
stantly by pulling out a pin or key. In addi-
tion, there is a shoulder strap. The machine
weighs, unloaded, 901 pounds.

On November 18, at Los Angeles, Lincoln
Beachey celebrated his return to flying by
flying upside down, and later looped the loop
with a specially built and braced miniature
Curtiss biplane. Pegoud is touring Europe
giving exhibitions, Chevillard has done the
loop with a Farman biplane, and others are
copying the feat in various parts of tlie world.

REVOLVING CYLINDER MOTORS.

[Cont'nutd fri}m page m\
the amount of oil used through oil shields as
it is well known that a large amount escapes
through the intake and exhaust valves through
centrifugal pressure.

As to gyroscopic effect — all aviators who
have flown with both reciprocating and rotary
motors state they would never go back to the
reciprocating kind.

It is astonishing to see a Wright machine,
fitted with a rotary motor, fly. It is a different
machine. It will rise from the ground almost
like a helicopter. It will have a lifting pow^rr
for ballast three times of one with a Wright
motor. It is quite a revelation to see that
comliination of a splendidly designed lifting
machine as the Wright always has been eco-
nomical in power, when a first class rotary
motor is hitched to it. The chains are seen
to run straight like ribbons, showing the lack
of vibration. There is very little vibration on
the plane with a rotary motor. We test our
Gyros on a very lightly constructed "wind
wagon," but while you can feel some vibration
when touching the wooden supports you could
not see them move.

Some experiments have been made using
graphite instead of oil. We have tried some-
thing along this line, with the graphite sus-
pended in the gasoline. We tried it the other
day with jG gasoline to see whether it would
stay in suspension as well as it does with 65
gas. We found it would not keep suspended
any length of time but it took but very little
vibration to keep it suspended and we rather
think that even the slight vibration of the
motor will suffice on future tests. This idea
was given to us by Captain A. T. Lucas, of
Washington, D. C, who found that artificial
graphite had sufficient lightness for permitting
this system of lubrication to the exclusion of
oil. But whether the motor would develop
as much power is somewhat questionable as
the "sealing" property of oil would be lacking.

AERONAUTICS, Nov. 1913

Page 181

DESIGN FOR A SELF-RISING MODEL

By HARRY SCHULTZ, Model Editor.

The accompanying drawing sliows a design
for a self-rising model. Models of this type
are much in use in England, wliere this tail-
behind type first originated. This model is
designed for flying in windy weather and ought
to he just the thing for this time of the year.

The fuselage consists of two strips of silver
spruce, J4 in- by 3/16 in. at the center, taper-
ing slightly towards the ends and out to a
stream line form. The frame is bound at the
front, fitted with the usual hooks, and glued.

Running across the frame 12 in. from the
apex is a bamboo brace, 3/16 in. wide, out
to stream-line form, and extending upright
from this brace is a 2^2 in. piece of 1/16 in.
piano wire, fitted with a loop at the top
through which extend bracing wires as shown.
The construction is clearly shown in Figs, i
and 3. The rear brace of the frame, or pro-
peller-bar, is of bamboo, % in. wide by ]4. in.
in thickness, out to stream-line form, and
12 in. from this rear brace is another brace of
bamboo, and extending from this brace to

the rear brace are diagonal strips of bamboo,
tliis space being filled in with fabric to form
the tail.

The main planes measure 24 in. span, with a
chord of 4^2 in. at the ends, extending in for
8 in. The entering edge and main beam of
the plane is of 3/16 in. wide by 1/16 in. spruce,
cut to stream line form and the trailing edge is
of y^ in. square bamboo. The plane and tail
is covered on top with silk treated with Am-
broid varnish. The fin is constructed of a
single piece of bamboo, and is 2^^ in. high and
3''j in. long. Fig 4 shows the construction of
the same.

The propellers are cut from a solid block of
white pine, and are 8 in. in diameter, with a
pitch of 20 in. They are given a coat of
white shellac.

The bearings consist of Yz in. lengths of
tubing, bound and glued to each end of the
propeller bar. Bent around the propellers at
the hub are small strips of tin as shown ^'n
Fig. 5-

^./,

S 0'Affcre.Jt

teas.

'/feKOAlAl'r/Ci

Page 182

AERONAUTICS, Nov. 1913

The chassis or running gear is made of 1/16
in. flat steel wire, the rear skid being 5 in. long
and the front chassis, including the wheels,
being 10 in. high. The wheels are of laminated
wood, fitted with small pieces of tubing for
bearings as shown in Fig. 6.

The motors consist of 12 strands of l4> i"-
flat rubber for each propeller.

The Long Island Model Aero Club is one of
the foremost organizations of . its kind in
America. The memljership of this club is
steadily increasing and at the present time
there are over twenty-five members on the
books of the club. Model flying contests are
held every Saturday afternoon at Van Cort-
landt Park under the auspices of The Yonkers
Model Aeroplane Association between 3 and 5
P. M. Official Mr. Edward Durant.

MODEL FLYING IN ENGLAND.

Those who have kept close watch on the
progress of model flying are aware that there is
great activity on the other side of the Atlantic.
Throughout England there are over fifteen
model aero clubs, many of them having work-
shops, private flying grounds, man-carrying
gliders and many members.

All records that the American model flyers
could boast of as being World's records are
gradually being swept away by the fine flying
of our English cousins. For instance, our rise-
off-ground duration record is 81 seconds, while
the English record for this branch of flying is
169 seconds by Mr. J. E. Louch. Mr. J. E.
Louch is one of the foremost model flyers

in Great Britain and is the holder of the record
for hand launched tractor models, 45 seconds.

Another famous English flyer is Mr. L. H.
Slatter, who holds the records for distance,
R. O. G. models, 365 yards, single screw
hydro, 35 seconds, twin screw hydro, 45 sec-
onds.

The French model flyers take a more serious
view of model flying than is taken in this
country. Their models are mostly large scale
models or scientific models equipped with car-
bonic acid gas motors, compressed air or min-
iature gasoline motors.

From the above it will be seen that if the
American model flyers desire to retain
"World's Records" in this country, they must
"put their best foot forward" at once in that
direction.

The following is a statement of the world's
records as they stand today :

Distance, hand launched, Arthur Nealey
(American), 2,740 ft.

Duration, hand launched, W. L. Butler
(American), 170 seconds.

Distance, R. O. G., L. Bamberger (Ameri-
can), 1,542 ft.

Duration, R. O. G., J. E. Louch (English),
169 seconds.

Hydroaeroplane, Geo. E. Cavanagh (Ameri-
can), 60 2/5 seconds.

Single screw tractor, hand launched, dis-
tance, C. C. Dutton (English), 798 ft.

Single screw tractor, R. O. G., distance, C. C.
Dutton (English), 590 ft.

TRYING A GYROSCOPE STABILIZER.

Arm}' and navy fliers have about CLincluded
a busy season of study and experiment at the
Curtiss camp and factory at Hammondsport,
N. Y. Lieut. P. N. L. Bellinger made hundreds
of flights while trying out a gyroscope stabil-
izer, flying on one occasion "from Hammonds-
port to Penn Yan and return, a distance of
about 40 miles, without using the manual con-
trols." He is now on duty at Annapolis. Lieut.
Richardson, N. C, who spent the summer at
Hammondsport observing trials of new ma-
chines and studying flying boat construction,
is now on duty at Washington where he is con-
ducting a series of tank experiments on hydro-
plane models. Lieut. B. L. Smith, M. C, is
still at Hammondsport flying the Curtiss bat-
boat A-2 and watching the construction of the
navy's new fleet of flyingboats Lieut. W. R.
Taliaferro, U. S. A., and Lieut. J. E. Carberry,
U. S. A., who have been studying motor and
aeroplane construction at the Curtiss factory,
leave December ist.

I always look forward to the coming of
your paper with great interest, and want to
congratulate you on the big up-hill fight which
you are making in the service of aerial navi-
gation in the United States. — C. L. L., Paris.

Published Monthly by Aeronautics Press

122 E. 25th St., New York

Cable: AERONAUTIC, New York

'Phone, 9122 Madison Sq.

A. V. JONES, Pres't ERNEST L. JONES, Treas'r-Sec'y

ERNEST L. JONES, Ediior M. B. SELLERS, Technical Editor

HARRY SCHULTZ, Model Editor

SUBSCRIPTION RATES

United States, $3.00 Foreign, $3.50

No. 75

NOVEMBER, 1913 Vol. XIII, No. 5

Entered as second-class matter September 22, llt08. :it the
PostofHce, New York, viiider the Act t)f March 3, 187ii.

^AERONAUTICS is issued on the 30th of each Month.
All copy must be received by the 20th. Advertising
pages close on the 25th.

^ Make all checks or money orders free of exchange and
payable to AERONAUTICS. Do not send currency.
No foreign stamps accepted.

AERONAUTICS, Nov. 1913

Page 183

UX/j^f^'pi^

Panama-Pacific Meet.

The first meet of the Panama-Pacific Exposition
flyers took place Nov. i6 on the Exposition Grounds,
and was distinctive in that all macliines participating
were hydros or flying boats. It was a great success,
notwithstanding the one or two mishaps which oc-
curred. The following Sunday Roy Francisco,
Frank Bryant and William Blakeley were added to
the list of machines flying, those of Fowler, Christof-
ferson, Sutro, Rybitski. A prettier sight cannot be
imagined than five hydroaeroplanes in the air at one
time. Sutro's mishap cost the loss of his machine,
as the boats towing the submerged hydro to shore
broke it up considerably. He was endeavoring to
make a turn with a passenger too close to the water
and dug a wing tip in the water.

Hall-Scott equipment is used iii all the machines
flying at the Exposition
Grounds so far.

The meet was held under
the direction of the Pacific
Aero Club. The six 'planes
raced around Alcatraz Isl-
and, through the Golden
Gate and back and forth
over the fair grounds. The
flights were all exhibition,
and no times were officially
recorded.

Similar aviation meets will
be held every Sunday and
holiday throughout the win-
ter. Three more aviators,
Glenn Martin, Frank I'ry-
ant and Miss Siedel, a pupil
of Martin's, will fly begin-
ning next Sunday.

bars. The hope is to eventually organize all the air pilots
in a good fellowship organization. The club will have no
dues or memtership foes. Persons who have been pas-
sengers and aero editors can belong as "honorary"
members. This is the first the Eastern aero world
has heard of "Charlie" W'illard for many moons.

Judge C. O. Prowse, of Hopkinsville, Ky., has
built a fine-looking aerial yacht, w-ith many refine-
ments. All diagonal bracing wires are removed.
One row of struts is used instead of two and there
is but one main lateral beam. He is working on an
automatic stability device on which patents are pend-

For Flying Boat -
Builders.

L. W. Ferdinand & Co.
have received the following
testimonial to the excellence
of their glue from Hugh
Robinson:

"I wish to say that I have
always used your Jeffrey's
Marine Glue in the con-
struction of motor boats,
etc., and have never been
able to find another glue
which would give the entire
satisfaction that it does. In
the construction of the hull
of the Benoist Flying Boats,
which I designed and built.
I always use Jeffrey's
Marine Glue exclusively and
they are a marvel of
strength and lightness ami
never leak or take water in
the least."

Air Pilots' Club.

Licensed pilots living at
Los Angeles have organized
the Air Pilots' Club, with
George B. Harrison presi-
dent: Roy Knabenshue, vice-
president; Charles F. Wil-
lard, secretary. Walter
Brookins, Glenn Martin,
Beryl Williams, Harry
Holmes and others in South-
ern California are also mem-

5^/ /f/3

■7l 'cYc^a^i^/- AoL^, c^ e*^^

:/i

^>7^

CV-iJ~L^ C^-ui^

o ^

The halftone is of a letter from Garros endorsing the Bosch Magneto
used in his Trans-Mediterranean Flight

Page li

AERONAUTICS, Nov. 1913

Imports and Exports.

The imports and exports of aeroplanes and parts are running far behind the figures for ii
Ijythe following schedule:

12, as sliown

Imports, aeroplanes

Imports, parts

Exports of domestic aeroplanes...

Exports of domestic parts

Exports of foreign aeroplanes

Exports of foreign parts

Foreign aeroplanes in warehouse. .
Foreign parts in wareliouse

Sept.

191J

5 @ $17,162

— $196
.3 @ $5,500

— $533
S @ $29,259

4 @ $17-055

— $73

$13,548

$13,800

$1,100

$7,623

9 mos. ending Sept.

1912

8 («) $58,639

— $1,439
25 @ $84,901

— $3,927
14 @ $55,335

— $2,677

1913

@ $900

$18,617

@ $48,900
$14,200

@ $10,332

Deaths of Army Officers.

San Diego, Nov. 24. — Lieutenants Hugh M. Kelly
and Eric L. Ellington met death in flight.

Captain A. C. Cowan, commanding the post, was
among the eye-w itntsses of the accident.

"They were trying out a new six-cylinder ma-
chine," he said, "and they were between 80 and 100
feet from the ground when they lost control.

"The macliine was a new one and Kelly was not
familiar with it. Ellington went as instructor. The
machine had a dual control, which enables either oc-
cupant to manage it at will. The controls were con-
nected, enabling the instructor to correct instantly
any mistake made by the pupil.

'"The machine apiiarently began its descent in a
proper manner and at the usual angle. Then it ap-
peared out of control. The altitude was so low we
felt the officers would have only a rough fall.

"A careful inspection of the wrecked aeroplane
convinced us that the controls were in good order.
1 he men were instantly killed."

"The death of Lieutenants Kelly and Ellington was
due to their starting the engine when 80 feet from
the earth, while making a long glide," said Lincoln
Heachy, "and it was impossible to right it in the
short distance between the men and earth."

The official report has not yet been made.

Manila, Nov. 14. — Second Lieutenant C. Perry
Rich, of the Philippine Scouts, U. S. A., was killed
to-day in a fall with a hydroaeroplane into Manila
Bay. Lieutenant Rich, who was the only member of
the Philippine Scouts attached to the aviation corps
here, was encircling the Asiatic fleet, which was at
anchor in the bay, when the accident occurred. A
launch from the torpedo boat Decatur picked up his
body. No official report as yet.

Business Troubles.

Yves de Villers, of the Aeroplanes, Motors and
Equipment Company, No. 1780 Broadway, was ar-
rested on Nov. 25 by Detective Leigh, of the District
Attorney's office, on an indictment charging grand
larceny. The amount involved is $5,239.67, and the
charge is made by the Curtiss Aeroplane Company, of
Hammondsport, N. Y. The action grew out of a
deal involving the purchase of an aeroplane engine. —
Neio York Herald.

The jury in the $25,000 libel suit of J. V. Martin
againt the Times I'rinting Company, of Seattle
(V\'ash.), on Oct. 29, brought in a verdict for the
defendant. Martin charged that a libelous story of
his work as an aviator at the 191 2 Potlatch was pub-
lished by the defendants and hurt his business.

Judgment was rendered Oct. 24, New York, in
favor of plaintiff in Aeronautics vs. Fred Schneider
in the sum of $195.50 for advertising alleged to be
due plaintiff, and execution was issued.

Wright-Curtiss Suit.

On Nov. 6-7 the last hearing was had in the
L'nited States Circuit Court of Appeals on the ap-
peal of the defendant company from the decision of

Judge Hazel. Briefs submitted and arguments heard.
The Court is now working over the evidence and is
expected to render its opinion by the end of the
month. This opinion will be final unless the United
States Supreme Court will consent to a review of
the case.

Balloon Ascensions.

Holmesburg, Pa., Nov. 4. — C. 1'. Wynne, pilot; Dr.
Jerome Kingsbury and T. II. Bridgeman, passengers,
ascended in the "Penn. I" and landed at Medford,
N. J., 25 minutes later.

Oct. 10 — Capt. G. L. Bumbaugh took up four pas-
sengers from Indianapolis and made a short trip.

New Companies.

Flint Automatic Hydro-Airship Co., Incorporated,
Manhattan; hydro-airship factory; capital, $100,000.
Incorporators: G. W. Martin, C. II. Flint, H. Flint,
Brooklyn.

The Lubin Safety Hydroplane and Aeroplane Com-
pany, Incorporated, of Manhattan; hydroplanes, aero-
planes, motors for air craft, $100,000; J. H. Freedman,
Benjamin J. Lubin and Arthur P. Marr, 108 Fulton
street. New York.

Curtiss Goes Abroad.

Glenn H. Curtiss is sailing again for Europe, and
expects to be there for several months. His imme-
diate destination is the Paris show, but most of the
winter proljably will be spent in Italy.

With Mr. Curtiss will be Mohan Singh, a Hindu
from the Punjaub. Singh has been in America for
the past three years. He became interested in avia-
tion in 1910, joineid the Curtiss training camp at
San Diego, and flew a Curtiss land machine for a
year or more. With the development of the hydro-
aeroplane he took up water-flying and in due course
qualified as a flying boat pilot. He is one of the
few licensed pilots operating three types of machines.
Singh's present intention is to make his way to
India by easy stages. There he hopes to take some
part in the development of aviation in his own
country. En route he will make a short stop in
London. Singh's real ambition is to find among the
wealthy Indian visitors of the metropolis some multi-
millionaire rajah who would like to navigate the
Indus at a speed of a mile a minute in a Curtiss
flying boat.

AERO MART.

60 Hall-Scott $473

50 Farman, all 4-cyIinder 375

30 Heath, water cooled 190

20 Thomas 50

All like new.

500 aeroplane wlicels complete witli tires, $5.75
cacli. while they last.

HEATH AlsRIAl. VEHICLE CO., Chicago, III.

\\'AXTKI) TO BUY or rent an aeroplane motorJ
20-50 h. p., good condition. A. Illisson, 6 Reverel
St., Portland, Ore.

AEl^JONAUTICS, Nov. 1913

Page 185

Chrisfmas Dinners

FOR

300,000

POOR
PEOPLE

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Tliroughoiit (lie
United Sbites

Will you Iieli) by

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Balloons

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storms and wear and tear, C;ood>ear Balloon

Fabiii' offers you the utmost in safety and

Special erades of Bamboo for Aeronautic Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
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Balloon Fabric

It was the Balloon "CTOodyear"— built complete
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went up in the t<-eth of a eale that actually

whipped to jiieeis some of the ( peting basrs".

It was tlie Bdlluun "GocKliicar" thut u-oii the In-
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Write today for full particulais about Goodyear
Balloons and Balloon Fabric (also (roodyear
Aeroplane Accessories, Fabric, Tires "and
Spiinfi-s.)

The Goodyear Tire & Rubber Co.

AKRON, OHIO

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Branchei and Agencies in 103 Principal Cities

ir/-/7<' r.i till A)iiit),iii,i Ynii Want in Riihher

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This craft is the development of years of careful experiment and combines in its

novel form the best practice in hydro-aeroplane and flying boat work. The

dangerous features of the flying boat — lack of safety in flying, shipping of water

and foundering in a rough sea, addition of weight, due to water soaking, the

presence of the motor unprotected over the heads of the passengers, and the drag

and unseaworthiness of the long fuselage hull, have been eliminated.

The structural details of the new machine are worked out to combine simplicity,

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The craft is perfectly adapted to the use of sportsmen as a machine for safe and

comfortable travel over water at high speed.

THE WRIGHT COMPANY
Dayton, Ohio

New York Office
11 PINE STREET

In answering advertisements please mention tliis magazine.

Page I 86

AERONAUTICS, Nov. 1913

Model Club Notes.

With three out of four Sundays unfit for flying,
and tlie majority of the days upon which the meet-
ings were held ' rainy, things have been rather un-
favorable for the Long Island Model Aero Club mem-
bers. A series of weekly contests have been ar-
ranged, and those that have already been held have
proven very interesting.

On October 26 a combination distance and dura-
tion contest for hand launched models was held in
spite of very unfavorable weather, which kept many
of the flyers from participating in the event.

The contest was won by L. Bamberger, of the Bay
Ridge Club, with C. \'. Obst, of the L. I. M. A. C,
a close second. Because of the unfavorable weather,
the flying was far below the standard.
The results follow:

Points Points Total

Distance Duration Points

L. Bamberger i i 2

C. V. Obst 2 3 5

Ness 8 2 10

Braun 6 5 11

Gorgas 7 6 '3

Freelan 9 5 i4

W. Bamberger 5 7 12

R. Olson 3 8 II

G. Webber 4 4 8

W. Koch o 9

Time, 3 p. m. to 5 p. in.
Judges — Messrs. Swini and Moriarity.
The best flying of the month was done on Novem-
ber 2, when a very large number of flyers were at
the field. A remarkable point of this day's flying
was the fact that every model on the field, regard-
less of size or type, made flights of over 100 seconds.
The duration races by Lester Ness and R. Funk were
very interesting, both models circling close to one
another with very close and exciting finishes.

Freelan's single propellered model made very ex-
cellent distance and duration flights and his three-
bladed bent wood propeller when tested on C. \'.
Obst's large single propellered model gave very good
results. Three bladed propellers are becoming very
popular with members of this club.

In the altitude and distance races C. \'. Obst's bird
model excelled all others, showing marvelous climb-
ing qualities, at times reaching an altitude of over
500 feet and making distance flights of over 2,000
feet.

A club repair and supply box is one of the new ac-
cessories of the club, so that individual flyers need
not bring supplies or parts to the field. A very inter-
esting meeting was held on November 14, at which the
writer had the pleasure to be present. A number of
very interesting discussions arose regarding contests
to be held, proposed challenges, altitude of various
flyers on the field, etc.

The club is looking forward to a very interesting
series of contests to be held this winter, including
the Collins Gold Medal contest to be held shortly.

All queries relating to models and model flying may
be addressed to the model editor, Harry Schultz,
23 West io6th Street, New York City, N. Y.

Books Received.

A\'IATION, by Algernon E. Perriman, 8vo, cloth,
360 pp., with 30 plates and many diagrams, published 1
at $4.00, postage 21 cents e.xtra, by George H. Doranj
Co., New York. A popular technical work of in- 1
terest to the general student as well as to the man j
who is in aviation as a profession. To the amateur I
builder of aeroplanes in the L^nited States it will be|
of incalculable benefit.

Chapters include: \Vhat an Aeroplane Is — Instruct-
iveness of J'aper Models — Constructional Features of
the Modern Aeroplane — Elquilibrium in the Air —
Lateral Balance — Steering — Longitvidinal Stability —
Principles of Propulsion — Concerning Resistance —
The Cambered Wing — Work of Lilienthal, Wrights,
Voisin, Farman, Dunne and Weiss — British Military
Trials of 1912 — Hydroaerojjlanes — ,\ccidents — Ro-
mance and Early History — Founding of the Science^
of Flight — Invention of the Glider and Pioneer:
History and Appendices containing numerical exam-]
pies, application of laws, etc.

Patents.

ISSUED OCT. 2 1st.

1,076,422 — Herbert Champion Harrison, Lockport,
N. Y. RADIATOR having vertical front and side
faces extending at acute angles to the line of travel,
said radiator comprising a vertical series of perfor-
ated plates extending at an acute angle rearwardly
from said front face, and a series of water tubes ex-
tending vertically in the passages between said angu-
larly-extending plates.

1,076,514 — Victor M. Osborn, La Fayette, Ind.
AEROPLANE, including a main frame of approxi-
mately frusto-pyramidal form, a car or platform car-
ried by said main frame, a similarly shaped inde-
pendent frame pivotally connected with the vortex
of said main frame for relative longitudinal tilting
motion on a horizontal transverse axis, said inde-
pendent frame extending above the main frame and
beneath the car or platform, and wings fixed to the
independent frame and mounted to tilt therewith,
the said main frame and car forming a gravity con-
trolled body operating by gravity to maintain a nor-
mal perpendicular position, and means for tilting
said independent frame upon the body and holding
it in tilted position.

1,076,644 — William Lafavete Quick, New Market,
.\la. ORNITHOPTER.

ISSLJED OCT. 28th

1.076,803— J. N. Williams, Derby, Conn. HELI-
COPTER.

1,076,879 — B. Flick and Paul Reinig, Berlin-Marien-
dorf, Germany. AEROPLANE.

Bethlehem,

1,077,004— Frederick Sifferman,
Pa. FLYING MACHINE.

South

HALL-SCOTT MOTORS

Winter flying has already started in California. The following
well-known aviators have their water planes equipped with HALL-
SCOTT motors: —

BOB FOWLER A. G. SUTRO

SILAS CHRISTOFFERSON ALFRED BARRETT
WM. BLAKELEY OTTO RYBITZKI

ROY FRANCIS HENRY UNNO

Besides these there are fifteen other planes, or SO^t of all aeroplanes and flying
boats upon the Pacific Coast, equipped ^vith HALL-SCOTT motors.

We can furnish you with the most complete, powerful, and reliable power plant
upon the market from 30 to 100 H-P. Write for our interesting catalogues fully
describing these motors.

HALL-SCOTT MOTOR CAR CO.

818 Crocker Bld^.

San Francisco, Cal.

AERONAUTICS, Xov. 1913

Page 187

i'^.'^J^'.'^.)^\'f^.'^'.^^*"^.'^J^.'fi'.>.^^^^

AMERICA'S LEADING BALLOON
AND DIRIGIBLE CONSTRUCTOR

Aeronaut Leo Stevens

Supplying- Ninety -five per cent, of the Clubs and
Sportsinen of this Country

USED BY

Mr. Alan R. Hawlej^
Mr. J. H. Wade, Jr.,
Mr. Frank Goodale,
Mr. Arthur T. Atherholt,
Major Hemy B. Hersey,
Lieut. Frank P. Lahm,
Mr. Percy Shearman,
Mr. E. B. Weston,

Captain De Forest Chandler,

Mr. J. C. McCoy,

Mr. Charles J. Glidden,

Mr. Wm. Van Sleet,

Mr. Harry N. Arnold,

Mr. A. H. Morgan,

Drs. Eldridge h Zimmerman,

Leroy M. Taylor.

and hundreds of other prominent PILOTS

When you buy a BALLOON or
DIRIGIBLE from the Stevens
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Second Hand Balloons — Gas or Hot Air

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In aiisiccriitg adz'crtiscmrnts please mention this inagacine.

Page li

AERONAUTICS, Nov. 1913

U. S. PATENTS GONE TO ISSUE

Copies of any of These Patents may be Secured by Sending Five Cents in Coin to the Commissioner

of Patents, Washington, D. C.

ISSUED SEPT. 23, 1913
1,073,648 — Paul Witzel, Berlin-Weissensee, Ger-
many. Combination aeroplane and airship.

1,073,655 — Josef Bercz, Cologne-Ehrenfleld, Ger-
many. Flapping wing machine.

1,073,977— Ralph P. Fox, Fort Hancock, N. J. Bal-
ancing system in which auxiliary balancing and sup-
porting surfaces are arranged in front, the rear, and
at opposite sides of the machine beyond the main
supporting surface; the auxiliary surfaces being of
circular form in plan and elliptical in vertical section.

1.074,007— Frederic Mylius, Atlanta, Ga. AERO-
PLANE, comprising a transverse carrier plane ex-
tending downwardly and forwardly having its up-
per surface concave, and rearwardly converging
guide planes secured at their forward ends to the
carrier plane, said guide planes having their upper
surfaces concave adjacent their forward ends and
convex adjacent their rear ends, etc.

1,074,031— Ira Allen, Dansville, N. Y. AIRSHIP
with the controlling means mounted upon and within
the gas bag.

1,074,063— Harry A. Orme, Wesley Heights, D. C.
RUDDER for aeroplanes comprising a vertical
sleering plane, said front rod being pivotally
connected to the rudder post of the vertical plane, said
horizontal plane being centrally slotted or divided to re-
ceive the vertical plane therebetween, elevating cords
connected centrally to the horizontal plane, said cords
being arranged within the vertical plane, and pass-
ing through the rudder post, and cords connected
to the front rod of horizontal plane, upon oppo-
site sides of the said post, for movement.

ISSUED SEPTEMBER 30th

1,074,135— Nathan J. Paddock, Jersey City, N. J.
STABILITY DEVICE, employing a pendulum which
can be raised or lowered.

* 1,074, 256 — Edson F. Gallaudet, Norwich, Conn.
CONTROL SYSTEM, using movable surfaces to tilt
an aeroplane around with its longitudinal and
transverse axis operator's seat swinging as a pendu-
lum, operative connections; rudders in pairs, upper
and lower, forward and aft and means for turning
upper ones in one direction and lower in opposite
to balance machine about longitudinal axis, similar
arrangement for horizontal rudders, etc.

*1, 074,257 — Edson F. Gallaudet, Norwich, Conn.,
CONTROL SYSTEM, using movably mounted auxil-
iary sustaining planes above and below the main
wings, means for simultaneously effecting both a
lateral displacement and a transverse angular move-
ment, control mechanism, etc., so that when a
machine is tilted laterally, the horizontal component
of the reactions may be used for controlling the ma-
chine.

1,074,281 — George Mitchell, Los Angeles, Cal.
Combined AEROPLANE and HELICOPTER.

1,074,288 — Martin Pearson, Los Angeles, Cal.
HELICOPTER. Navigation.

* 1,074,499 — Wesley N. Ensign, Whitestone, N. Y.
SHOCK ABSORBER for aeroplanes, comprising air
cylinder and piston with a vertically disposed stand-
ard rigidly secured to the frame of the aeroplane
at its upper end; a swinging rod pivotally secured
to the lower end of the said standard and extend-
ing forwardly from said standard, its forward end
journaled to the axle of a supporting wheel, and a
member having its upper end pivotally secured to
said standard near the upper end thereof and hav-
ing in its lower end an air cylinder, a second mem-
ber having its lower end journaled to the axle of
the wheel and having its upper end slidably engaging
the exterior of the air cylinder, and having a suit-
able plunger disposed within the cylinder.

1,074,525 — Michael A. Parisano, New York, N. Y.
STABILITY DEVICE in which pendulum is used
to operate ailerons, a toothed bar engaging flexible
tip of pendulum dampens small movements; main
frame of aeroplane being a tube in which propeller
is placed; wings at dihedral angle.

ISSUED OCTOBER 7
1,074,659— Leon Spiro, Everett, Wash. AUTO-
MATIC BALANCE for aeroplanes, in which hori-
zontal propellers are placed at lateral extremities of
the wings and put in motion by clutch, shaft and
gearing mechanism from motor, actuated by a pen-
dulum.

1,074,830 — Ernst Blochmann, Bitterfield, Germany.
SUSPENSION of the sliding cars of airships on a
running cable, with means to automatically stop the
movement.

1,075,302— Rubino Plastino, New York, N. Y.
AEROPLANE in which a central plane is movable
fore and aft and auxiliary planes at both ends cap-
able of adjustment to various inclinations, etc.

ISSUED OCTOBER 14th.
1,075,447 — Edwin D. Stevenson, Wadsworth, Ohio.
EQUILIBRATOR, comprising a lifting propeller
above center of machine driven by motor, and con-
trolled by a pendulum.

*1,075,533— Orville and Wilbur Wright, Dayton,
Ohio. AUTOMATIC STABILITY device compris-
ing a vane actuated by the air currents with means
for operating a balancing mechanism, which con-
sists of horizontal rudder, for longitudinal stability;
and a pendulum operating movable surfaces at lateral
extremities of machine and a vertical rudder.

1,075,540— John W. Boughton, Philadelphia, Pa.
AEROPLANE, comprising a central frame, station-
ary vertical planes mounted thereon, horizontal
planes pivotally mounted on said vertical planes,
auxiliary frames movable on said vertical planes,
said horizontal planes being pivotally connected with
the auxiliary frames and transversely extending
planes to the rear of said vertical planes.

1,075,791— Johann Pobuta, Elizabeth, N. J. AERO-
PLANE with cigar shaped body, flat on top, deck
house, main parallel sustaining planes with lower
mounted on deck house, propellers, etc.

1,075,863 — Ingemar Rvstedt and Melvin Steele,
Dayton, Ohio. FLYING MACHINE, with "safety
wings" which can be folded or extended from oppo-
site sides of the body, lifting propellers, driving' pro-
pellers, etc.

1,075,969 — Tames Edward Eraser, St. John, N. B.,
Canada. FLYING MACHINE in which the wings
furnish ascension and propulsion by being driven in
circular orbits, the plane of rotation being coin-
cident with the line of flight.

ISSUED OCTOBER 21st.

1,076,218 — Harrv W. Macomber and Frederich H.
D. Bergmann. St. Louis, Mo. AEROPLANE.

Aeroplane comprising a plurality of overlapping
sections with air inlet openings between said sec-
tions, said sections being arranged in a series in the
line of flight of the machine and with their forward
edges in the same horizontal plane, each of said
sections having its lateral edges drooped more than
the next one in front.

Top plane constructed in two laterally divided
portions, each portion comprising a plurality of sec-
tions inclined rearwardly and downwardly with tha
forward edge of all but one of the sections disposed
above and spaced from the rear edge of adjacent
sections, etc.

1,076,339 — Wm. F. Wiles, Thomas Macleod, and
Frederick Wm. Wiles, Brisbane, Queensland, Austra-
lia. AEROPLANE in which the wings are hingedly
connected to the central section and may be moved
to various dihedral angles during flight, which move-
ment operates ailerons at lateral extremities of top
planes.

1,076,377 — John George Aulscbrook Kitchen, Scott-
forth, England. AEROPLANE having a circular
main supporting surface with an opening in the cen-
ter, the rear part of the surface having a sharp de-
pression in the upper surface along the longitudinal
center line forming a keel on the under side.

AERONAUTICS, Kov. 1913

Page i?g

Now Ready

The Airman's Vade=Mecuin

"NO. 1/' METEOROLOGY

Py Colonel H. E. Rawson, C. B.

(Vice-President Royal Meteorological Society; Council
Av--ronautical Socii.ly)

CONTENTS : Introduction and 5 Chapters on

Temperature, Pressure, Wind, and Precipitation.

Weather Forecasting. Index.

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OFFERS S CPE R I OR ADl'ANTAGES

Address, Thomas Bros. Aeroplane Co.
BATH, N. Y.

STYLES & CASH ?"-»-. stationers

„ , Lithographers

ESTABLISHED l80S " "^

Aeroplane, Motor and Accessory Catalogues
Circulars, Brochures, Bulletins, etc. :: ::

135 W. 14th STREET

NEW YORK

CHARAVAY

PROPELLERS

AERONAUTICAL
RADIATORS

Built in capacities and types fur standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

64th St. & West End Atc., New York City

Abo Manufacturers of Automobile Radiators cf all types

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

Use our Waterproof Liquid
Glue, or No. 7 Black, White,
or Yellow Soft Quality Glue
for -waterproiiling- the canvas
covering of flying boats. It
not only waterproofsand pre-
serves the canvas but attaches
it to the wood, and with a coat
of paint once a year vv'ill last
as long as the boat.

For use in combination with
calico or canvas between
veneer in diagonal planking,
and for waterproofing muslin
for wing surfaces.

L. W. FERDINAND & CO.
201 South Street Boston, Mass., U.S.A.

Send for stunples, circu-
lars, directions for use, etc.

WIRE

We make an extra high grade

plated finish wire for

aviators' use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling's Sons Co.

TRENTON, N. J.

ALL AERO BOOKS
FOR SALE BY

AERONAUTICS

122 E. 25 St., New York

USED by Giipatric and Wood in "Times" Aerial Dcrb
USED by Wood in his flight to \^'ashington
Have proven their superiority

SLOANE AEROPLANE CO.

1733 Broadway,

New York City

Page I go

AERONAUTICS, Nov. 1913

■^^'T^

i^I

^ ;

1^^

II W A^ CD LA-®® IS)Y TiT>SEILir

For your Flying-boat, or cross country flying,

...MAXIMOTOR...

will fill a long felt want for an ideal aero-

E. V. Fritts flying at Oneonta, N. Y. in his 100 H-P r.^,,v\r nnwpr nlant

MAXIMOTORED Biplane. nautic, power-plant.

Builders, as well as aviators, are MAXIMOTOR'S most ardent supporters.

For testimonials, and further particulars, just write to
MAXIMOTORS <^Ml^^ VMlK

ARE BUILT IN FOUR DIFFERENT SIZES
FROM 50 TO 150 HP

DETROIT

1528 JEFFERSON AVENUE E.

I C. & A. Wittemann

t AERONAUTICAL ENGINEERS

T Manufacturers of

Biplanes Monoplanes

Hydro-Aeroplanes
Gliders Propellers Parts

Special Machines and Parts Built
to Specifications

i|> Large stock of Steel Fittings, Laminated Ribs,
^ and Struts of all sizes carried in stock.
+ Hall-Scott Motors, 40-60-80 H. P.

FLYING AND
TRAINING GROUNDS

X Works : Ocean Terrace and Little Clove Road T

A STATEN ISLAND, NEW YORK CITY 4.

4 Established 1906 Tel. 717 Tompkinsville

Broadway Central
^ Hotel ^

CORNER THIRD STREET

In the Heart of New York

Special attention given to Ladies unescorted

SPECIAL RATES FOR SUMMER

OUR TABLE is the foundation of our
enormous business

AMERICAN PLAN
EUROPEAN PLAN

$2.50 upwards
$1.00 upwards

Send for Large Colored Map and Guide of New York, FREE

TILLY HAYNES

Propiitlor

DANIEL C. WEBB. Manager
Formerly of Charleston, S. C

The Only New York Hotel Featuring

AMERICAN PLAN

Excellent Food Good Service

Moderate Prices

//; aiisz^'criiiij itdz'crlisciiu-iils please vicntioii lliis iiiacja::iiie.

AERONAUTICS, Nov. 1913

Page 191

.!•+++♦•

PAT E NTS SECURED OR FEE RETURNED

$600,000 OFFERED IN PRIZES FOR AIRSHIPS

VICTOR J. EVANS & COMPANY

Main Offices

724-726 NINTH ST., N. W.

WASHINGTON, D. C.

■.a>»^■I.A4.4.4•4•4••l••1••l•4•4^•|••^4•4>4•4>4•+4•4•4•4••^•^4••^•^•l••l••^•l•4••^•^4••{••l•4•4•^4•4••{•4••^•i••t••^4•4.4.•W

JOURNAL OF THE UNITED
STATES ARTILLERY

A bi-monthly magazine of artillery and
other matter relating to coast defense.

Published under the supervision of the
School Board, Coast Artillery School,
Fort Monroe, Virginia.

$2.50 a year.

With Index to Current Military Litera-
ture, $2.75.

Chronology
of

('(iinpilrd by

William J. Hammer
and Hudson Maxim

and iMinlril tlii-i>ULrli

tlir lihcrality .>f
Patrick Y. Alexander

Nowhere else does there exist such a com-
plete and accurate record of the develop-
ment of this Art, and it reprcseiitsan enormous
amount of labor. Mucli of these data has never
been published elsewhere.

Aviation

FREE for Postage Stamp

AERONAUTICS

122 East 25th St. .New York

HYDROS

BUILD YOUR OWN

Over 100 c<unplete
drawings. Scale 1
to foot: some full size

Prints 28" X 36"
ONLY COMPLETE PRINTS
EVER SOLD
AERONAUTICS. 122 East 25lh St., New York

$8.00

DON'T ^"'^ "^ unless
^^' * you are inter-
ested in a reliable, efficient
arc'economicel power plant.
^^at is the only kind we
build. Four sizes.
Kfasona/'U' Prices

Kemp Machine Works
Muncie, Ind.

PATENTS

C. L. PARKER

Ex-member Examining Carpi, U. S. Patent Oftiea

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 McGiU Bldg. WASHINGTON. D. C.

CURTISS 3-foot Model PI YiMr* BOAT

Build this Mode]

It embodies the latest ideas in Aero-
nautics. Concise Plan with Building
Instructions, 25c. OTHER

„ , "IDEAL" 3ft. MODEL PLANS:

-Blenot, 15c: Wnght, 25c; Nieuport, 25c: Cecil Peoli Cham-
pion Racer, 25c: Curtiss Convertible Hydroaeroplane, 35c.

COMPLETE SET OF SIX, $1.25 POSTPAID

48 pp. "Ideal" Model Aeroplane Supply Catalog 5c

IDEAL AEROPLANE & SUPPI Y CO., 82A W. Broadway, N.Y.

Reliable Demonstrators and Agents Wanted

TO INTRODUCE TO THE PUBLIC THE I'.IU MODEL

HAMILTON AEROBOAT

The sturdiest construction and desifrn at the lowest pos-
sible price. Vou will be surprised when you investisate
this machine which is destined to be the Ford of the aero-
plane world. Write for agents' proposition and catalog,
•EVERYTHING AVI ATIC," of aeroplanes and supplies.
HAMILTON AERO MFG. CO., 208 Thirtieth Ave., SEATTLE, WASH.

PEDERSEN OIL PUMPS

have positive action, are small and
light, easily applied to any motor

^— ^^^^^^^^^^ Write for circular '^^^^^^~^^^^"

PEDERSEN LUBRICATOR CO.

636-644 First Avenue, New York, U. S. A.

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

8 cyl. "V " type 6o H.P. 240 pounds.

RELIABILITY DISABILITY

MAXIMU.M POWER. MLM.MUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

equipped with the Boland Control (two movements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
trol which is basic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

In ansxixving advcrtisciiicuts please mention this magazine.

Page 192

AERONAUTICS, \ov. 1913

Antony Jannns with Two Passengers Flying the New Benoist Flying Boat, Equipped with Six Cylinder

imwmmi Aeronautical Motor

iREG. U. S. PAT. OFF.)

This machine is now owned by Mr. W. D. Jones of Duluth
The most prominent aeroplane manufacturers in the country recognize the superiority of the Eturtevant motor

SEND FOR BULLETIN No. 2002

B« F. Sturtcvant Company, Hyde park, boston, mass.

I NAIAD I
Aeronautical Cloth

AND

Aero Varnish

Sample Book A-6, Data and Prices on Request

The C. E. Conover Co.

MANUFACTURERS

101 Franklin Street, New York

We were the first in the field, *

and the test of time is proving +

"*•
4*

that our product is the best. *

* i * ' I * ^ ^ " I * " I * * I * * ! ' * ! **<* '

+
+

SLOANE

Manufactures the best and

most reliable aeroplanes

in America

FURNISHES

MONOPLANES-

which are the standard in de-
sign and construction.

FLYING-BOATS-

for sportsmen — both mono-
plane and biplane types. Boats
that are entirely satisfying.

GNOME ANZANI
RENAULT

at lower prices

Sloane Aeroplane Co.

1733 Broadway

New York City

In ansiuering advertisements please mention this magasine.

DECEMBER, 1913

Curtiss Flying Boat— U. S. Navy's "C-2"

"ResultsTell the Story"

During 1913 more than a score of prominent Ameri-
cans flew 200,000 passenger miles in Curtiss Flying
Boats, without a single serious accident.

For more than two years Curtiss Water-Flying
Machines have been used by the World's Leading
Navies, including those of the U. S. A., Russia,
Germany, Austria, Italy and Japan, without a
single serious accident.

These pertinent records are unique in the history of
aviation. Careful comparisons will convince you the
Curtiss Flying Boat is in a class absolutely by itself.

Illustrated Descriptive Matter Mailed Free

THE CURTISS AEROPLANE CO., 21 Lake St., Hammondsport, N. Y.

Page 194

AERONAUTICS, Dec. 1913

< BEN0I5T

ANNOUNCEMENT

The Benoist School of Aviation will open on January 1st, at
St. Petersburg, Florida. The school will be under the
personal supervision of Tom W. Benoist and Tony Jannus.
We will also conduct the first regular schedule passenger-
carrying air line in the world, St. Petersburg to Tampa, Fla.
Students who want to join the school and prospective
agents who want their territory for the exclusive sale of our
flying boats will do well to address

The New
Benoist
Flying
Boat ill
Action

BENOIST AIR CRAFT COMPANY

St. Louis, Missouri or St. Petersburg, Florida

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

From

"FLIGHT*'

July 26th, 1913

"Some may say — to the obvi-
ous benefit of the Company
whose representatives have
adopted his very practical
method of calling attention
to the GYRO engine (50 h. p.)
that it is all due to the motor,
which probably develops
about three times as much
power as the machine re-
quires for the purposes of
straightforward flight."

Built of Nickel Steel and Vanadium Steel Throughout

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street. Washington, D. C. [

Model Flying
Machines

A thoroughly modern hand
book describing and illus-
trating in detail the prin-
ciples of fliaht and giving
full directions for building
seven types of model ma-
chines. Seventy pages, 56
original illustrations, and 9
full page detail plates.
Paper covers only,

25 cents per copy, postpaid

COLE & MORGAN, Pub., w'kw V^oS.'kliJ.'^.

J\ V 1 A 1 1 U III ILLUSTRATIONS

Net $4.00; postage 21 cts. extra

By ALGERNON E. BERRIMAN, M.l.A.E., A.F.Ae.S.

Technical Editor of "Flight"

A popular technical work of interest to the ecnoral student
as well as to the man who is in aviation as a profession. To
the amateur builder of aeroplanes in the United States it will
be of incalculable benefit.

Chapters inciude:
What an Aeroplane Is; Instructiveiiess of Paper Models;
Constructional Features of tlie Modern Aeroplane; Equilib-
rium in the Air; Lateral Balance; .Steeiins; Longitudinal
Stability; Principles of Propulsion; Co7ieerninff Resistance;
The Cambered Wing; Work of Lilienthal, WriRhts, Voisin,
Farnian, Dunne and Weiss; British Military Trials of li)12;
Hydroaei'ophines; .Occidents; Koinaiice and Karly History:
Founding of the Science (if Flislit; Invention of the Glider
and Pioneers; History anil Appeiiilices containing numerical
examples, application of la\YS, etc.

In answering advertisements please mention this magazine.

AERONAUTICS, Dec. 1913

Page 195

ALL MARINE FLYERS

Should investigate the merits of the Three-Bladed Paragons. iSma//«r .S7;e than corres-
ponding- two blades, with fine lines of design, make them turn more freelj'. Free turning
enables them to carry higher pitch. The added blade gives them a stronger hold on the air.

Results: — Less Vibration — Full Turning Speed — Higher Pitch Speed = Smaller
Slip — Faster Flying — Stronger Manoeuverin^ — Safer Handling and Control.

Uncle Sam uses three-bladed Paragons almost exclusively in his Navj^ Boats — There's a
reason and Paragon price economy besides.

There are questions in your mind. Write to us for the answers intelligently stated and illus-
trated by photographs. Full brass blade protection at only nominal cost.

AMERICAN PROPELLER CO., 243-249 E. Hamburg St., Baltimore, Md.

HALL-SCOTT MOTORS

Winter flying has already started in California. The following
well-known aviators have their water planes equipped with HALL-
SCOTT motors: —

BOB FOWLER

SILAS CHRISTOFFERSON

WM. BLAKELEY

ROY FRANCIS

A. G. SUTRO
ALFRED BARRETT
OTTO RYBITZKI
HENRY UNNO

Besides these there are fifteen other planes, or 809* of all aeroplanes and flying
boats upon the Pacific Coast, equipped with HALL-SCOTT motors.

We can furnish you with the most complete, powerful, and reliable power plant
upon the market from 30 to 100 H-P. Write for our interesting catalogues fully
describing these motors.

HALL-SCOTT MOTOR CAR CO.

818 Crocker Bld^.

San Francisco, Cal.

.. n laaiiwfiiii

iawriariirr-ff

One of the

BURGESS
FLYING
BOATS

Built for U. S. Navy

Our aeroplanes have always met the GoTernment's most rigid specifications on the first test

THAT IS BECAUSE WE SPECIALIZE

THE BURGESS MILITARY TRACTOR holds the American Endurance and Distance Record for

pilot and passenger— 4 hours 22 minutes — during which a speed of 72 miles per hour was attained.

The Government has ordered three more Burgess Tractors for immediate service.

THE BURGESS FLYING BOATS of special design built for U. S. Navy represent a startling

departure in construction, affording a maximum of efficiency in flight and ease of handling. The

staggered wings, rigid lower surface, entire warping upper surface constructed about a steel

member are original features of this type.

Flying Boats of similar design are under construction for use or sportsmen.

THE BURGESS TRAINING SCHOOL patronized by both the Army and Navy is located at Marble

head adjoining the works. Continued flying until January first. Special rates on application.

BURGESS COMPANY AND CURTIS Marblehead, Mass.

In answering advertisements please mention this magazine.

Page 196

AERONAUTICS, Dec. 1913

On the Way to
Two Million

THE demand for Bosch Magnetos is
such that within a remarkably few
years it has been necessary to greatly
increase manufacturing schedules. The
Bosch Factories are well on the way to
supplying the two millionth magneto.

THE

Bosch Magneto

remains the one perfectly reliable ignition
source and as such it is universally recog-
nized. ^ It is so well made, so carefully
designed that its regularity can be de-
pended upon under all conditions. You
always will have confidence when your
engine is Bosch-Equipt. ^ If you will
tell us the engine you use we shall recom-
mend the magneto moA suitable for it and
send you literature describing the magneto
in detail.

Why not be among the
Two Million Satisfied

Bosch MagnetoCompany

201 West 46th Street : New York

In answering advertisements please mention this magazine.

AERONAUTICS, Dec. 1913

Page 197

THE DREAMED AEROPLANE

By RITA GREEN BREEZE

Since the time of the first aeroplane, man has thought of taking pozver from the air, deliv-
ering poicer by liArcless or using some yet undiscovered force to antagonize gravity. Buel
Hurndon Green, M. E., zcas a charter member of the Aero Club of California, a man of
distinction zvho zvas a credit to his time. He died August 27, 1911, and his life and zcorks
zvere zcritten dozen in the October issue of AERONAUTICS for that year. His sister, the
wife of an attorney of Los Angeles, is a mHsicia)i zvith no mediumistic leanings, and with
no knozvledge of mechanics. The foUowi)ig "message" came to her in a dream on Decem-
ber 2, 1913, and as near as she has been able zvithout technical knozvledge she has set down
his chords as recalled by her.

On the night of December 2,, my brother,
Buel H. Green, deceased August 27, 1911,
appeared to me in a dream; he was jubi-
lant: said he had returned to earth to
teach a great thing.

With that he brought forward a contriv-
ance that resembled in form a huge sled,
but built without a solid bottom to it, which
he said was an aeroplane. There were no
wings or overhanging parts, except for a
network of copper wires. The frame was
made of aluminum and was riveted together
with myriads of copper bolts, the caps of
which glistened brightly in the sunshine.
Toward the front on the right-hand side, as
I stood looking at it from the front, was
the dynamo, and toward the back on the
left was the seat. This seat was made of,
and thus completely insulated by, rubber.

He stepped in and soared into the air
gracefully, easily, and without the least
hesitation : upon alighting he explained to
me the principle upon which the invention
was constructed.

"On the sea," he said, "the ships are quite
at the mercy of the elements. There has
been no way found yet to extract the power
from the water, both to propel the craft
and to insure its safety. The present forms
of aircraft are equally, or, on account of
the unexplored nature of the atmosphere,
etc., still more unsafe.

"This invention that you see is run by
electricity, and constructed of aluminum to
make it light; the dynamos and all the riv-
ets and wires are made of copper, which
is the best known conductor of electricity;
my dynamos are sufficiently charged in the
beginning to start with, and the wires and
rivets are so proportioned and arranged as
to act as conductors which supply the
power, collected from the atmosphere, to
run with: here at my feet (pointing to a
place in front of the rubber seat) is a dial
which registers the amount of electricity
which I have at command at any given mo-
ment; if the supply becomes more than I
need, 1 simply shut it off by turning this
lever (pointing again to one of a collection
of handles in front of the seat), which in-
sulates some of my copper collectors; or, if
need be, by deadening the dynamo. This
dynamo is placed toward the front, as 3'ou
see, in order that the air in motion may
strike it first, thus enabling me to get the

full benefit of a brisk current of air before
its force is spent.

"This machine is safe," he said, "because
it is not only self-propelling, by gaining
its power from the atmosphere, and can be
accurately regulated, but because the oper-
ator need fear no current of air, however
swift or stagnant, however charged with
electricity or inert, because he is independ-
ent of all these heretofore fearsome forces.
He can generate power in his dynamo,
when he needs it, and repel an overcharge
of electricity when he doesn't.

"Bags of gas, upon which the dirigibles
depend, are clumsy and unsafe; and wings
to an aeroplane are more unsafe, being of-
ten unwieldy, beside the unreliability of
the engines. This latter form of invention
is only suited to the limited intelligence
of birds, which the Creator has so admir-
ably equipped for their purpose, but for
man, the supreme creature of creation, let
him not continue to be subject to the ele-
ments; let him conquer them.

"Set this message of mine abroad on the
earth by describing this machine; perhaps
it will direct the efforts of my brother in-
ventors, so that they may reach the goal
sooner."

Lincoln Beachey has in a way proved
something more remarkable than his ability
to fly upside-down and to loop-the-loop; he
has proved that the public is very much in-
terested in aviation and quite willing to pay
for the privilege of seeing flying that is out
of the ordinary'. One might think no more
bizarre idea possible than that of giving a
public flj'ing exhibition in San Diego, Cal.
No town or city in the United States sees
as much free flying. The natives of San
Diego have only to look over their Iieads
any day in the week to see the military
aviators from the U. S. Army aviation
camp flying over the city. It is claimed
that the average San Diegan will not bother
to turn his head to see an aeroplane in
flight, j'et San Diego put down $4,000 to
see Beachey loop the loop. There was no
guarantee, nothing but an ordinary an-
nouncement that an admission fee would be
charged that afternoon, and the "gate"
was four thousand big iron men. What
will the gate be in the big cities?

Page 198

AERONAUTICS, Dec. 1913

GOVERNMENT ENGINE TESTING PLANT

With facilities noiv for the testing of engines under official conditions, wide-azvake engine
builders will at once see the advertising value in a Certificate of the Bureau of Standards of
the U. S. Government. The English 12- and 24-hour tests have brought the Green engine an
international reputation. The Gyro motor of American fame has had its official laboratory
test in Germany. Purchasers zvill demand official data. TJic data derived from tJiese tests zvill
be of value to designers of aeroplanes.

The purpose of the testing plant of the
U. S. Signal Corps and Bureau of Stand-
ards is that of determining the perform-
ance under load of commercial gasoline
motors for aviation or for general purposes.
As previously announced in AERO-
NAUTICS, any maker may have tests made
upon payment of the actual expense of the
test.

Facilities are provided for determining:
(a) horsepower actually developed, (b)
weight of motor and essential accessories
per actual h.p., (c) fuel consumption per
h.p.h., (d) maximum power motor will de-
velop and sustain for six or more hours, (e)
reliability during the six hours' test, (f)
power at various throttle openings.

One room is the motor rooin and when
the doors are closed gases and the din of
the exhaust are kept out of the dynamo
room. Testing base is a single cast-iron
unit extending 51;/ feet into the dynamo
room and 6j/{^ feet into the motor room,
grooved like a planer bed, provided with
holding bolts, and is set on a concrete sub-
base extending downward 2 feet to solid
soil. The cast-iron base has north and
south center line scribed into it for aligning
motor with dynamo shaft.

By a Yale & Towne half-ton trolley and
hoist one man can handle a whole motor
without help.

Two pairs of cast-iron jacks with con-
necting angle iron form a part of the equip-
ment of the test base in the motor room.
They provide ready means for both leveling
and alignment.

Cooling is provided for by means of a
No. 8 Sturtevant top horizontal-discharge
blower, its inlet being connected with the
outer air. The outlet connects to a gal-
vanized-iron chute extending to the center
of the test base. A removable section of
this chute is provided so that when in posi-
tion the air may be forced directly against
the motor to be tested or may be diverted
to cool the radiator of water-cooled motor.

An impact tube is provided for determin-
ing velocity of cooling air and a Taylor
thermometer is supplied for checking tem-
perature of cooling air at point of outlet
and temperature of cooling water in cir-
culating system of water-cooled motor.

A pair of Fairbanks scales are provided
for weighing motor.

Attached to the blower is a pressure
gauge for reading the air pressure from the
impact tube, a throttle for connection to the
gasoline motor, and a double pole single-

throw switch for short-circuiting the motor.
The throttle may be adjusted for various
lengths of throttle openings and fitted to
any type carburetter.

The gasoline supply is located on the
dynamo side. Two 2,5-gallon tanks are pro-
vided, set in a fixed rest. Above each tank
is a hook with pendant and a Fairbanks
suspension scale is installed for attachment
to either tank. The tanks are filled at the
outer end in the usual way and their outlet
provides a water pocket with drain cock and
a shut-ofif cock; each shut-off cock being
connected to one side of a Y branch. The
main stem of the Y extends through the
partition for connection to the motor.

The Sprague dynamometer used is rated
at 125 h.p., and should not be loaded above
150 h.p. It carries a Hopkins tachometer.
The drive shaft extends through the parti-
tion into the engine room.

The switchboard carries in addition to the
equipment provided by its makers a sub-
panel by means of which the blower may be
operated either from the local 250-volt cir-
cuit or from the dynamo circuit. The
dynamometer may be operated as a motor,
thus serving the purpose of a motor starter
when used in test.

For a test the motor is swung into posi-
tion, clamped to the angles, using a plumb
bob to rnake sure of center line; surface
gauge to determine its height with refer-
ence to the motor shaft and spirit level to
check its setting. The universal joint is
next set on the dynamo shaft and a coupling
made up for motor shaft. As these
couplings are not universal a set of bronze
castings has been provided which may be
machined to fit the various types of motor
ends. The drawing shows general scheme
of attachment of these couplings. A drop-
forged end has been provided with the set,
which may be utilized for smaller motors
having short ends.

All oil is drained from crank case and new
oil is brought up to running level, weight of
oil used being determined and recorded.
Tachometer is tested for accuracy, the gaso-l
line tanks are filled and weighed and gaso-
line tested for specific gravity, blower op-1
erated and velocity of cooling air checked,]
temperature of outer air is read.

The "dynamometer sheet" shows the ob-
server's records so far as the dynamometer
is concerned. Before starting the test
proper the leading data describing the
motor and the test number is checked with
the "motor sheet." Every reading or datum

AERONAUTICS, Dec. 1913

Page 199

COUPLER FOR
J AVIATION MOTOR TEST.

NO957

'\OTOR ENC»

.sioe

COUPLER PETAIL

l>YN«MO ENp

MEtHOD OF COUPLING

CJiJTIiS *»S

I62S

called for on these sheets must be clearly
recorded in order that the test may be com-
plete.

As soon as the motor is started a 15-min-
ute run is made, observing all apparatus
closely and stopping and starting as often
as necessary to correct any defects which
would prevent a life test. Just at the close
of the preliminary run the load should be
added until the motor loses speed and a
record made of the power thus developed.
This record should also show power at %,
Yi and % throttle.

When everything is operating properly,
observers take station and arrangements
are made for the test proper for a period of
six hours at the full rated power of the
motor, or if the motor will not develop its
rated power, at the maximum load it will
maintain. The motor man reads pressure
gauge and temperature, the assistant tester
reads Fairbanks scale attached to gas tank
in use; the dynamo man reads tachometer
and notes reading of dynamometer scale,
which he locks in position as he signals for
reading. This is repeated every 15 minutes
during the six-hour test. In interval be-
tween tests assistant makes entries for time
on all sheets and checks weights of oils,
etc., used by motor man. When gasoline
tank approaches empty point, dynamo man
takes charge of shift of tank connections
and, making proper notes, cuts in new tank.

At the completion of the test, the motor
is loaded to its capacity and record made,
showing actual power developed at ^, V2,
^4 and full throttle. If motor is water
j cooled, radiator is watched for refill and
weight of water added and when refilled,
noted. Short stops if not the fault of the
motor need not vitiate the test, but must be

noted. Stops of such duration as to give the
motor time to get cool vitiate results.

Test being completed, oil is removed from
motor and weighed, filled radiator with con-
nections are weighed, motor with its regu-
lar fittings are weighed, motor is carefully
inspected for loose or defective parts or for
bearings running unduly hot.

All engines tested at this plant will re-
ceive a certificate from the Bureau of Stand-
ards, giving the power for varying speeds,
and gasoline and oil consumption, upon
payment of a nominal fee. In every case
those submitting the engine for test will
have to pay all expenses incident to ship-
ment to and from testing plant and for the
provision of the necessary gasoline, oil and
other supplies. Under direction of the of-
ficial in charge of the tests, he will attend
to the installation of the engine for test, its
operation during the test, and its dismount-
ing and removal as soon as test is com-
pleted. The owner of the engine under test
is privileged if he so desires to be repre-
sented at the test.

Complete folder, data sheets, etc., may be
had free upon application to the Bureau of
Standards.

The 80 h. p. Gnome "Avro" biplane is the
latest success of the Roe company. One
of the most amusing sights at Hendon at
the present moment is to see the pilot, Mr.
Raynham, one minute going at over 80 miles
per hour and then gently sauntering round
the Aerodrome at less than 30.

One of his favorite tricks is to vol-plane
upwards. This he does by stopping his en-
gine when 5 ft. from the ground, and then
gliding up to some 60 ft. or so.

Page 200

AERONAUTICS, Dec. 1913

AVIATION IN THE NAVY

Abridged from the Annual Report
By Captain W. IRVING CHAMBERS

Among the lines of work in naval aviation
have been the development of the flying boat
and the establishment of a national aero-
nautical laboratory.* The success of the
former is assured, and only the action of
Congress in appropriating suitable funds is
needed to enlarge the work of the Langley
Aerodynamic Laboratory, now being carried
on with limited endowed funds. Various
Government departments and civil institu-
tions will work with the laboratory and are
represented on its advisory committee. A
broad scheme of co-operation is now in prac-
tice whereby the work at all institutions in
the country and the Government depart-
ments will be co-ordinated with that of the
Laboratory.

The coming year the Naval aeronautic
service will be greatly enlarged and will in-
clude the use of dirigibles, if the Navy De-
partment acts in accordance with recom-
mendations recently made.

During the twelve months (August, 1912-
July, 1913) 1,525 flights were made, as com-
pared with 593 from the beginning of naval
aviation, in 191 1, up to August, 1912. The
total of flights from beginning to end of
July, 1913, was 2,118, carrying 1,470 passeng-
ers, for purposes of instruction or observa-
tion, for 502 hours, covering a distance of
about 27,097 miles. These flights have been
made by fourteen aviators, in a total of 653
hours, sometimes as pilot and sometimes as
passengers.

Other officers tg the number of 240 have
taken flights of instruction or observation,
in addition to other duties. Besides these,
266 flights have been given petty officers and
enlisted men, and 130 to civilians. The fig-
ures for these latter are included in previous
figures.

The Navy now owns five Curtiss and two
Burgess flying boats, in addition to three
machines of another class. Three officers
are under instruction at the present time,
all that the department can spare; others ex-
pected later.

EXPERHIENTAL WORK.
Lieut, Ellyson has demonstrated the prac-
ticability of starting in flight from a taut
wire cable (see AERONAUTICS, Oct..
1911), using a Curtiss hydroaeroplane, and
in being launched from a catapult (see
AERONAUTICS. Dec., 191 1). Night flights
have been made by Lieut. Towers in a Cur-
tiss hydroaeroplane, in one of which he
made the present world's endurance record
for water 'planes of 6:35:10.0 and the Ameri-
can endurance record for any 'plane. An-
other machine of similar make was used by
Lieut. P. N. L- Bellinger in a climbing test
to 6.200 feet. A Wright land machine has

*Aeronautics, Feb., May and Aug., 1913.

been used for experimenting with various
pontoons, finally adopting a single one with
balancing floats. Various motors have been
used, and is now fitted with a Sturte-
vant 4-40. Wireless tests have been made
with this machine, and notable long flights.
Another, made from Wright parts by the
Navy officers, was fitted with a six-cylinder
Curtiss and a pontoon of same make.
Notable moonlight and other flights were
made with it. and it had good climbing and
manoeuvering powers. Specially strength-
ened with extra wires, it was saved from col-
lapse in the flight of June 20, when Lieut.
Billingsley was thrown out and the machine
fell some 1,600 feet, without putting it be-
yond repair. A Curtiss flying boat has been
used for many long flights. The measured
speed is 60.53 ni.p.h., with Curtiss 90-100
h.p. motor. In all the Curtiss machines, the
original power plants have been increased
by Curtiss engines of greater power.

Lieut. Ellyson has been launched from a
catapult in this machine. The Burgess 70
Renault-engined flying boat has been re-
ceived too recently for report, bttt has shown
up well (AERONAUTICS, May, 1913). An
improved catapult, along the same prin-
ciples as the old (see AERONAUTICS,
Dec, 1912), with improvements, will shortly
be tested on board ship.

An improvised Sperry gyroscopic stabil-
izer is fitted to a Curtiss flying boat, and
experiments have not been completed.

Efforts are being made to test out all sys-
tems of control, with the purpose of adopt-
ing a standard control to be fitted to all
Navy aeroplanes, which, after trials, will be
installed in all machines.

Yhe model basin has given the Navy a
mass of information on the location of steps
in pontoons, effects and location of ventilat-
ing tubes, efficiency of shapes, etc.. and
diving effects of hulls now in use. The
craftsmanship of the scientific boat builder
is now required to decrease weight while
improving strength and sea-keeping quali-
ties. Experiments are under way with metal
hulls.

Improvements suggested by Navy aviators
and by work abroad in the arrangement and
shape of wing surfaces are being tested by
using power models. It is expected to equip
a full-size machine especially for research
work in co-operation with the national lab-
oratory. An old 191 1 Curtiss hydroaeroplane,
converted into a hydro, has now been
changed into an experimental machine (E-i).
called the "O-W-L" boat (over water and
land), and shows a range of speed of 44 to
65 m.p.h. It is efficient as a land machine,
with resilient landing gear, enough weight
or power of endurance being sacrificed to
provide efficiency as a water machine; has

AERONAUTICS, Dec. 1913

Page 201

improved handiness and efficiency as a
water machine, and the possibility of elimin-
ating the land gear for extended flying over
water exclusively. Lieut. Smith, who had
never flown a land machine before, used this
and negotiated eleven landings and starts on
land with ease. This was done before the
characteristics of the Wright "aeroboat"
were known, and it is anticipated that boats
of this type will be equipped as an "O-W-L"
boat, with wheels, to rival the performances
of E-i.

The navy has purchased this year two
Burgess flying boats, four Curtiss flying
boats, one O. W. L. boat made at the Cur-
tiss factory, three Renault engines, five Cur-
tiss engines, and a great quantity of spare
parts.

Three more Curtiss flying boats will be
delivered to the U. S. Navy this year, if
present expectations are realized. With its
highly polished hull of solid mahogany, after

cockpit or cabin paneled in the same wood,
and upholstered in dark-brown corduroy
stuffed with Kapok, these big machines make
a beautiful picture. Especially designed to
meet the latest naval requirements, the boat
has a highly arched forward deck, which ef-
fectually shields the occupants of the cock-
pit from wind and spray and makes swamp-
ing of the forward cockpit practically im-
possible. Instead of the usual flat bottom,
this boat has a double concave forming a V
in the center, better able to withstand heavy
seas; it alights on the water with no per-
ceptible shock. Some changes are notice-
able in the superstructure. The wings are
both of the same spread, about 35 feet, with
a cord of 66 inches. A gap of 72 inches
separates the planes. They are covered in
heavy unbleached Irish linen, treated with a
semi-transparent "dope." which makes the
fabric impervious to oil, gasoline or water
High effciency in the plane surfaces was
shown on the gliding test.

ARMY AERONAUTICS FOR 1913

By the end of this year the Signal Corps
will have 15 aeroplanes and hydroaeroplanes
in service. The total complete purchases to
date have been 24, of which 9 have been de-
stroyed in accidents.

The following is the list of this equip-
ment, scattered in San Diego, Manila,
Hawaii and San Antonio:

r Wright B, 30 h.p. Wright.

2 Wright C, 50 h.p. Wright.

2 Wright D, 50 h.p. Wright.

1 Curtiss D, 75 Curtiss.

2 Curtiss E, 75 h.p. Curtiss.

2 Curtiss H, 75 and 90 h.p. resp.

I Burgess F, Wright type, 40 Sturte-

vant.
4 Burgess H, 70 Renault.

To be yet delivered are: i Wright, 90
Daimler; Curtiss tractor. 160 Gnome; and
a Burgess tractor, 100 Renault.

More than 2.943 flights have been made,
with a total duration of over 626 hours, dur-
ing the year.

There are 11 officers capable of flying
alone. These liave militarv aviator certifi-
cates and there are 9 taking instruction. It
has been found that a year is not too short
a time in which a military aviator may per-
fect himself. It is to be regretted that
the Arm}^ offers no inducements to officers
to enter flying ranks and even though the
limit allowed for this work from the regular
army is but 30. this number has never been
reached at any one time. The officers, as a
rule, remain but a short time in this service
unless they have shown marked interest
or ability. Of those now flying, but 3 have
been connected with aviation for two years
and of the balance but 2 for more than a
year.

Eleven officers and one enlisted man have
been killed in aeroplane accidents since 1908.

have met their deaths this

of which 7
year.

None of the civilian flyers is trained for
military purposes and none of the Militia
has had opportunities for flying. One at-
tempt in years past to organize a civilian
flying branch failed miserably. Another at-
tempt is now being made along the same
lines by another civilian. There are ex-
tremely few private aviators even trained
in cross country flying. More stringent
rules for military aviators' certificates are in
force January 1st next.

A new radio equipment for aeroplanes has
been developed in the Signal Corps labora-
tory and it is expected that ranges of at
least 30 miles will be possible from the aero-
plane (AERONAUTICS, June). The set
developed represents the latest achieve-
ments in the art: the quenched spark, 500-
cycle generator, etc., and it is believed no
foreign army is prepared to duplicate the
set. Experiments have been made with
dropping cards and with smoke signals from
the James Means device, the latter with
more or less success.

Mapping and photographic experiments
have been conducted with good success for
the past two years — 234 miles being covered
in one particular map, every 6 inches
equalling 10 minutes of flight (AERO-
NAUTICS, April).

Xlie Scott bomb dropper was tried and
this proved the principle of the device cor-
rect. No other instrument has equalled it,
as proven in the Michclin competitions.
Further experiments will be made at San
Diego shortly.

Eight Renault 70 h. p. engines have been
bought by the Signal Corps and it is ex-
pected to have an entire squadron of 4 ma-
chines of the Burgess tractor type, with 4
engines in reserve.

Page 202

AERONAUTICS, Dec. 1913

All the flying this year has been at Manila.
San Diego, Hawaii and at Texas City, with
the second division of the regular army.
Here Jong cross country flights were made,
up to 4 hours 22 minutes non-stop. One
trip, out and back in three days, covered
540 miles (AERONAUTICS, April). At
Texas City the flights were made in con-
nection with the field operations of the
troops and under the eyes of the command-
ing officers.

In the Fall of 1912 aeroplanes were used
to locate troops, targets, give range and
direction and locate hits; in gun fire experi-
ments with the Lewis aeroplane gun
(AERONAUTICS, October, 1912).

In firing experiments conducted by the
Signal Corps at College Park, the Lewis
aeroplane gun was found to be well adapted
for service on aeroplanes, as it is sufficiently
light in weight for a man to fire from his
shoulder. The gun was fired both from the
ground and from an aeroplane. In the
latter case it was mounted temporarily on a
practice machine of the Wright type, and
was fired from an altitude varying from 200
to 600 feet. There were 14 hits out of 50
shots. The speed of the aeroplane was 45
miles an hour. The target used was a strip
of white cloth 60 feet long by 5 feet wide.
The results of this firing were gratifying,
as it was found that the aim could be ob-
tained by driving the machine directly over
the target and holding the gun in place or
by pivoting the gun itself and using both
methods together. The rate of firing was
300 to 700 a minute.

The Ordnance Department has devel-
oped a high-angle gun for offensive use
against aircraft (AERONAUTICS, Sep-
tember).

Aviation is to the Army a vital necessity.
Much data has been compiled and every-

thing is now in good shape for rapid
progress and practical results if the encour-
agement asked from Congress is extended.
Navigation of the air will be developed
into a powerful military force — if not al-
ready such — and if present plans can be car-
ried out the Signal Corps will demonstrate
the efficiency of military aeronautics. The
immediate future seems to rest with the
Signal Corps — and Congress. The scientific
knowledge necessary is in the Signal Corps,
which supervises under the law all the serv-
ices of communication, observation and
reconnaissance and thus far aircraft have
proven to be of the utmost value for these
purposes. When the aeroplane and the
dirigible have demonstrated their value as
fighting units, then it may be advisable to
relieve the Signal Corps from aeronautical
work and put the air machines in a separate
arm.

It is hoped, when Congress appropriates
the funds, to establish aeronautical centers
and schools at Augusta, Ga., San Diego,
San Antonio, and other places where land
and weather conditions are favorable for
teaching. At San Antonio there will soon
be a great artificial lake most suitable for
water flying and the first and principle cen-
ter will be located near this city. Here
plans include administration and school
buildings, barracks for 80 men, field officer's
quarters, 20 officers' quarters, 10 sheds, ma-
chine shop and stores, shed for 16 auto trac-
tors and a stable. If the estiniates for the
following year are approved, two non-rigid
dirigibles and two revolving houses and hy-
drogen plants will be put in service. A
moderate-sized dirigible of this type will
cost about $175,750 and a rotating shed,
$122,500. A gas plant will cost $8,955. Port-
able gas plants cost about $7,500. Three
officers and 50 men are suggested for the
lighter-than-air work.

THE YEAR 1913 IN REVIEW

Figures for 1913 show that eight manu-
facturers of aeroplanes have produced and
practically sold 162 aeroplanes, of which 71
have been flying boats and 4 hydroaero-
planes, valued at over $857,955. Additional
to these, the products of scattered makers
and individuals should figure considerably
over 100. The majority of these are home-
built and fitted with lower-priced engines,
so that the valuation of these would approx-
imate $230,000. Of these, a dozen were fly-
ing boats and five or six hydroaeroplanes.

It is not at all unlikely that many more
than 100 were built of which no record has
ever appeared, and which cannot, of course,
be counted. Many machines have been re-
built many times, while we have figured
construction entire but once. Parts supplied
by manufacturers would add considerably to
the total.

The motors built by builders who do not
make aeroplanes, or by aeroplane factories
which also make motors, total 115, valued
at $141,400. Of these figures, but five
($17,000) are included elsewhere.

Aeroplanes and parts of domestic manu-
facture exported from January, 1913, to
November i, totaled 16, valued at $64,175.
Foreign-built aeroplanes and parts imported
during the same period totaled one, with a
value of $19,625, while two foreign ma-
chines were sent out of the country, being
valued at $10,332. Remaining in the ware-
houses are two foreign machines and parts,
valued at $7,708. Domestic exports for 1912
were fifty, valued at $167,255, while imports
were twenty-nine, valued at $100,733.

The above figures are much better than
those of 1912, when one manufacturer esti-
(Continued on page 215)

AERONAUTICS, Dec. 1913

Page 203

INTERNATIONAL AEROPLANE RECORDS

Duration, h., m.,
Distance, kiloms.
Altitude, meters
Greatest Speed in
Climbing Speed

Speed, h., m., s.

k. p. h.

500 m.

1000 m.

Skil.

10 kil.

20 kil.

30 kil.

" 40 kil.

" " 50 kil.

, " " 100 kil.

■'" " 150 kil.

" 200 kil.

250 kil.

300 kil.

350 kil.

400 kil.

"i W 450 kil.

500 kil.

" " 600 kil.

" 700 kil.

" " 800 kil.

900 kil.

" 1000 kil.

rime, kils., in y^ hr.

V2 hr.

;' '; I hr.

" 2 hr.

" " 3 hr.

4 hr.
5hr.
6hr.
7 hr.
8hr.
9 hr.

10 hr.

11 hr.

12 hr.

13 hr.
Distance, straight line, in kil

1-Man

^13:17:57.2

1,010.9

5,880.0

203.8

tt*3:35.o

tt4:56.5

1*1:43-4

2:56.6

5:54-2

8:52.2

II :50.2

14:48.2

29:40.0

44:38.0

59:45-6

2:01 :53.6

$2:49:00.0

1:3:26:16.0

^3:55:27-6

{4:24:44-8

{4:54:06.2

±5:52:38.0

+ 9 :3i :oi.o

110:44:45.8

In :59:o9.6

$13 :oi :i2.o

50.0

100. o

200.0

246.9

1310.2

{410.9

{510.0

+490.0

{522.9

{585.2

t66i.2

{744-8

+ 820.8

{904.4

^980.4

461.7

2-Men

6:42:49.6

410.0

4,960.0

ti35-9

{{"9:00.0

{2:58.0

{4:24.8

{8:51.0

1:13:18.6

{17:44-8

{23:13-0

{44:36.6

{ I :o7 : 10. o

{2:03:49.0

2:34:48.4

3:04:50.0

3:34:46.8

4:04:42.6

{31-0
{66.6
{133-4
191. 9
291.9
391-9

3-Men

3 :i6:oo.o

{i 12.0

{3,580.0

{102.8

{2:52.0
^5:45-0
$11:59-4
{17:52-6
{22:44.4
+ 29:37.4
{59 :o8.o

4-Meit

3:11 :i4.o
+ 1 10. o
2,830.0
{106.0

{3:48.0
{6:16.6
{12:03.0
{17:37.0
+ 23:11.0
{29:47.0
{56:33-0

5-Men

3:01 :i7.o

250.0

1,400.0

$87.2

$3:34-0

{7:08.0

{14:00.6

21:53.8

29:13-4

30:31-0

I :i3:oi.2

1 :49:i 1.8

2:25 :02.2

3:01 :i7.o

6-Men

1 :io:i7.o

600.0

7-Men

Duration

I :oo :oo.o
Altitude
850.0 m.

8-Men

Duration
00:17:25.4

{106.0

20.0

40.0

82.3

165.0

247-3

. *Made in the United States.

. Practically all records are held by Cosch-equipped

.motors.

{Made before 1913.

jNot recognized by F. A. I. but official according to
A. C. A.

AMERICAN AEROPLANE RECORDS

duration, h., m.,
distance, kiloms.
\ltitude, meters
Greatest Speed i
limbing Speed,

5peed, h., m., s.

rime, kils.,

■Man
■Man

.Mighting from mark
Weight^carrying, pounds

500 m.

1000 m.

5 kil.

10 kil.

20 kil.

30 kil.

40 kil.

50 kil.
100 kil.
150 kil.
200 kil.
250 kil.

'/ihr.

Vz hr.

1 hr.

2 hr.

3 hr.

4 hr.
meters

1-Man

{{6:10:35.0

1283.62

{3. 548.50

ti74-io

1*3:35-00

2-Men

4:22:00.00

tl,422.00
tlOI.76

t*09:oo.oo

3-Men

ti :54:42.6o

4-Men

1:5400

156.26

t6:i3-40
ti2:26.oo
ti8:42.oo
t24:49.8o
t3i :oi.6o

{24.14
136.24

1*1:43-38

t6:55-95
110:32.51
114:03.59
{17:34-88
135:16.65
{53:04-73
ti :io:56.85
13:32:56.40
{40.00
tSo.oo
{166.60
ti4i.97
{214.57
{283.62
{0.445
- - . {458.0

-Man Endurance, Cross-country, Non-stop, 4 b. 31 m.
-iNIan Endurance and Distance, Cross-country, Non-stop for Monoplanes, 4 h. 31
-Alan Distance and Duration, Cross-country, Non-stop, 220 miles, 4 h. 22 m.

Miscellaneous World Records

;allooxs

I )i stance — **2,42o.6s3 kiloms.

Duration — **{73 lirs.

Altitude — ±io,Soo meters.
HRIGIBLES

Distance — 810 kiloms.

Duration — 15 hrs.

.Mtitude — {3,080 meters.

Speed — 64.8 k. p. h.
vITES

Altitude — $7,265 meters.
JOUNDIXG BALLOONS

Altitude — 35,080 meters.
Made in U. S. A.
*Just beaten, according to cables.
Made prior to 1913.

t6:56.40

*\Vorld records.
$Hydroaeroplane.
{Prior to 1913.

217.5 miles.

Miscellaneous U. S. Records

r.ALLOOXS

Distance — +1,887.6 kiloms.

Duration — {48 h. 26 m.

Lahm Cup — {1,172.9 miles.

DIRIGIBLES

Speed — {31-559 k. p. h.
Duration — {2 h. i m. 50 s.

KITES

Altitude — $'7,265 meters.

SOUNDING BALLOONS

Altitude — $ 30,486 meters.
*\\'orld records.
{Made prior to 1913.

Page 204

AERONAUTICS, Dec. 1913

NEW DEVELOPMENTS IN AERONAUTICS

AEROPLANE INSPECTION OF
POWER AND TELEGRAPH CABLES.

That it is feasible and even practical from
the results standpoint to inspect power
wires, telephone and telegraph lines, etc.,
from on high, may be deduced from the ex-
periments recently made by Robert G. Fow-
ler in his tractor biplane, with which be
crossed the Isthmus of Panama.

The first part of December, Fowler en-
tered into a contract with the Great West-
ern Power Co., of Sacramento, Calif., to
carry one of their regular line inspectors
over the territory usually covered by sev-
eral men to discover broken insulators,
wires down, etc., in order that the repair
crew may get to the spot in the quickest
possible time.

Sections of the line that usually take 8 to
10 hours to discover mishaps were covered
by Fowler and a passenger-patrolman in
less than an hour. A broken insulator was
easily discovered from a height of 1,500 feet
even. A landing was quickly made and the
information telephoned in to the company's
office. The progress of the pedestrian-
patrolman could easily be seen from the
aeroplane. The photograph is that of Fow-
ler in his machine with his passenger.

Fowler's machine is a Gage tractor, Hall-
Scott 8o-h.p. power plant. Spread of top
plane is 42 ft.; lower, 31 ft.; weight ready
for flight, 1,100 lbs.; speed, 60-70 m.p.h.

ZEPPELIN MILEAGE STATISTICS.

An interesting statement of the work
done by the Zeppelin passenger cruisers
since the commencement of the passenger
service in June, 1910, has now been pub-
lished. Ending September, 1913, the list
runs as follows:

"Deutschland," 7 trips of 20^^ hours' du-
ration, 1,035 kms. (625 miles) distance, car-
rying with crew 142 persons.

"L. Z. 6," 34 trips, 66 hours 11 minutes'
duration, 3,132 kms. (1,880 miles), 726 pas-
sengers.

"Ersatz Deutschland," 24 trips, 52 hours,
2,627 kms. (1,580 miles), 436 persons.

"Schwaben," 230 trips, 499Y2 hours, 28,468
kms. (17,100 miles), 4,622 persons.

"Viktoria Luise," 372 trips, 820 hours 51
minutes, 45,343 kms. (27,250 miles), 7,863
persons.

"Hansa," 268 trips, 577^ hours, 3^,273
kms. (18,800 miles), 5,598 persons.

"Sachsen," 170 trips, ZilVi hours, 18,614
kms. (11,200 miles), 3,884 persons.

Roughly computed, the above figures
work out at 100 entire days spent in the
air by the vessels, out of a total of 1,218
days, covering a distance of 130,492 kms.
(81,375 miles), or about three times round
the globe, and carrying 23,271 passengers
without injury to any of them.

I lend all possible aid to AERONAUT-
ICS, as I consider it the most deserving of
all aero magazines printed in the English
language. J. A. B., Calif.

I well know that there are few technical
journals that cover their field in such a
thorough, reliable and practical manner as
AERONAUTICS. H. R. K., Calif.

AERONAUTICS, Dec. 1913

Page 205

THE GRANT "AEROSTABLE "

Flights have been made during the past
month of Mr. R. R. Grant's water monoplane,
with changeable angle of incidence, on the
Elizabeth River, Norfolk, Va.

With the exception of the engine all parts
of the machine worked out as anticipated,
it was found that slight changes would be
necessary in the pontoons, that is, they did
not free from the water quick enough, there-
fore, a step in vertical alinement with the
center of gravity is necessary.

Satisfactory tests could not be made with
the change of angle on account of the un-
steady running of the engine and the short
periods in the air, but the mechanical parts
of this system worked perfectly.

The machine will be converted for land
work and in the spring a new engine will be
installed. The same landing system which
proved so satisfactory on the first machine
will be used, French and Italian patents have
been issued and on file are German, English
and three American patents covering the ma-
chine.

If present plans come out as expected
Mr. Grant will ship the machine to New York
and continue the demonstration work.

It may be interesting to add that the pic-
ture shown was taken after the machine had
been six weeks on the bay without shelter,
during which it went through two very severe
storms without damage, during one of the
storms it dragged anchor and went into the
marsh but without any damage. The machine
proved itself to be safer in a storm than the
average motor boat.

See AERONAUTICS for August 1912, and
August, 1913, for details and drawings.

to mind a patent issued some time ago to
Spencer Heath.

Inquiry reveals the fact that soon sheet steel
propellers will be on the market.

The American Propeller Co. will, of course,
continue making the wooden ones in various
styles and sizes until they have a complete
line of tools and dies for a wide range of
manufacture in the metal ones.

"There is no doubt about the metal pro-
peller being the real thing when it is formed
up out of a single sheet of steel, as disclosed
in my patent," says Mr. Heath. Using steel
about .05 to .10 inch in thickness, the weight
will be just about the same as the present
hardwood propellers. From the manufactur-
ers' standpoint, the great advantage will be
cheapness of manufacture. From the avia-
tor's standpoint, it will be their extreme dura-
bility against both wear and accident and
their almost perfect safety and security owing
to the fact that they can never go to pieces or
get out of balance in any way. Whatever
happens in an accident, the steel will always
be there, no matter how badly it may be
crumpled. There will be the same safety con-
trast as between wood and all-steel construc-
tion in railway coaches. The steel propellers
will also be in demand from a military stand-
point. They can be made from the same chrome
nickel steel that is required by the War De-
partment for the armoring of vital parts of
the machine. The propeller will then be as
nearly bullet proof as any other part.

The peripheral velocity of the blades in
comparison with the velocity of a rifle ball
is such that it will make no practical differ-

^,^-^e. — ^/a.

METAL PROPELLERS NEXT

The recent flying boat accident in the Hud-
son in which a propeller tore loose at the hub
and one blade drove through the boat, calls

ence as regards the penetrating power of the
ball, whether the blade meets it coming or
going in the course of its revolutions.

Figures i and 2 are plan views of blanks
from which the propeller may be formed.
Figs. 3, 4 and 5 are top, side, and bottom
views respectively of a propeller formed from
the blank of Fig. i. Fig. 9 is a plan view
illustrating the method of forming the ma-
terial of the propeller into the requisite shape.
Fig. 10 is a modified form of Fig. i. Fig. 11

Page 206

AERONAUTICS, Dec. 1913

is a perspective view of Fig. 10 folded com-
plete. Figs. 12 to 17 are sections of Figs. 10.
Fig. 19 is a section through the hub portion.

rhe propeller is formed into shape from a
blank of sheet material, the central portion
of which is formed into a hollow shell at and
adjacent the axis of the screw, and the other
parts of which form the main portions of the
blades, the hollow central portion being ex-
tended along the blades toward their extremi-
ties in such manner as to give them firm
strength and stiffness.

In constructing the propeller, a cast metal
form or pattern, made sectional to facilitate
subsequent removal, is superposed upon the
blank, as shown in Fig. 9. The blank is
shaped or spun closely to the pattern which is
afterward removed, leaving the sheet metal
shell.

The single seam or joint extending from
end to end of the propeller (along either the
entering or the trailing edge) is made whole
by electric or other autogenous welding. The
hubs are reinforced by diamond-shaped welded
plates carrying the bolt-circle for attachment
to the engine forge. The strain of the bolts
is taken by a cylinder between the hub plates.
The surprising thing about these propellers is
their enormous strength and hardness, consid-
ering the amount and weight of material used.

Pending the coming out of the all-steel
blades, the above mentioned concern now pro-
vides steel armor on nearly all the w'ooden
Paragons turned out and is now putting up
for the navy large three-bladed propellers
similarly protected ; also a four-bladed pro-
peller to be used on a seven ton boat. The

of the question of durability except in case of
serious and violent accidents.

steel plating is about .025 inch thick and made
in one piece shaped up over cast iron die forms
so that it will fit perfectly over the ends of
the blades. They are fastened by thin nails 1%.
inches long extending clear through the pro-
peller and further secured by cement which
gives great adhesion between the metal and
wood. For the U. S. Navy Paragons, copper
and bronze are used in place of steel. With
this metal protection there is not much left

AEROPLANES IN THE BALKANS

The Russian aviator, M. Sakoff, played a
not unimportant part in the taking of Yanina.
He left Nicopolis in a biplane on February
8th, carrying six bombs. At a height of 460
feet he steered for the forts surrounding the
town. His machine was assailed by artillery
and rifle fire and two bullets struck the bi-
plane; but the parts hit were not vital, and
the pilot was able to continue his flight. Ovei
Fort Bezhani, which was the key to the situa-
tion, M. Sakoff dropped his six bombs, which
did considerable damage and caused a panic
In the course of his return flight to Nicopolii
the airman suddenly discovered that his petro
was exhausted, as one of the enemy's bullets
had pierced his reservoir. M. Sakoff was
consequently, obliged to descend near Pre-
veza for petrol and repair. He regained
Nicopolis without further trouble. The in-
formation that he was able to give to the
military authorities justified an immediate at-
tack, with the result that Yanina fell a few
days later.

Other Bulgarian aeroplanes were hit dur-
ing the war. Out of four aviators who were
killed, but one death was due to enemy's bul-
lets or shrapnel. A great part of the 25
machines were old, more or less decrepit, or
obsolete. The aviators were mostly foreign
civilians.

The Servians had 20 machines and the
Greeks twelve. The Greek aviators did note-
worthy reconnaisance work over Salonika
and good drawing were made of Prereza.
One Greek, with a hydroaeroplane, recon-
noitered the Turkish fleet with an observer,
dropped bombs on the vessels and forts and
returned safely after 2>^ hours to the Greek
destroyer.

The Turks had about 14 machines but only
one was set up when the war broke out. For-
eign civil pilots as well as Turkish military
were employed. Two machines were cap-
tured, a few broken by continued moving,
and some burned to save them from the
enemy. No mechanics could be had and the
lack of information obtainable by aeroplane
caused disaster at Kirkkilisseh.

FOKKER FLYING BOAT

AERONAUTICS, Dec. 1913

Page 207

ARMY AERONAUTICS
Appeals to Congress for aeronautical ap-
propriations during the past three years have
resulted in meagre funds indeed. Perhaps
those who rail may be spending their efforts
in vain. This country is proverbially slow
in taking up new inventions. Military aero-
nautics is undoubtedly new, even to military
men themselves. Yet, abroad, every effort
is being made by experts in the science of
arms to ascertain the last vestige of benefit
the aeroplane may be in warfare and
through countless experiments and trials to
invent improvements in aircraft. The re-
sults of all this work are, obviously, most
gratifying.

In this new art and science of aeronautics
it is particularly difficult to impress matter-
of-fact people. The calls of the Army and
Navy for aeronautical funds, and the en-
dorsements of civil aeronautical organiza-
tions are discounted by Congress. Quite
naturally!

National pride on the part of taxpayers,

as well as the military importance of being
properly prepared, demands that this coun-
try be in the forefront of progress in aero-
nautics as in other branches of national ad-
ministration.

The whole matter of aeronautical appro-
priations can quickly be settled by first-hand
methods. Let Congress send a small com-
mittee abroad to see with its own eyes what
the great powers of Europe are doing m
aeronautics. Let this committee study the
question! All interested in aeronautics are
willing and anxious to abide by the views
of Congress once the importance of this art
is given the opportunity to demonstrate for
itself. This is better than volumes of offi-
cers' reports and lay handbooks. This
would be a Congressional trip that the
American people want to have some Con-
gressmen take.

We believe Congress is fair and willing
"to be shown" if the proper opportunity is
presented. May not this suggestion offer
this opportunity?

Aeronautics Issues Semi-Monthly

BEGINNING with the first of 1914, AERONAUTICS will be issued twice a month,
on the 13th and 30th. The first January Number will appear January 13th ;
the second January Number will be mailed January 30th. Advertisements will ap-
pear every issue or every other issue as desired by advertisers. The price of single
issues will be 13 cents.

THINGS are moving more swiftly these days. The "slump" in aeronautics in this
country is over. Whatever of industry there is is now solid and growth from
now on will be real. "There will be more done in the next 18 months than has been
done to date in aeronautics."

rpHE aeronautical manufacturers are most enthusiastic over the announcement that
A AERONAUTICS is to be a semi-monthly, the first in this country. "If any mag-
azine gives value received it is AERONAUTICS." "We think the time is about ripe
for such a step and no doubt will make AERONAUTICS more popular than ever."
"It will increase the field of AERONAUTICS' usefulness to a great extent."
With such whole-hearted support from the trade, and with the generous endorse-
ment of the readers, which AERONAUTICS has always enjoyed, the future holds
no limitations.

WILL my good friends, the readers, show their so often expressed appreciation
of the magazine in an active way? Will you, friends, see that your town
library subscribes? If you know of someone who may be interested in the magazine,
will you send me his name for a sample copy? Will you induce your clubs' secre-
taries to subscribe to AERONAUTICS ? If there is an educational institution in your
town, will you say a word? Wherever you can find an opportunity, will you boost
for aeronautics and the magazine?

Page 208

AERONAUTICS, Dec. 1913

TENTH A

At a public meeting held December 18, the nearest
date of the scheduled monthly meetings of The
Aeronautical Society, there was celebrated the Tenth
Anniversary of Practical Power Aeroplane Flight.
Ten years and a day before, Orville Wright flew
a distance of 120 feet under power at a uniform
elevation.

The meeting was presided over by William J. Ham-
mer, a long-time friend of the Wright Brothers.
Hudson Ma.xim and Hon. James M. Beck lauded the
achievements of the famous inventors. "Much honor
is due to the many inventors, from Leonardo da
\inci down to the Wright Brothers, for helping to
solve the problem of mechanical flight. A few of
them almost did it, but not quite. There was that
difference in what they did and what the Wright
Brothers did, which, in this world, divides success and
failure. Consequently, the Wright Brothers are at
once the Columbus, the Peary, the Ericcson, the
Morse, the Bell, the Edison, of aeronautics," said Mr.
Maxim.

A set of engrossed resolutions were presented to
Mr. Orville Wright by Lee S. Burridge in behalf of
the Society. Thomas A. Hill was called upon to
present Mr. Wright with a bronze figure by Auguste
Moreau. Ralph H. Upson addressed the meeting and
told of the situation in aeronautics in Europe as
viewed bv him.

On December 17th was celebrated the Tenth
Anniversary of the First Flight made in a
Power Driven Aeroplane.

Ten years ago on that day, Wilbur and
Orville Wrig'ht made four flights on the
coast of North Carolina near Roanoke Island,
a spot historic in America's history as the
site of the first English settlement in the
Western Hemisphere.

The first flight started from level ground
against a 27-mile wind. After a run of 40
feet on a monorail track, the machine lifted
and covered a distance of 120 feet over the
ground in 12 seconds. It had a speed through
the air of a little over 45 feet per second,
and the flight, if made in calm air, would have
covered a distance of over 540 feet.

Three days before, on the 14th of December,
Wilbur Wright had essayed a flight from the
side of the Kill Devil sand hill, but in three
and one-half seconds he landed at the foot of
the hill without having demonstrated the abil-
ity of the machine to sustain itself in hori-
zontal flight. Altogether four flights were
made on the 17th. The first and third by Or-
ville Wright, the second and fourth by Wil-
Inir Wright. The last flight was the longest,
covering a distance of 852 feet over the ground
in 59 seconds. After the fourth flight, a
gust of wind struck the machine standing on
the ground and rolled it over, injuring it to an
extent that made further flights with it impos-
sible for that year.

The gliding experiments of Lilienthal in
1896 led the Wright Brothers to become in-
terested in flight. The next four years were
spent in reading and theorizing. In the Fall
of 1900 practical experiments were begun with
a man carrying glider. These experiments
were carried on from the sand hills near
Kitty Hawk, North Carolina. The first glider
was without a tail, the lateral equilibrium
and the right and left steering were obtained
by warping of the main surfaces. A flexible
forward elevator was used. This machine was

AERONAUTICS, Dec. 1913

Page 209

DF FLIGHT

Mr. Wright said: "I wish to take advantage of this
opportunity to express to the members of this Society
my appreciation of the honor they have done my
brother and myself in making us honorary members at
the inception of the organization, and also for the
resolutions in commemoration of our tirst flight and
tlie presentation of this figure, wliich is very beautiful,
I can assure you.

"Vour presiding officer has mentioned the stabilizer.
I think it is a little premature to say anything about
it at present. It is true that fur some years we have
been working on a machine to make flying safe,
taking balancing out of the hands of the man, so that
only steering is left to the care of the operator. We
have a device which experiments of the last few
months have given us very great hopes will do this.
I do not know what there is I can say about it at
present. I do not like to talk too much aljout things
until we have them actually perfected and in operation.
What we have at presen.t takes care of both lateral
and fore-and-aft balance and it performs in a manner
better than an operator can do. In making turns it
banks the macliine the proper amount, it never allows
'stalling,' which is common to too many of our opera-
tors and has been the cause of so many accidents.
We have had a few little mechanical problems which
have delayed us but we hope to have it ready for the
market before the summer season."

flown as a kite with and without operator,
and several glides were made with it.

A second machine was designed of larger
size, and many glides were made with it in
1901. This machine was similar to the one of
1900 but had slightly deeper curved surfaces,
Experiments with this machine demonstrated
the inaccuracy of all the recognized tables of
air pressures, upon which its design had been
based.

In 1902 a third glider was constructed, based
upon tables of air pressures made by the
Wright Brothers themselves. The lateral con-
trol was maintained by warping surfaces, and
a vertical rear rudder operated in conjunc-
tion with the surfaces. Nearly a thousand
gliding flights were made with this machine.
An account of these experiments given in 1903
by Mr. Chanute in talks before scientific socie-
ties in Europe and in articles contributed to
technical papers, led a number of persons in
France to take up experiinents with a simi-
lar machine, which was called a Chanute-
Wright type. Among these were Archdeacon,
Esnault-Pelterie and the Voisin Brothers.
Captain Ferber had already in 1902 built
what he termed a "Chanute-Wright" type ma-
chine.

In 1903, the Wright Brothers designed a
machine to be driven with a motor. They
also designed and built their own motor. This
had four horizontal cylinders, 4 in. by 4 in.,
and developed 12 h. p. Two propellers, turn-
ing in opposite directions, were driven by
chains from the engine. After many delays
the machine was finally ready and was flown
on the 17th of December, 1903, as related
aliovc.

In the Spring of 1904, power flights were
continued near Dayton with a machine similar
to the one flown in 1903. but slightly heavier.

The first complete circle was accomph^shed
uii the 20th of September, 1904, in a
Continued on page 220

flight

Page 210

AERONAUTICS, Dec. 1913

''STABILITY IN FLYING MACHINES"*

Criticism on Mr. Merrill's Paper

By L. B. SPERRY

Let me ask if there are any aviators pres-
ent who care to fly a machine which under
certain conditions would suddenly dive or
climb, with a tendency more powerful than
his controls? If there are any who are
looking for such a vehicle on which to test
their powers let them choose the so-called
inherently stable plane.

Air. Merrill has conceded that the so-
called inherent stability is more or less pen-
dulous in action, resulting in undulating
flight. So-called inherent stability cannot
call upon a considerable righting couple
without moving out of its stable zone to
generate that righting couple; it cannot,
therefore, return to its zone until the dis-
turbing forces cease. In other w^ords, a so-
called inherently stable plane defeats its
own purpose when, in order to fight a dis-
turbing influence, it departs from its stable
zone to do it. Then consider that a ma-
chine having powerful torques, which tend
to make it assume certain aspects to the
atmosphere, will be most dangerous on
rough days. When this machine enters an
up or down trend it will try to bring about
the same relation to that up or down trend
that it formerly had in quiet atmosphere.
The aviator will then have to fight to keep
the machine from diving or climbing.

Now let us compare an aeroplane with a
ship. It is true that the longitudinal sta-
bility of a ship working in two fluids, as it
does, is not analogous to the longitudinal
stability of an aeroplane. In lateral stability
it is akin, since lateral tip does not increase
the lift of either, but decreases it. We find,
as naval architecture has advanced in seek-
ing seaworthiness, that the righting couple
has been tremendously reduced. The "Irn-
perator," for instance, has a metercentnc
height of about the length of your 16-inch
slide rule. Now, if powerful righting
couples are the vogue for ships, then a raft
would be the boat on which to fight rough
seas, and we should wish to discard the
present type of aeroplane.

We have it from an eye-witness of the so-
called lateral inherently stable Fowker ma-
chine that to him it did not fly but fluttered
constantly, tipping from one side to the
other. At times it tipped to large angles,
and what amazed him was that it did not go
all the way over. From the foregoing we
feel justified in describing such a machine
as inherently cranky instead of inherently
stable.

So-called inherent stability is not a new
thing; on the other hand, very old. Lang-
ley, Lilienthal, Montgomery, all worked on

*Read before the Society of Mechanical Engineers,
October 14, subsequent to the Merrills lecture before
the same Society.

this theory for stability. One of the first
Bleriot machines was a following plane
type, copied from Langley. In 1905, John
J. Montgomery, of Santa Clara, California,
filed a patent for his inherent stable plane.
From 1885 to October 31, 191 1, he experi-
mented with his inherently stable plane
which caused his death when he evidently
was unable to straighten it from a nose dive.
That that type is not the present type, is
only another indication of the fallacy of a
large righting couple.

My experience has led me to believe that
present machines have more righting couple
already than is necessary. So much for so-
called inherent stability.

The sum and substance of Mr. Merrill's
paper is that present machines have certain
defects in design which make them unsafe.
He suggests remedies for these defects, and
concludes by saying that before aviation is
placed upon a firm foundation a correct the-
ory of design must be worked out by labora-
tory research.

Paragraphs 5 and 6 of the abstract read
as follows:

"Present machines are so badly designed
that dangerous couples are introduced
which have to be offset by other couples in-
troduced by the pilot. That we fly as well
as we do is not due to the design of the
machine but to the skill of the pilot."

"It is possible to design a machine in
which the couples introduced are righting
couples, and in which no offsetting couples
are needed. Until such a machine is pro-
duced there will be only a small market for
the sale of flying machines."

All save one minor defect in "present ma-
chines" do not exist in a correctly designed
machine, as for instance the Curtiss flying
boat. I have no connection, by the way,
with the Curtiss Company, but am naming
this machine because it is the one with
which I am familiar.

The first defect, see paragraph 4 of the
body of the paper, reads as follows:

"These rotations have a great influence
upon safety in flight, not only because they
throw the machine away from a safe hori-
zontal position, but particularly because they
affect the speed of the machine upon which
control depends. Of the two, a stalling ro-
tation is the more dangerous for two rea-
ons: (a) because the pressure angle is in-
creased, which increased the resistance, and,
unless the thrust of the screw is increased
proportionally, the speed is decreased. This
is always dangerous, and many accidents
have been due to stalling, (b) If the an-
gular velocity of a stalling rotation is high,
there will be a rapid increase of pressure
per square foot on the supporting surfaces,

AERONAUTICS, Dec. 1913

Page 211

and this sudden strain may cause the ma-
chine to collapse. Several deaths have been
due to this cause."

Reason (a). We will grant that the the-
ory is correct, although I do not know of
anyone experiencing difficulty along this
line.

Reason (b). That if the angular rotation
is too high, it may cause the collapsing of
the machine is ridiculous. Imagine a ma-
chine to be dived vertically so as to attain
a maximum velocity of 125 miles per hour
(Beachey timed on a vertical dive). The
machine to then be given the angle at which
it will give the maximum lift, this total lift
on a 2,000 flying boat will be 6.7 times the
normal lift. This is a rough estimate of the
maximum stress that can be possibly exert-
ed upon a machine. Dr. Zahm allowed a
safety factor of 10 or 12 on the Curtiss fly-
ing boat. Mind you that in normal flying
one never reaches beyond 70 or 75 miles per
hour. I can of course get the necessary co-
efficient from Eiffel which would allow me
to calculate the stress within a small per
cent.

Next, see paragraph 7, which reads:

"Too rapid a diving rotation has caused
the downward collapse of machines and the
deaths of some aviators." This stress has
been considered in a similar manner by Dr.
Zahm in the design of the Curtiss Flying
Boat.

Referring to paragraph 11 of his paper,
Mr. Merrill does not consider the pressure
brought to play on the tail surfaces, when
the machine's angle is changed from 5 deg.

to 8 deg. The stability couple produced by
the shifting of the center of pressure is
very small compared with the stability one
caused by pressure on the tail planes. Eif-
fel's graphs show that a change of angle
of from 5 deg. to 8 deg. shifts the pressure
2-^,2 per cent, forward, which means a mo-
ment of % feet on a machine having a 5
foot cord. The anti couple would there-
fore be on this 2,000 lb. machine 250 lbs. —
ft. Now let us consider the stability
couple. The 50 sq. ft. of tail area having an
angle of 3 deg., will give us according to
Eiffel, 144 lbs. lift, acting at a distance of
14 1-5 ft. The stability couple is equal to
2,045 lbs. ft. minus 250 lbs. ft., the anti
couple produced by the center of pressure
shift, leaves i,79S lbs. ft. stability force.

The gist of paragraph 18 and on, etc., is
given in paragraph 4 of the abstract, which
reads:

"In most machines lateral stability is
maintained by increasing the positive
pressure angle of the tip to be raised. This
tends to retard that tip and turn the ma-
chine in the wrong direction. This false
turning movement is offset by the vertical
rudder. It is possible to maintain lateral
stability by moving a surface to a negative
angle on the tip to be lowered, and this
will produce a turning movement in the
right direction, hence no offset will be
needed."

This defect is not present in the Curtiss
machine, when the high side is retarded
more than the low one because of the down
trend that exists between the wings.

NEW TESTS FOR MILITARY PILOT

The following requirements for a military
aviator, effective January i, 1914, have been
approved by the Secretary of War.

Make a cross-country flight over a triangu-
lar course not less than 100 miles in perimeter
with two intermediate landings ; flight to be
completed within 48 hours after start.

Make a straight-away cross-country flight,
without landing, of at least 60 miles, over a
previously designated course; return flight to
be made either same day or flrst subsequent
day weather permits.

During both flights candidate shall remain at
least 1,500 feet up.

Remain for at least 30 minutes at an altitude
of between 2,500 and 3,000 feet. This require-
ment may be accomplished during one of the
cross-country flights.

Execute a volplane, with motor cutout com-
pletely, at an altitude of 1,500 feet, the motor
to be cut out when aeroplane is over the land-
ing field, and on landing cause the aeroplane
to come to rest within 300 feet of a previously
designated point.

Reports will be submitted giving the main
military features observed during the flights
made under first two paragraphs.

No tests made with passengers.

The candidate will then be examined the-
oretically and practically on his ability to read
maps; his knowledge of the compass and how
to steer thereby; his knowledge of the aero-
plane, i. e., what constitutes safe, construction;
how to make the ordinary repairs of an aero-
plane; the action of the machine under ordi-
nary flying conditions, covering the points on
the action of the controls, how the angles of
lift on the wings change in making turns, how
the pressures change both on the main planes,
rear elevator, and vertical rudder; and what
constitutes safe flying as far as gliding, bank-
ing, etc., is concerned.

He will be examined on his knowledge of
gasoline motors, carburetters, the most common
troubles that occur to motors, and how to cor-
rect them. He shall be able to make simple
repairs, dismantle and assemble motors, and
shall show a thorough knowledge of all motors
in use at the school.

He shall be examined in meteorology and
topography in so far as they relate to aviation.

To AERONAUTICS.— You have done a
great pioneer work. W. S. H., Miss.

Page 212

AERONAUTICS, Dec. 1913

SPECIAL PREMIUM OFFER TO MODEL BUILDERS

A special premium ofifer is made to
new subscribers in the model field. A
complete set of materials for a model
Bleriot-type monoplane, shown in the

illustration, with directions for con-
struction and flying, will be given free
with each new yearly subscription sent
in by a model flyer. This set of pans

sells alone for $3. The subscription to
AERONAUTICS is $3 yearly. Read-
ers of the model page may have both
for the price of one.

This unassembled model is built by
the Wading River Mfg. Co., of Wad-
ing River, N. Y., and includes com-
plete woodwork and rattan cut to
lengths, fabric for covering planes,
proofing solution, wheels, ball-bearing
propeller shaft, propeller blank, rub-
ber strands, nails, wire, tubing, axle,
etc., etc. This concern makes, in un-
assembled or assembled form, minia-
ture aeroplanes of all the well-known
types and furnishes supplies of all
kinds for the building of miniature
flying machines. An extensive cata-
logue is sent free on request.

MODEL NOTES

By HARRY G. SCHULTZ, Model Editor.

The model shown in the accompanying
drawing was constructed by Derza Dayko,
of Perth Amboy, N. J.

In spite of its large plane surface and
high pitch slow turning propellers, it is an
excellent flyer and has made flights of 2,100
feet and 121 seconds' duration.

The fuselage is of the well-known "tri-
angle" or "A" type, and is constructed of
two spruce strips 38 inches long by ^-^ x J^
inch in cross section, braced at the center
by an X-brace of bamboo. The rear brace
or propeller bar is also constructed of split
bamboo % 'x. % inch.

DKTKO ALBATROSS'

AERONAUTICS, Dec. 1913

Page 213

The planes are constructed of spruce and
bamboo, the main spar in each being ot
spruce; the spar in the main plane being
J4 X 5/32 inch in thickness, and that in the
elevator being 3/16 x Y^ inch in thickness.
The ribs and entering and trailing edges of
the planes are of bamboo, and the tips ot
each plane are given a slight negative angle,
as shovv^n. Both planes have a rather deep
camber and are covered on the upper side
with bamboo paper, treated with Ambroid
varnish.

The propellers are 12 inches in diameter,
with a pitch of approximately 36 inches, and
are carved from a solid block of white pine.
The bearings consists of the usual small
pieces of tubing and washers. Each pro-
peller is driven by 11 strands of >8-inch flat
rubber.

MODEL GLIDERS.

Although there are many model flyers
thoughout the country, there are very few
who have gone into the model glider side
of the sport, although those who have ex-
perimented in this manner will readily tes-
tify that much more sport can be had with
model gliders than with the model aero-
planes.

In order to obtain good glides, a hill or
slope must be obtainable, and the glider is

launched from the top of the hill against
the wind, with the nose of the glider pomt-
ing slightly downward.

A glider must be much more delicately
balanced than a model aeroplane, and flights
can be obtained with a well-balanced glider
of over 1,500 feet with durations of over 100
seconds. If the glider has the least too
much elevation and is headed into a strong
breeze, it will quickly stall and slide back-
wards. The object is always to get the
glider on an even keel, and in view of the
fact that the glider is headed into the w^ind,
there always is a tendency for the front of
the machine to rise and the rear to drop,
thereby causing the glider to stall, as above
stated. To overcome this it is generally
necessary to weight the front of the glider
in some manner, although the writer knows
of one flyer who had his front plane, or ele-
vator, so arranged as to increase or de-
crease its surface, according to the velocity
of the wind.

The writer is an enthusiast on this side of
the sport and would like to hear from
others, receive descriptions of their gliders,
results of flights, etc.

All queries regarding models and model
flying should be addressed to the Model
Editor, Mr. Harry G. Schultz, 23 West io6th
street. New York City, N. Y.

MODEL AEROPLANE CIRCLES CITY
HALL.

Mr. Frank Schober, late of the Curtiss Company,
has lately turned his attention to performing stunts
with model aeroplanes, and on the 21st of November,
1913. he proceeded to entertain the downtown section
of New York by launching a model from the tower
of the World Building. The model was a small
affair, of a type known as Red Racer, and immediately
following the model a small glider was launched.

The model climbed in spirals to an immense height,
circled the City Hall several times and with unerring
accuracy landed in the doorway of the Hall, as though
it had full intentions of paying a visit to his Honor
the Mayor. The glider soared practically out of
sight, having a duration of over 2 minutes.

The tests were witnessed by a large crowd and Mr.
Schober had a very difficult time getting his model
into his possession again.

THE COLLINS CONTEST.

The Collins R. O. G. model contest, held on De-
cember 14, proved to be a great success and resulted
in a new world's record being established by Mr. R.
Funk, of the Long Island ]\Iodel Aeroplane Club,
with a flight of 1,620 feet, breaking Mr. L. Bam-
berger's record of 1,542 feet.

In the distance contest held in the morning, the
small, speedy model of Mr. C. Obst (L. I. M. A. C.)
had its own way and looked to be an easy winner,
but by his last flight Mr. Funk demonstrated the
superiority of his model by easily eclipsing Obst's best
flight of 1,264 feet.

The afternoon contest was for duration, and Hodg-
man (B. R. M. A. C.) showed that his model pos-
sessed great stability in spite of the very strong wind
blowing, by winning the contest with a flight of 56 2/5
seconds. The field was covered with small trees,
which greatly interfered with the flying of the models
and resulted in a combination model flying and tree
climbing contest. .\ very strong wind blew all day,
and it can be said that there were not more tban
two or three models in good condition after the con-
test. While in the air some of the models performed
feats that would have put Mr. Pegoud to shame,

looping the loop, flying upside down, side slipping and
performing other marvelous feats.

Mr. Edward Durant and his very able assistant,
Mr. George Bauer, conducted the contests in fine
style. Mr. Durant acted as official timer and Mr.
Bauer had the tiresome task of measuring all
flights, and it can be said that quite a number of
miles were traversed by him. The contest was con-
ducted on the point system, and after the mathe-
maticians had consulted, it was found that Mr. R.
Funk was the winner. The results are as follows:
POINTS.

Dis- Dura- Points,

tance. tion. Total.

Funk I 3 4

Hodgman 4 i 5

Obst 2 5 7

Heil 6 2 8

Cavanagh 6 4 10

W. Bamberger 3 7 10

Ness 6 5 II

Judges — Messrs. Durant and Bauer.
The prize for which the contest was held was a
handsome gold medal offered by Mr. Francis A. Col-
lins. Mr. Collins is one of the benefactors of the
sport and is continually offering prizes to encourage
the flyers.

MODEL CONTESTS.

Excellent contests are held every Saturday after-
noon at \'an Cortlandt Park, between the hours of 2,
3 and 5 o'clock. The contests held on December 6,
IQ13. for duration, R. O. G. models, was won by Mr.
Frederick Watkins, with a duration of 62 seconds;
second, Mr. Carl Trube, 55 seconds, and Mr. Rad-
cliffe was third with 46 seconds.

Contests in competition for a cup offered by Mr.
Ilerreshoff started on Deceml)er 14. The first contest
was a very exciting affair, with a great number of
spectators and competitors, and was won by Mr.
Frederick Watkins, who, by the way, seems to have
tlie knack of winning these weekly contests, with a
flight of 1,224 feet, rising from the ground. Mr.
RadclifTe was second, with a flight of 040 feet. These
contests will run for two weeks longer and promise
to be very interesting affairs.

Page 214

AERONAUTICS, Dec. 1913

SUBSCRIBER'S FORUM

ON LATERAL CONTROL.

May 19, 1912.
To the Editor : — -

In regard to Albert Adams Merrill's article
in your April issue on the " 'The Fallacy' of
Existing Systems of Lateral Control":

When Mr. Merrill states that in his pro-
posed system of producing simply a negative
angle of incidence on the high side of the
aeroplane for lateral balance "the rudder plays
no part," he must be calculating on flying in
random directions in the air; for in order to
keep in the straight or desired course the ver-
tical rudder must surely be used in nearly
every balancing operation with such an ar-
rangement. If both ailerons are meant to be
normally lifting, then to leave the low-side
aileron normal and first simply decrease the
angle of incidence on the high side must cause
greater speed on that side and consequent
deviation from the course unless the rudder is
used to counteract it; and if the rudder is not
used to counteract it, then the greater speed of
the high side resulting from the lessened head
resistance will tend to cause increased lift —
instead of depression — on this high side, mak-
ing it necessary to bring the aileron to the
same angle of incidence upward from the hori-
zontal (in horizontal flight) as that to which
the untouched (low-side) aileron is set down-
wards, before the head resistances on the two
sides are equal ; for until this is accomplished
either the vertical rudder must be used or the
machine will veer out of its course — toward
the side of the greater angle of incidence; and
as, much oitener than not, the amount of de-
pression of the high side caused by bringing
the aileron on that side to the same angle up-
ward as it was downward, would not be ex-
actly the amount of depression required to
right the machine, the steering device must
therefore be used more or less in all these
other cases in order to keep in a straight
course; and a wavering course is wasteful be-
cause longer.

This action is hence more complicated than
the present aileron and rudder use; and while
it is doubtless somewhat more efficient, es-
pecially in making turns, than the ordinary
method, which uses large and wasteful angles
of incidence and then uses the vertical rudder
to counteract the very unequal lateral re-
sistances (such as bringing one aileron to 12
degrees incidence while the other is level),
there is, I am convinced, a much better and
more logical method. This is the use of ail-
erons normally level and non-resisting when
the machine is flying on the level, thus turning
equally as much upward on one side as down-
ward on the other, so that the head resistances
are always equal in level, straightaway flight
and the vertical rudder is therefore not re-
quired at all in balancing, greatly simplifying
it; smaller — and hence more efficient — angles
of incidence are used than in any other sys-
tem in producing the same balancing effect,
and in banking for turning there is less resist-

ance on the swift-moving, outer side and more
resistance on the slow inner side (aiding in
steering) than probably in any other balanc-
ing method with ailerons or wing-tips, and
less use of the vertical rudder is therefore
necessary in turning. And, in this connection,
it should be noted that the vertical rudder
must slow up the whole machine when used,
because located at the center line; so that
steering by means of using a variable re-
sistance surface on the inner side of the turn
is doubtless more efficient, because it slows up
only the side that should be slowed.

Besides making ailerons normally level, or
zero-angle, I would make them bend in a
curve up or down, as does the Wright eleva-
tor, thus giving a more efficient lifting or de-
pressing surface than a flat one would; and
I also add vertical, lateral sides, extending
several inches above and below, so as to con-
serve the vacuum above and also prevent the
compressed air below from spreading side-
ways to no purpose, especially toward the rear
of the aileron; but perhaps level ailerons with
a fixed concavity and these vertical sides
would be most practicable and efficient.
Yours very truly,

Elmer G. Still,
Livermore, Gal.

THE BOSCH NEWS.

Attention is called to the Bosch News, pub-
lished by the Bosch Magneto Co., 223 West
46th Street, New York. The Bosch News is
a handsome little house organ and each issue
contains valuable information on the care of
magnetos, new developments, various types,
mounting, wiring, relation to horsepower of
motors, etc., etc. Every one who owns a
magneto should ask the Bosch company to put
him on its mailing list. This little journal is
full of worth-while data and should be re-
ceived regularly. This is not a "press notice"
but a plain, simple paragraph for the good of
all.

PATENTS ISSUED.

•1,077,111— C. R. and A. V). Wittemann, Ocean Ter-
race, Staten Island, N. Y. STABILITY system.
Claims cover combination, with an aeroplane, of auto-
matic pivoted connected balancing vanes arranged in
vertical positions parallel to the direction of travel
adjacent wing ends and having their upper rear ends
turned diagonally outward and forward, means for ad-
justing said vanes, connection between them.

By shifting the operating lever to right or left, the
upper curved edge of the right hand balancing vane
will be moved outwardly and downwardly while the
corresponding end of tlie left hand balancing vane will
be moved inwardly. By this movement a greater por-
tion of the outer surface of the right hand balancing
plane will be caused to assume a more horizontal posi-
tion and thereby offer a greater resistance to the air
and serve to lift the right hand plane, the left hand
balancing plane at the same time being caused to
present a smaller area to the air and lessening the re-
sistance of the air thereto will permit of the left hand
plane rising and thus cause the machine as a whole to
move and become properly balanced.

1,077,114— C. E. Baker, Hamilton, O. PARA-
CHUTE for aviators.

AERONAUTICS. Dec. 1913

Page 215

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

Use our Waterproof Liquid Glue, or No. 7 Black, Wliito, or Yellow Soft (,)u;ility (;hu> for water-
proofing the canvas covering of flying boats. It not only waterproofs and preserves the canvas
but attaches it to the wood, and with a coat of paint once a year will last as lonfr as the boat

For use in combination with calico or canvas between veneer in diagonal planliins; ind for
waterproofing muslin for wing surfaces. Send for samples, cir-culars, ilirectiot^s for «Ve etc

L. W. FERDINAND & CO. 201 South Street, Boston, Ma.s., U. S. A.

THE YEAR 1913 IN REVIEW.

Continued from pane 202

mated some 46 as the total production for
established factories. All these figures are
far below the total for 191 1, when the count
was 750 for manufactured aeroplanes by
bona fide factories and individuals.

The definite advance of the year 1913
bears out in every particular the statements
published in the January, 1913, number. Esti-
mates for 1914 by several conservative man-
ufacturers put the production for next year
at more than double that for 1913. It is en-
couraging to note the confident opinion of
the trade concerning the outlook for 1914.

The holding of the international and na-
tional balloon races in this country next
year, as well as the growing interest in the
pleasure of free ballooning, will stimulate
this sport, and balloon builders view with
satisfaction the anticipated increase in the
volume of business, which has been neg-
ligible for the past few years.

The small exhibition dirigible may be ex-
pected to return to the favor of fair man-
agers, _ as these will appear now as real
novelties. Witli hydrogen easily available
in compressed form, smaller and lighter
balloons will be built to take advantage of
the superiority of hydrogen over coal gas.
Perhaps we will see a demonstration of the
"hot-air" dirigible next year, as admissions
are now made of its practicability.

STATEMENT OF THE AERONAUT-
ICAL SOCIETY REGARDING
"TIMES'" AERIAL
DERBY.

In the course of arrangements for the race and
the interchange of communications between possible
contestants and The Aeronautical Society, upon the
affirmation of at least three "licensed" contestants
that they had no objection to competing in a so-called
"unlicensed" contest, and by reason of the fact that
one entrant (who turned out to be the winner) was
not the holder of any flight certificate from any organ-
ization, it was announced to all competitors and was
veil known that the race was open to any competent
flyer who cared to take part.

The Society is given to understand that a few days
subsequent to the race the Aero Club of America held
a meeting of its contest committee and declared that
as far as its "official" records were concerned Charles
S. Niles was the winner, and not William S. Luckey,
who made the best time, by reason of the latter
not being a "licensed" pilot.

Having been informed that the Aero Club of Amer-
ica had, prior to the race, communicated with the
New York Times, the donor of the prizes, regarding
the matter of "license" for the race, The Aeronautical
Society addressed the Aero Club of America asking
that body to inform the Society whether or not it
had so communicated with the Times and, if so, the
purpose of the interference. No satisfactory informa-
tion or replies were vouchsafed.

The magazine Flying, the official organ of the
Aero Club of America, later reported the event, plac-
ing Luckey first, Niles second, etc., in accordance with
the report of the Society's judges, stating therein that

the race had been sanctioned upon application made a
few days before and that W. Irving Twombly, then
president of The Aeronautical Society and a member
of the Aero Club of America, had been appointed the
Club's "responsible steward."

It developed that Mr. Twombly had asked for "sanc-
tion" on behalf of the Society, without authority. A
resolution was passed by the P.oard of Directors of
The Aeronautical Society to the efTect that Mr.
Twombly's action, though taken in good faith and
with tlie best of intentions, was unauthorized by the
by-laws of tlie Society or any action on the part
of the members; the Society being already on record
in favor of Federal control. The by-laws provide
that nothing shall be done affecting the policy of the
Society without vote of the membership. This reso-
lution further provided:

"That it is the sense of this meeting that the
Aeronautical Society desires to maintain its friendly
relations with the Aero Club of America and all
other bodies of a similar character for promoting the
general welfare of the science and sport of aviation
but the recognized and established policy of this
Society is and always has been to maintain strict im-
partiality in its relations with all other bodies and
organizations engaged in similar undertakings, that it
is not and never has been affiliated witli any other
organization and does not recognize and has not at
any time recognized the authority of any other organ-
ization in directing, controlling licensing, or other-
wise interfering in the discharge of the work for
which this Society was organized, and

"Re it further resolved that it is the sense of this
meeting that this Society should continue to maintain
its attitude of impartiality and individuality in all
matters aeronautical, both scientific and of a sport-
ing character, at the saiue time maintaining as far as
possible the most friendly relation with all other
bodies or organizations similarly engaged." — State-
ment authorized by the Board of Directors.

AERO MART.

For Sale — Our last year's monoplanes and biplanes;
very cheap for cash, or trade for anything of value.
— F. .M., 1522 Norwood .\ve., Toledo, Ohio.

Published Monthly by Aeronautics Press

122 E. 25th St., New York
Cable : AERONAUTIC. New York

'Phones j ^Jjg \ Madison Sq.

A. V. JONES, Pres't ERNEST L. JONES. Treas'r-Sec'y
ERNEST L. JONES, Editor M. B. SELLERS, Technical Editor
HARRY SCHULTZ, Model Ed tor

SUBSCRIPTION RATES
United States, $3.00 Foreign, $3.50

No. 76

DECEMBER, 1913 Vol. XIII, No. 6

Entered as second-class matter September 22, inos, at the
Postofflce, New York, under the Act of Marcli I!, 1ST9.

^AERONAUTICS is issued on the 30th of each Month.
All copy must be received by the 20th. Advertising
pages close on the 25th.

fl Make all checks or money orders free of exchange and
payable to AERONAUTICS. Do not send currency.
No foreign stamps accepted.

Page 216

AERONAUTICS, Dec. 1913

MtUj'^i^'^i^

AT THE ARMY AVIATION SCHOOL.

The winter course of instruction at the Army avia-
tion school at San Diego started on the 8th of De-
cember by a course of lectures on aero mechanics and
aero design by Dr. A. F. Zahm, Secretary of the
Advisory Committee of the Aerodynamical Labora-
tory. On December 30 and 31 Prof. W. F. Durand,
of Leland Stanford, will give two lectures on pro-
pellers. At the close of Dr. Zahm's lectures, W. J.
Humphreys, Ph.D., of the Weather Bureau, will give
a course on meteorological physics and the laws of
the atmosphere as applied to aeronautics. There will
follow a course on theory, design and operation of
aviation motors, a course on topography, aerial recon-
naissance and photography, and a course in radio-
telegraphy. The lectures are given immediately after
the close of flying each day, which continues from
daylight to 10 p. m. It has been found that it re-
quires from nine months to a year, with a lot of ex-
perience in cross country work, before a man can
really be said to be an aviator.

LIEUT. RICH'S ACCIDENT AT
MANILA.

The following is the substance of an extract from
an official letter on this subject: The machine was
flying at an altitude of approximately^ 500 feet and
through some unaccountable reason Lieut. Rich fell
from or w^as thrown out of the Wright 50-h.p. hydro-
aeroplane to the waters of Manila Bay. Instant death
resulted, as when the relief party arrived on the scene
it was found that he had breathed his last. The
cause of the fall will probably never be definitely
known, as it seems that he got a good start and was
progressing nicely at that altitude — when suddenly
the machine was seen to wabble and tilt forward and
Lieut. Rich was seen to fall clear of the machine,
striking the water with terrific velocity, and the_ ma-
chine fell directly, or as near as could be determined,
upon him.

DR. BRASHEAR RIDES IN 'PLANE.

Prof. John A. Brashear has been the first scientist
in this "country to try the aeroplane. Accompanied
by Prof. E. C. Larkin, of the Mt. Lowe Observatory,
Dr. Brashear was interested in seeing Mt. Holly, near
Los Angeles, as a possible site for an observatory.
They visited the aeroplane sheds, and Glenn Martin
offered to show Dr. Brashear Mt. Holly as no pro-
fessor has ever seen it before. The Doctor accepted
the offer, and pronounced his trip the realization of
a dream.

Dr. John Alfred Brashear is an authority on solar
phenoniena, the floor of the lunar crater Plato, comets
and their physical changes, formation of volcanic
craters in the moon, development of astrophysical in-
struments, optical surfaces plane and curved, the re-
finement of modern measurments, etc. He is a mem-
ber or officer of many of the world's greatest scientific
bodies.

LONGEST FOREIGN CROSS-
COUNTRY TOUR.

Daucourt, a French aviator, and a passenger started
from Paris on Oct. 21st, with their destination at
Cairo, Egypt. The flight was made via Augsburg,
Munich, in Germany; Vienna. Budapest, Arad, in
Austria-Hungary; Bucliarest, Varna, on the coast of
Bulgaria, thence to Constantinople, where they ar-
rived on Nov. Qth. On Nov. i6th the start for the
second stage of the flight was made. On Nov. 2_6th
they reached Ihsian, in Asia Minor, within 700 miles
of their goal, where the Borel monoplane was slightly
damaged in landing. On the following night the
machine was set on fire, and the force of the explo-

sion of the gasoline tank completely wrecked the
machine, thus ending the flijjht. The total distance
flown by the aviators was about 3,000 miles, in 35
days.

FLIES 13,000 MILES IN 39 DAYS.

Paris, France, Nov. 29. — By flying 9.996 miles
(16,096 kil.) in 30 consecutive days, Helen won
the Michelin prize for the pilot who covers the great-
est distance in any number of consecutive days, flying
at least 50 kil. a day. The remarkable record was
made over a cross-country circuit. Helen covered
more than the direct distance tlirough the air between
the north and south poles. Counting the flying on
nine days, of which Helen lost the credit through
having to stop before reaching the official timekeeper,
he had covered 20,787 kil. in 39 consecutive days.

SANTA CLAUS BY AIRSHIP.

Cecil Peoli delighted the children of Montreal by
flying in to the announced location from a secret ''
starting place, dressed in Santa Claus costume. This
is the first time Santa has made his Xmas trips t)y
'plane. 1

Corning, N. Y., Dec. 23. — Santa Claus came to
Corning by aeroplane to-day. The Corning Business
Men's Association hired Frank Burnside, of Thomas
Bros., to fly to Corning dressed as Santa, and dis-
tribute gifts to the children of the city from his
aeroplane as he flew low over the streets.

NEW SPHERICAL RECORD.

Berlin, Dec. 22. — Herr Kevlen, with two passengers,
ascended from Bitterfeld, Prussian Saxony, in the
balloon "Duisburg" on December 13. He descended
at Perm, in European Russia, near the Siberian fron-
tier, establishing a world's distance and duration
record. He was in the air 87 hours and traveled a
distance of 1,738.8 miles.

BOMB DROPPING IN GERMANY.

The bomb-dropping competition, organized by the
Ministry of War, came to an end on Nov. i7tli at
Doeberitz. The weather was unfavorable and the
aviators lacked experience. The winner was Herr
Schauenberg, who, while flying at an altitude of be-
tween 2,500 and 3,000 feet, managed in tlie course
of an hour to drop two bombs on a target 262 feet in
diameter. The attempts were not brilliant, and the
entire competition was a deep disappointment to all
concerned. — -The Aeroplane.

NEW RECORD FOR ARMY.

San Diego, Cal., Dec. 18. — .\ new army altitude
record was made here to-day by Lieutenant H. B.
Post, who ascended 10,600 feet, a gain of more than
2,000 feet over the previous record. The ascent was
made in a Curtiss 90-100 h.p. aeroplane No. 23, from
North Island. Lieutenant Post made the first 3,000
feet at an average rate of .';40 feet a minute.

MARTIN MAKES RECORD ALTITUDE
FLIGHT.

Los Angeles, Cal., Nov. 26. — Glenn L. Martin
ascended with a passenger to an altitude of 9,800 feet.
He used a Martin tractor, Curtiss 90-100 h.p. motor.

Raymond V. Morris is building at the Curtiss works
a wonderful fine monoplane flying boat.

No Atlantic Flight Yef,' Wright Thinks.— Wend/me.
Our files corroborate Mr. Wright. — N. Y. Sun.
Same here!

\ERO'NAUTICS, Dec. 1913 Page 217

THE WRIGHT COMPANY

ARE NOW PREPARED TO DELIVER

The New Wright Aeroboat, Model "G"

EQUIPPED WITH TWIN SCREWS. DRIVEN BY THE NEW

WRIGHT SIX CYLINDER 60 H. P. MOTOR, FITTED

WITH MUFFLER AND ELECTRIC STARTER

This craft is the development of years of careful experiment and combines in its

novel form the best practice in hydro-aeroplane and flying boat work. The

dangerous features of the flying boat — lack of safety in flying, shipping of water

and foundering in a rough sea, addition of weight, due to water soaking, the

presence of the motor unprotected over the heads of the passengers, and the drag

and unseaworthiness of the long fuselage hull, have been eliminated.

The structural details of the new machine are worked out to combine simplicity,

strength and reliability.

The craft is perfectly adapted to the use of sportsmen as a machine for safe and

comfortable travel over water at high speed.

THE WRIGHT COMPANY New York Office

Dayton, Ohio 11 piNE STREET

Airmen Should Be Interested In Photography

THE PHOTOGRAPHIC TIMES

Has long been regarded as the standard Some of the other regular features are

American Authority on photographic Articles on practical and timely photo-
matters, graphic topics.

Each number has forty pages of interest- Illustrations showing examples of the

, ^ u-i-i -ij c work of the best American and foreign

mg photographic text, printed on fine paper pictorialists.

from good type, and illustrated witti many Foreien Dieest

attractive half- tones. Camera club happenings, exhibitions, and

The cover for each month is printed in photographers' association notes,
varying colors, and is ornamented with a Items of Interest.

tq: 4. j 1 • u 1. 1- A department devoted to "Discoveries."

different and pleasing photograph. r^ .^ r ^, , . i.- , 1

^, 1 ,, 1 , . ,. . , Reviews of the new photographic books.

The valuable and authoritative formulae Description of the latest novelties and

furnished throughout the year are alone specialties brought out by dealers and

worth the price asked for subscription. manufacturers.

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Page 218

AERONAUTICS, Dec. 1913

INDEX FOR VOLUME XIII.

Note.— Volume I started with the first issue, that
of July, 1907, Volume II started with the issue of
January, 1908. Volume III started with the July,
1908, issue. Volume IV started with the January,
number. Volume V started with the July,
number. Volume VI started with the January,
issue and Volume VII started with the July,
1 910, issue. Volume VIII started with January, 191 1,
number. Volume IX started with the July, 191 1,
issue. Volume X with January, 191 2, Volume XI with

1909,
1909.
1910,

July, 1912, Volume XII with January, 1913, and
Volume XIII with July, 1913.

Only principal articles are indexed. News notes in
general, and smaller mentions are not indexed.
Pages I — 40, No. i, July 1913.

" 41 — 80, No. 2, August, 1913.

" 81 — -120, No. 3, September, 1913.

" 121 — 160, No. 4, October, 1913.

" i6i — 192, No. 5, November, 1913.

" 193 — 224, No. 6, December, 1913.

Aeronautics, Government Progress in 148

-Vccidents, Fatal:

Schmidt 156

Jewell 154

Lillie 112

" Korn 112

Kelly and Ellington 184-216

" Love I ' 2

" Billingsley ~-

Bell 32

Call 32

" Roche 7^

" Bryant 72

Rich 184-216

Aeronautical Society Statement on Derby 215

Aeroplane, Beachey's Special Curtiss 180

" Army, tests of 7°

" Army, German specifications S8

" Breguet Hydroaeroplane 98

" Burgess Tractor for Army 128

" Caudron, drawings loi

Curtiss, 100 H. P. Army Tractor 130

" • Christofferson, 60 H. P. Racing, with

drawings i'4

" Derby, Race around Manhattan 152

" Dunne, Burgess building i74

" Dunne, with drawings.. 87

" German Army specifications 5*^

" Grant Monoplane, with Changeable

Angle of Incidence, with drawings 50, 205

Guns in U. S. Army 64-96

" International Race ii4> 152

" Mars biplane ^32

" Martin "Aeroyacht," with scale draw-
ings 13

" Mooring of Army i33

" Navy, Standard control for 12-50

" Ponnier-Pagny biplane, with drawings 100

" Radley-England hydroaeroplane, with

drawings ^°3

" Record, Burnside almost makes 70

" " Flight, by Garros across Medi-
terranean 114

" " Wood's Cross-Country non-
stop 74

" Royal Aircraft Factory BE 2, with

scale drawings • 9°

" Savary Tractor, by Leicester B. Hol-
land, with drawings 8

" Sikorskv Air-limousine 106

Sopwitli, 80 H. P. Land Tractor 60-102

" Tariff lowered on • ^ 54

The Green Dreamed, by Rita Green

Breeze • • • '97

United States Army requirements for

water-'planes '""

Wright. German military 55

Model E 96, 140. 137

" " Model "CH," hydroaeroplane,

with scale drawings 1 1

Aero Strength of various countries........ •• 104

Airboat, A Yachtman's View of the, by Chas. D.

Lvnch '-5

Aircraft and Automobiles in Germany 34

Armv, Aeroplanes, test of 7"

" ' " mooring of '3^

Equipment of the United States Q^

" German, specifications for aeroplanes 58

" Tests for aviators • ••• 21 1

United States, requirements for water

'planes • "°

United States, aeroplane guns m 64-96

" Aeronautics for 1913 ^°l

" Aeroplanes in Balkans 200

" Aviation School, Lectures 210

Aviaphone, Turners' 175

Aviette, the, by M. B. Sellers 126

Balloon, Ascensions 32, 72, 114, 150, 184

" Dirigible, German 64

" " Knabenshue 176

" " Zeppelin "12" disaster ....135-6

" •' a Gasless 130

" New Record 2it>

" Race, International, by H. E. Honey-
well and R. A. D. Preston. . 150, 166, 167

" " National championship 6, 32

Bell, Grover, death of 32

Bleriot Aerial Launcher 24-95

Billingsley accident 22

Bryant, death of 72

Carburetion, Effect of Temperature on 95

Call, death of Lieut 32

Center, For An Aeronautical (Editoral) 147

Chain Drive, Benoist 24

Cody, death of Col. S. F 72

Constantin Fluid Deflectors, by M. B. Sellers s

Control, Navy tries standard 56

Corporations, New 30, 70, 112, 154, 184, 210

Curtiss-Wright suit no, 184

Developing New Ideas, by G. M. Dyott 45

Dirigibles, German 64

L-II Disaster US

Ellington, death of 184

Floats, cork for 96

Flying-Boat, as a dependable vehicle 176

" Benoist, "Lakes Cruise" model 19

ings 90

Benoist, "Type XIV," with scale

drawings 90

" Benoist Chain Drive 24

" Burgess, 220 H. P., with scale draw-
ings 48

" Christofferson, with scale drawings.. 15

" Cooke tractor "airboat'" 17

" Curtiss "English" 92

" Curtiss, Navy C-_2 53

" Great Lakes Cruise 32

" Hulls, Stream Line Flow under... 19

Officially a Motor Boat 19

" Thomas ' -7

Wright, Model G 1 69

Fowler, Inspection of Power Wires 204

France, Aviation in, by Leicester B. Holland.... 85

Great Lakes Flying Boat Cruise 32

Germany, Subsidized Flying 63

" Dirigibles 64

Ideas, Developing New, by George M. Dyott.... 45

Imports and Exports 30, 70, 154. .1 84

Industry, Review for 1913 202

Inspection of Power Wires, by R. G. Fowler.... 204

Jewell's disappearance 1 54

Kelly, death of Lieut _ 1S4

Laboratory, Langley aerodynamical... 62

Lillie, death of Max "2

Love, death of Lieut 112

Metal Propellers -'05

Models, by Harry Schultz,

26, 68, 65, 108, 143, 156, 181, 186, 212, 216

" Strand Twisting Device 28

Motor Boat, Officially the flying boat is a 19

Motor, Austro-Diamler 90 H. P •'• • • 172

" British Competition (1914^ '8

Bureau of Standards Testing Plant 198

" ■ Curtiss O-X compared 17°

" Easy starting of 59

" G vr'o in England 7°

Hall-Scott 100 H. P. description and test. 20-55

" Maximotor, 100 H. P ■• i77

" Renault, Signal Corps test of the 100 H. P. 128

AERONAUTICS, Dec. 1913

Page 219

AMERICA'S LEADING BALLOON
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Page 220

AERONAUTICS, Dec. 1913

Motor, Revolving Cylinder, by Emile Berliner. . . 165
Rotative, why cylinders aie odd in number 173

" Wright 6 cylinder 60 H. P 141-177

Navy, Curti.ss C-2 Flying Boat 53

'■ Aviation in, for 1913 2o»

Standard Control for Aeroplanes 12-56

Patents 186, 188, 114, 76, 36, 214

" Boland Interference no

" Curtiss running gear 172

Wright 138

Pegoud's "Loop the Loop" 94, 112, 134

Rich, Lieut., death of 184-216

Pilots, F. A. I. changes in conditions 94

Propeller, Heath pitch meter for 59

" Progress made 144

Propellers, Metal 205

Records for 1913 203

Review of 1913 202

Revolving Cylinder Motors, by Emile Berliner.. 165

Roche, death of 7^

Schmidt, death of 156

Somersault in the air, a 62, 94, 112, 134

Spruce beams, tests of 63

Stability, Bleriot stabilizer I73

" Bonnet prize for 94

" Device, Wilson 56

" Gyroscope Stabilizer tried 182

" Inverted "V" 116

" \\'right automatic 138

"Stability in Flying Machines," Criticism on

Merrill Paper, by L. P>. Sperry 210

Stability, by E. G. Still 2 '4

Strut Socket, Thomas 24

TENTH ANNIVERSARY OF FLIGHT

Continued from page 2(i'J

covering a distance of about one mile. z\lto-
gether 105 flights were attempted during the
year, the longest of which were two of five
minutes each, covering a distance of about
three miles. All of the flights were started
from a monorail.

After September a • derrick and a falling
weight were used to assist in launching the
machine.

Experiments were continued in 1905 near
Dayton with a machine similar to the ones of
the two previous years. Between the dates
of September 26th and October 5th, six flights
were made, each covering a distance of more
than TO miles and lasting more than 17 min-
utes. The longest was a little more than 24
miles in length and 38 minutes in duration.

The years 1906 and 1907 were spent by
the Wright Brothers in constructing new ma-
chines and in negotiations with various Gov-
ernments. The Wrights proposed to furnish a
machine that would carry a man and fuel sup-
plies, sufficient for a flight of 100 miles; to
demonstrate the machine with a flight of one
hour's duration, in which the machine must
cover a distance of more than 30 miles and
rise to a height of more than 100 feet. _ They
further proposed to manoeuver over circular
and "L" shaped coutses. They agreed that
they were not to receive one penny if their
machine should fail in any one of these par-
ticulars, but the heads of the military depart-
ments of all the Governments were so skep-
tical that they were afraid of becoming the
"laughing stock of the world" in entering
into negotiations even under such conditions.

It was not till 1908 that the Wright Brothers
found purchasers for their invention. In that
year they made a contract to furnish one ma-
chine to the Signal Corps of the United States
Army and to sell the rights to their invention
in France to a French company. In_ both
cases they agreed to carry a passenger in ad-

Subsidized flying 62

Switch, new Bosch press-button 129

Tariff lowered on aeroplanes 154

Technical Talks, by M. B. Sellers:

" " Aviette, the 126

" " Constantin, Fluid Deflector of

M., and Its Application to the

Aeroplane 5

" " Dunne Aeroplane, with scale

drawings 87

" " Solids, Resistance of, and Wind

Deflection 47

" " Wind Tunnels, Comparison of. . 54

Test, of spruce beams 63

Signal Corps test of Renault 100 II. P.

motor 12S

Turnbuckle, demountable ioj)

Turner "Aviaphone" 173

United States Signal Corps buys Burgess trac-
tors 128

\"ilas Crosses Lake Michigan 30

War, Aeroplanes in Balkans 206

Wilson Stability Patent 56

Wind, deflections and resistance of Solids, by "SI.

P>. Sellers 47

" Tunnels, A Comparison of, by M. P..

Sellers *. 54

Wood Flies to Washington 74

Wright-Curtiss Suit 110, 184

Wright Incidence Indicator 56

Wright, Tenth Anniversary of Flight 208

Zenpelin, L-II 135-6

" Mileage Statistics 204

oition to the operator, fuel sufficient for a
fliglit of ICO miles, and to make a speed of
40 miles an hour.

After making some preliminary practice
flights at their old experiment grounds near
Kitty Hawk in May, igo8, Wilbur Wright went
to France to give demonstrations before the
h'rench Syndicate and Orville Wright to Wash-
ington to deliver the machine to« the United
States Signal Corps. The machines used by
Wilbur Wright had been standing in bond
in the warehouse at Havre since August of
the year before. Owing to damage done to
the machine in shipment, it was not ready for
the official demonstrations until late in the
year.

Meanwhile Orville Wright in September,
1908, started demonstrations of the machine
contracted for by the United States Govern-
ment. On the 9th he made two flights, one
of 57 minutes, and the other one hour and
2 minutes, world's records. On the loth and
nth, these records were increased, and on the
I2th a ight of I hour and 15 minutes was
made. On the 17th, the tests were^ termi-
nated by an accident in which Lieutenant Sel-
fridge met his death and Mr. Wright was se-
verely injured, so that he was not able to com-
plete the tests until the following year.

Four days after the accident, on 21st of
September, Wilbur Wright made a flight of i
hour and 31 minutes at Le Mans, France, which
record he improved several times during the
following months, and on the 31st of _D<-
cember, \von the Michelin Trophy by a fliglu,
in which he remained in the air 2 hours and -'4
minutes.

From 1907 to date readers are entirely fa-
miliar with progress t'nroagh the reports in
this magazine. A complete chronology of the
flights of the Wright Brothers and all others
up'' to IQTO will be found in William J. Ham-
mer's "Chronology of Aviation," which can lie
had free, upon application to AERO-
NAUTICS.

AERONAUTICS, Dec. 1913

Page 221

E. V. Fritts flying at Oneonta. N. Y. in his 100 H-P
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Page 222

AERONAUTICS, Dec. 191

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JOURNAL OF THE UNITED
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Published under the supervision of the
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Chronology
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Compiled by
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iRONAUTICS, Dec. 1913

lERONAUTICS

Page 223

New and Enlarged Edition, Commencing January, 1914

The Leading British Monthly
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Page 224

AERONAUTICS, Dec. 191,

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I </

JANUARY MID.-MONTH EDITION

EROMtiTIC

iiiiiiiiiiiillli llilillliiiiiiiiiiiiiiiiiiiiiliilli

IV. No. I

JANUARY 15, 1914

1 5 Cents

Property of
E. W. ROSISCHON

Some Competitive
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With

1913

CURTISS
0-X MOTORS

THE MACKAY TROPHY, won by Lieutenants
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TIMES AERIAL DERBY, won by William S.
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52 minutes.

TIMES AERIAL DERBY, second, Charles F.
Niles.

AERO and HYDRO 1,000-mile Cruise Trophy,
won by J. B. R. Verplanck and Beckwith
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In anszvering advertisements please mention this magazine.

lERONAUTICS, Jan. 15, 1914

Page 3

TECHNICAL TALKS : The Flying Motorcycle

By M. B. SELLERS

I am asked to say something about the
ying motorcycle, meaning, in this case, a
lotorcycle fitted with wings, but without
ir propeller,_and intended to make "hops."
'o do this it is obviously necessary to attain

speed during the preliminary run greater
lan that required for flying; and then to
se up the momentum, due to this excess
^eed, in overcoming resistance during the
lide. _ The glide can be made by first
icending and then gliding down; or, by a
early horizontal flight, using an increasing
igle of attack as the speed diminishes. In
ly experience these two methods give
jout the same trajectory.

During the run the wings will be held at

small angle, preferably the angle of least
Drizontal resistance; and the type of wing
3sired would be one having a very small
Drizontal resistance at this angle, and a
jnsiderable lift combined with good effi-
ency at its flying angle. (I shall not con-

sider wing dimensions or profile in this
article.) In order to rise it will be neces-
sary either to change the angle of the wings
with the machine, or to operate the elevator.
As the weight of the rider and engine are
between the wheels, it will require consid-
erable force in an elevator to raise the front
wheel unless some special provision is made
for this.

The wheel can, however, be fitted with
extensible fork or spring fork or other de-
vice to aid in raising front of machine (I
have used a spring balanced rear wheel on
my aeroplane for a similar purpose for sev-
eral years).

One serious difficulty suggests itself, viz.:
that of landing. _ If the machine lands side-
ways or in an inclined position, there will
be likelihood of a smash. I shall not at this
time consider the question of dimensions,
weight, etc., because I have no data at
hand.

THE WRIGHT AUTOMATIC STABILIZER

Orville Wright, who has for some months
;en doing active experimenting and test-
g with the automatic device, which has
;en patented in various countries (see
ctober AERONAUTICS for full abstract

the system), has been awarded the Col-
tr trophy for 1913 in consideration of the
greatest achievement in aviation" for the
?ar, the practical demonstration of auto-
atic stability, despite the fact that the use

the device in 1908-9, when others were
arcely flying, was a much greater achieve-
ent than that of to-day's date. On De-
■mber 31, 1913, Air. Wright flew before a
)ecial awards committee. He used only
le rudder lever, and at one time made
ven successive turns of the same diameter
-about one thousand feet. In this man-
!uvre, although a puffy wind was blowing,
e machine preserved practically the same
mk throughout, and proof that this bank
as the correct one was shown by the con-
ant altitude of about seventy-five feet,
hich was preserved throughout the seven
iccessive turns, the machine neither skid-
ng nor side slipping.

The apparatus has been greatly simpH-
;d over the form described so fully in the
ctober number, and any oscillating tenden-
es are overcome. The purpose of the
esent experiments are to determine the
:st form of the apparatus, and since many
instruction changes are continually being
ade, a detailed description of the device
this moment would have no value.
The Wright device consists essentially of
•0 elements, of course — the one preserves
e lateral stability of the machine, the other
eserves the longitudinal, that is, its diving

or rearing. The lateral stability mechanism
is functioned by n pendulum. The pendu-
lum preserves its position, and when the
machine, due to lateral oscillations, changes
its positions with respect to the pendulum,
the_ latter at once operates a mechanism
which brings the machine back to a level.
The pendulum motion being entirely lateral
no accelerations of the machine can start it
swinging. The longitudinal stabilizer is
functioned by an air vane on the basis that
the only correct base line for operation
in longitudinal stability is the relation of
the aeroplane to the air that is passing
through it and is entirely independent of
gravity, of the earth's axis or of any other
attraction which would involve the use of
peiidiilums, gyroscopes, etc. The reason for
this is that very often in flying there are
apt to be large bodies of air that have con-
siderable up trend and down trend, and un-
less a machine preserves its angle of inci-
dence for proper balance in these up trends
and down trends irrespective of its relation
to the horizontal, it is apt to be upset.

The apparatus banks the machine on
turns the proper amount, it prevents "over-
controlling," it prevents "stalling," it op-
erates automatically to balance the machine
fore and aft and laterally — all that the pilot
has to do is to steer and land. The device
always operates to the exact extent proper
and is a better operator than the man him-
self. It takes balancing entirely out of the
hands of the navigator, though the latter is
at all times free to take control himself.

Once a course is set. using the automatic
device, and the desired elevation attained.

Page 4

AERONAUTICS, Jan. 15, 1914

the pilot can spend his time conversing,
taking notes, pictures or eating and drink-
ing. On a long glide, the usual lever is set
for the desired angle and the device again
takes care of head-on gusts as v^ell as
lateral stability. The same statement can
be made for climbing — and the device re-
cently invented, called an Incidence Indi-
cator, described in the August issue, tells
the pilot the safe angle of incidence at
which to set his machine for the climb.

Mr. Wright stated to AERONAUTICS
that inside of ten years — this period was

CURTISS 200-H.P. MOTOR.

A new model still of Curtiss motors is in
course of production at Hammondsport.
This will be rated at 200 h.p., cylinders 5 in.

by 7 in. The chart of expected power issued
by the company shows 200 h.p. at 1,600,
although at 3,000 r.p.m. the power may run
up to 260 h.p. The cylinders are larger bore
and stroke than those of any other aero-
nautical engine. The maximum power is
high on account of the high volumetric effi-
ciency effected by two inlet and two exhaust
valves, all 2^ in. diameter with iS/32 in.
lift. This new motor is known as Model V.

mentioned in the query — people would think
no more of entering an aeroplane than
stepping in an automobile.

As shown bv the September, 1909, num-
ber of AERONAUTICS, the automatic
stabilizing device is not new with the
Wright company. It was even used in act-
ual flights in 1908 and IQ09 by Orville and
Wilbur Wright.

During the exhibition flights with the de-
vice on Dec. 31, 1913. the wind was 15-20
m.p.h., according to the local weather bu-
reau.

THE CAR FOR THE AVIATION
FIELD.

A little car to travel between railroad
stations and the ^yi,j}tion field, to run to
town with, to carfja^-ound parts and repair
work, to tow disabiqd-i 'planes off the field
and for general utility purposes, ought to
find favor with aviators and others who
have much walking to do in connection with
the aeronautical trade. Charlie Merz, the

Stutz race driver, is the designer of (hi.'
very thing, and our old friend, "Talk witl
Parsons," 54th street and Broadway, Nev
York, sells it, or will to anyone mentioning
this magazine. Parsons will even send
circular if you want it. It would be jus
fine for Sloane to deliver propellers with
Paragon might jack up one wheel and rui
the band saw with it. "Cap" P-aldwin sureh
needs it to save that long walk from Oak
wood Heights. And it only costs $45C
Fifty miles an hour and 50 miles to th'
gallon of gas.

C. C. Witmer is at Miami, Fla., fiom which i ojr
he plans regular trips to Soldiers Key, Cape Flrridi
and later to Palm Beach in his Curtiss flying boat.

iERONAUTICS, Jan. 15, 1914

Page 5

OXYGEN RESPIRATION AT HIGH
ALTITUDES.

The French seem very prejudiced in favor
• i oxygen and often start using it at only
0,000 feet. In the Gordon-Bennett Race,
Jpson and Preston carried a small tube of
■xygen for emergency purposes, but did not
se it. The breathing apparatus consisted sim-
■ly of a small gas tight bag connected with
he oxygen tank, and provided with a mouth
liece through which the oxygen could be
reathed.

Based on valuable works on the hygiene of
ir-navigation by Prof. Dr. von Schroetter,
nd the eminent aeronauts, Dr. Fleming,
Vigand and others, the Draegerwerk has con-
tracted special lireathing apparatus for this
er -ice.

outside. The working capacity of the appa-
ratus is dependent on the oxygen consumption.
If the emergency type provided with 180 litres
of oxygen consumes on an average 5 litres per
minute, the oxygen store will be sufficient for
36 minutes' breathing. Based on the same av-
erage consumption of oxygen, the type to be
used for intended high altitude flying supplies
one man with air for three to four hours — if
twin cylinders are taken up; the same time
for two fliers. Special care should be taken
that breathing appliances used for aeronaut-
ics should be fitted with a reducing valve
protected against burning out. as otherwise
explosions attended by serious consequences
may occur. This apparatus may be obtained
from Draeger Oxygen Appliance Co., Pitts-
burg.

There are two different types — one for high
\ltitudes in balloons and the other for aero
md hydro-aeroplanes. The Draeger, for in-
ended high altitude flying, has an oxygen
;tore of 2,000 litres in large twin steel cylin-
lers. In this apparatus is embodied all the
experience gained by long years of successful
practice in the construction of oxygen inhala-
:ion apparatus. Special care was also h^re
;aken in adapting the mask for mouth and
nose breathing. The inhalation is started by
ipening the valve on the oxygen cylinder. A
'finimeter" allows of the control of the pres-
sure contained in the steel cylinders, and the
oxygen consumed per minute can be ascer-
tained from a small manometer. A regulating
screw on the reducing valve permits of an ad-
justment of the oxygen supply, from i to 10
litres per minute. The oxygen passes in the
First place into an economizer bag, and is from
thence inhaled through a flexible aluminum
pipe, which does not hinder the free movement
of the user. The additional requirements of
outside atmosphere is obtained through a small
hple in the mask, so that the breathing air is
as a rule saturated with 40 per cent, of oxygen,
qtiite sufficient for alveolaric tension. The ex-
haled air and oxygen surplus escape to the

"SKY TRAVEL MADE SAFE."

"An aeroplane that positively won't tip over
and which will go faster with a 50 H. P. engine
than any other aeroplane with 100 H. P., and
which will carry passengers is the invention
of John R. Humphrey, of 423 Willard Avenue,
Richmond Hill, N. Y.," at least we are so
informed by Mr. Humphrey himself in the
reading notice he has kindly mailed us.

"Mr. Humphrey has waited until all the im-
provements and devices he has invented have
been amply protected by law before making
his discovery known to the world. He has
been working on the improvements for sky-
traveling for the past three years, and has ex-
perimented and tested his machine until he
has proven its success beyond the peradventure
of a doubt." We have Mr. Humphrey's own
words for this.

"With this aeroplane the aeronaut [sic J
can fix his steering apparatus rigidly fast and
travel over the machine to the engine when
anything is out of order and leisurely make
the needed repairs or new arrangements of
the parts." Running water and conveniences
seem to have been omitted.

"One of the most interesting features of this
new flying machine is the automatic balancing
device. It is so simple that it's a marvel that
it was never discovered and applied before.
With this device a tyro can sail aloft in this
machine and be certain that no matter how
adverse the elements or treacherous the air
currents the machine will sail serenely along."

"Another interesting thing about the appa-
ratus is the peculiarity of the shape of the
new airship [sic. again]. Mr. Humphrey has
applied the name of 'Arrow-aeroplane.' \X
offers less air resistance than any other sky
ship thus far devised and skims through the
air practically on the same principle that
Nature has embodied in swift birds. It is
long and rakish in appearance and answers
more readily to the impulse of the machine's
power than any aeroplane thus far seen.
Technically speaking it is a monoplane." That
"long and rakish" is awfully in vogue among
reporters.

"Mr. Flumphrcy has invented many devices.
one of his most noted ones being a power-

Page 6

AERONAUTICS, Jan. 15, 1914

potato digger, which took the first prize at the
State Fair in Minneapolis in 1897, and which
is being used widely in the West. One curious
thing about the inventor is that he writes
verse and has written many volumes. This
proves that a man can be a poet and still be
practical. His aeroplane promises to be his
greatest achievement." If it fulfills the above
promises it will dig up more money than ever
did a potato digger potatoes.

WHAT IS A RECIPROCATING
MOTOR?

November 24, 1913.
Editor AERONAUTICS,

122 East 2Sth Street, City.
Dear Sir:

At the last meeting of The Aeronautical So-
ciety (Thursday, November 20th), Mr. Emile
Berliner gave a talk on the revolving cylinder
motor, and in the course of his lecture brought
out the point very strongly that his motor was
not a reciprocating piston motor. This, I wish
to state, is a wrong impression and one which
can be easily disproved. The reciprocation is
there whether the cylinders revolve or not.

Let us take for example the five cylinder
motor as used for demonstration by Mr. Ber-
liner.

Let us consider cylinder No. i. Here we
have the piston in the position la. In order to
have a true rotary motion it should be in
the position ib, that is, parallel to the axis of
the cylinder, and we see that it is just a dis-
tance equal to the length of the crank behind
its true position for non-rotary reciprocating
motion, if we consider the rotation as clock-
wise.

In cylinder No. 2 the two positions are not
so far apart and for a cylinder at a position
exactly above in a line with the centers of the
crank-pin and the crank-shaft they coincide.
As we pass on around the cycle to position of
cylinder No. 3 the difference again begins to
increase, but is now ahead of its "non-recip-
rocating" position. For a cylinder in the hori-
zontal position on this side the piston will be
just as far in advance of its true position as
it was behind on the opposite side. Again at
the bottom we fi.nd a position of coincidence

and from there to the top it again falls be-
hind. Thus we see that in one revolution the
piston has reciprocated a distance equal to
twice the length of the crank or exactly equal
to the stroke of the motor, which is the same
as the reciprocation of the ordinary |fixed
cylinder motor.

The fact that the angles between the connect-
ing rods vary, being less on the side away from
the crank, shows that the pistons get closer
together and farther apart alternately during
the revolution, shows this very clearly.

Angular "Pos'iiion

of Cra-ytk ,„r

Another erroneous idea is that which one
might be led to believe from the statement by
Mr. Berliner that there is a loss of power in
accelerating the reciprocating parts, and in
slowing down and reversing the direction of
motion of these parts. If we plot a curve
showing the relation between the work or
energy of the piston of any reciprocating pis-
ton motor and the angular position of the crank
we obtain a curve of the type shown in Fig. 2.
During the first part of the stroke energy is
put into the piston in the form of momentum,
the velocity increasing up to the point that the
connecting rod is tangent to the crank-circle.
From there on, the piston must slow down and
in so doing acts as a flywheel, giving up its
energy to keep the crank in motion, to com-
press the fresh charge or to eject the burnt
gases as the case may be. The only loss is
the friction loss, which is common to all types
of engines, reciprocating or otherwise.

Hoping that this letter may be printed in
your next issue, while the subject is still fresh
in the minds of those who heard the lecture,
as I think the matter one of great importance,
I remain.

Yours sincerely,

Ralph S. Barnaby.

257 Hamilton Avenue,

New Brighton, Staten Island.

" I guess I'm one ot the earliest settlers, all rightl " -Scr/itfrj

AERONAUTICS, Jan. 15, 1914

Page 7

TO MAKE A YAW METER.

Is the little piece of string used by Wright
aviators to detect side-slipping, which string
caused so much unsatisfied curiosity when
Orville Wright was making the first flights
at Washington, now to be displaced by an
instrument, which does exactly the same
thing? The Wright bit of "rag" is not pos-
sible on monoplanes but the instrument may
be.

A "yaw-meter" is an instrument that meas-
ures, if the air is at rest, the angle that the
direction of movement of an aeroplane makes
with its keel, and at once indicates a "side-
slip." If one considers an aeroplane at rest
and the air blowing against it, it measures
how nearly the direction of the wind is "head-
on." "If an eddy in the moving air meets
the aeroplane, the direction of the wind will
change and this will be indicated. A wind-
vane carried by an airship or aeroplane would
also show how nearly the movement was head-
on in the same way as the yaw-meter. But
the wind vane would be difficult to read when

YAM m:TI:R

placed in a position free from eddies in the
air caused by the aircraft itself. With the
yaw-meter the dial and hand can be placed
in a convenient place for observation," states
Horace Darwin in the first "Wilbur Wright
Memorial Lecture" before the British Aero-
nautical Society, a talk on scientific instru-
ments.

"Two Pitot tubes are made like the letter

Y (see figure) with the openings at the tops
of the two arms. If the wind blows sym-
metrically to the two tubes the pressure will
be equal in both. But if the direction of the
wind changes it will meet the opening at the
end of one tube more nearly in the direction
in which the tube is pointing, and the pres-
sure will be increased. The opposite will
take place in the other Pitot tube and the
pressure in it will be diminished.

"The pressure from these two Pitot tubes
is taken by two pipes to the indicating appa-
ratus which can be at any convenient distance
[away. Each tube is connected to a circular
Ibox the top of which is an airtight flexible
diaphragm which can move outwards. A rod
is connected to each diaphragm, and these
I rods are pushed outwards by the air pressure.
I "The hand indicating the angle of "yaw,"
that is the angle at which the air meets the

Y Pitot tube, is pivoted about the point O,

and is continued to P. At this point it is
connected to the two rods from the dia-
phragms by a freely moving joint. If one
rod pushes with a greater force than the
other the hand is moved over to one side,
and it will come to rest when OP is in the
direction of the resultant of the forces with
which the two rods are pushed outwards, and
when it is in equilibrium the hand will show
on the scale the angle of yaw. If the speed of
the aeroplane increases the hand will not move
because the air pressure and consequently the
pushing forces in the two rods will both be
increased in the same ratio.

"The same instrument can be connected to
a wind-vane which moves the Y Pitot tubes so
as to face the wind. The tubes are arranged to
show if the wind has an upward or downward
tendency and the angle between the direction of
the wind and a horizontal plane is measured."

PERRIN LIFE PRESERVER.

A novel collapsible life preserver has been
marketed by a Frenchman named Perrin. A
couple of bags hang deflated over one's breast.
These may be quickly inflated, on the occa-
sion of a descent or fall into water, by means
of a small tube of compressed air, for which
a pocket is arranged in one of the floats.

The outfit consists of a well-made and com-
fortably shaped airbag of rubberized fabric;
it slips on and fastens in front, more or less
in the fashion of a vest, and in its deflated
condition is not in the way. Inflation is

achieved with the help of a tube some four
or five inches long, containing air, highly
compressed. This cylinder is placed in a
receptacle made for it in one corner of the
belt, and the pressure of a thumb upon an ex-
ternal lever suffices to puncture the cylinder's
cap and allow its contents to expand into the
airtight bag. Thus the belt or "brace" may
be worn without inconvenience, deflated, and
may be inflated immediately when the unde-
sired emergency occurs.

Pa ere 8

AERONAUTICS, Jan. 15, 19 14

Nftj6««i^pJ^

OFFICIAL REPORT ON ELLINGTON-
KELLY ACCIDENT.

The following is the summary of the official report
in the case of the accident to Lieuts. Ellington and
Kelly. About 7 o'clock on the morning of November
24, Lieut. Ellington, Chief Instructor on the Wright
machines, made a flight in aeroplane No. 14, and
found that the engine and machine were in excellent
condition. On landing, both he and Lieut. Kelly in-
spected the machine and left the ground. When a
mile from the hangars, the machine was seen to de-
scend at a normal gliding angle, beginning at about
200 feet from the ground; the glide continued until
about 75 feet from the ground, when the angle of
glide suddenly steepened into a headlong plunge, and
at the moment of striking the ground the machine was
nearly vertical. The machine was practically a new
one, having been only a total of 34 minutes in the
air before the flight in which the accident occurred.

The students at San Diego made 289 flights, with a
total of 43 hours and 34 minutes, during the month
of November.

NEW CORPORATIONS.

The Ostend Aerial Navigation Co., Cincinnati, O.;
manufacturing and dealing in airships; $15,000. The
incorporators are Charles E. Droste, W. H. Droste,
Laura Kelcher, Joseph Ostend, Dave Ostend and
Agron Strashem.

The Grinnell (Iowa) Aeroplane Co. has come into
existence, with the following business men as incor-
porators: D. S. Morrison, president; F. H. Gifford,
vice-president; W. C. Robinson, secretary; E. B.
Brande, treasurer; H. W. Spaulding, B. J. Ricker
and Jesse L. Fellows.

Connecticut Aeroplane Company, of New Haven,
$500,000 paid in. Officers: President and treasurer,
Everard Thompson: vice president, E. A. Mullikin;
secretary, Samuel C. Morehouse, all of New Haven.

NEW COURSE AT MASSACHUSETTS
TECHNOLOGY IN AERODYNAMICS.

Before the Alumni Council of the Massachusetts
Institute of Technology at its last meeting, Lieut.
Jerome C. Hunsaker, U. S. N., outlined some of the
needs of education in aerodynamics, with suggestions
as to the courses that are to be offered in the study
at the institute. President Maclaurin's recent report
to the corporation announced the establishment of the
courses, making Tech. the first educational institu-
tion in the country to begin the work of making ade-
quate provision for developing the science of aeronau-
tics. Lieut. Hunsaker, who leceived his M.S. from
Tech. in 191 2, has been detailed by the Secretary of
the Navy for duty at the institute, and having spent
the summer abroad, presents now an outline of the
plans. Incidental to this exposition were a brief his-
tory of the development of aerodynamics and a sketch
of what is being done in Europe educationally, ex-
perimentally and in aeronautics.

Lieut. Hunsaker dwelt on the fact that the real
advances in the making of machines must depend on
the man technically trained. It lies with the tech-
nical schools therefore to be ready to prepare men
for the specialty of aerodynamic work. It is only a
question of time when aerial navigation will present
its problems to the engineer, and the engineers must
be ready.

The speaker was careful to indicate that at the
present time the principal demand for engineers of
the special kind is from governments. He sees no
great present demand for such men in work not fos-
tered by such authorities, and sees no immediate
future either for commercial use or for sport. But

it is the fact that the governments of Great Britain,
France, Germany, Russia, Austria, Italy, Greece, etc.,
are all actively at work with the flying machine; he
believes it to be the results of the solution of tactical
problems and that all these powers are not united in
making a mistake. For that reason, therefore, the
United States must adopt similar methods. It is not
impossible that the demand for skilled specialists may
be sudden, and it is exceedingly desirable that a body
of men be already educated in the special lines that
will be needed in the development of air-craft. Mr.
Hunsaker believes it would be unfair to students to
make of them nothing but engmeers of aerodynamics,
for it may be some time before such specialists are
in demand, but at the same time he realizes that
with the engineering training already established at
Technology, it is practicable and not difficult to in-
stitute courses which will replace certain present op-
tions by other ones which bear directly on this
specialty.

"Such a course," he said, "would presume good
preparation and could be given in one year's time.
There should be instruction in advanced mathematics,
rigid dynamics, fluid dynamics, experimental aerody-
namics, explosion motors, meteorology, propeller, aero-
plane and dirigible design, patent law, physics of
gases, chemistry of hydrogen and general mathe-
matics of flight." A wind tunnel of the type used
in England will be necessary, and is to be installed
without waiting for Technology to get to its new
home.
'*" An aerodynamic laboratory w'ill be desirable and
necessary both for research and industrial testing.
The designs made by a student can be tested by him-
self in the wind tunnel and proved good or bad.
Further than this, if a systematic series of models
should be designed and tested, some contribution to
knowledge must inevitably follow. Motor testing
should also be provided for the engines of air craft
in a way especially fitted for their peculiarities.

For the present, it is proposed to give courses in
general aeronautics and aeroplane design to the of-
ficers of the United States navy who are under in-
struction in the department of Naval Architecture,
and to the senior class in mechanical engineering as
an option. By next year it is hoped there will be
sufficient interest to warrant a complete graduate
course in aeronautical engineering. A small special
laboratory will be equipped in the near future.

HALL-SCOTT GET 141-H.P. FROM
NEW MOTOR.

The Hall-Scott Company reports that the latest test
of one of their new loo h. p. 8 cyl. motors, 134 and
141 b. h. p. were obtained at 1.500 r. p m. The test
was run during a period of three days, and at no
time, the company states, was less than 131 b. h. p.
obtained at 1,500 r. p. m. The factory reports a rusli
of orders and fine prospects.

NEW HAMILTON "AEROBOAT."

A surprise is promised in the new Hamilton aero-
boat, which is now nearing completion. It is of the
motor-in-the-hull type, and has many new features that
should make it very popular the coming season. One
of the features wdll be the standardized construction
system in building. The makers intend to bviild them
in groups, and all alike, instead of each and every ma-
chine a new model with several experiments attached.
By this system cost of production will be greatly re-
duced, without in any way interfering with the qual-
ity. Should a customer require a spare part, it will
be ready to install without a lot of fitting. The
Hamilton people are also establishing a chain of
agencies that will be at the service of the owner of
the Hamilton product. In fact, thev are modeling
their organization along the lines of modern auto-
mobile practice.

lERONAUTICS, Jan. 15, 1914

Page 9

Aeronautics Issues Semi-Monthly

BEGINNING with Ihe first of 1914, AERONAUTICS will be issued twice a month,
on the 15th and 30th. The first January Number will appear January 13th;
the second January Number will be mailed January 30th. Advertisements will ap-
pear every issue or every other issue as desired by advertisers. The price of single
issues will be 13 cents.

THE aeronautical manufacturers are most enthusiastic over the announcement that
AERONAUTICS is to be a semi-monthly, the first in this country. "If any mag-
azine gives value received it is AERONAUTICS." "We think the time is about ripe
for such a step and no doubt will make AERONAUTICS more popular than ever."
"It will increase the field of AERONAUTICS' usefulness to a great extent."
With such whole-hearted support from the trade, and with the generous endorse-
ment of the readers, which AERONAUTICS has always enjoyed, the future holds
no limitations.

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

64th St. & West End Ave., New York City
Also Manufacturers of Automobile Radiators tf all types

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

8 cyl. "V " type 60 H.P. 240 pounds.

RELIABILITY DURABILITY

MAXIMUM POWER. MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

equipped with the Boland Control (two movements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
trol which is basic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

SLOANE

Manufactures the best and

most reliable aeroplanes

in America

FURNISHES

MONOPLANES-

which are the standard in de-
sign and construction.

FLYING-BOATS-

for sportsmen — both mono-
plane and biplane types. Boats
that are entirely satisfymg.

GNOME ANZANI
RENAULT

at lower prices

Sloane Aeroplane Co.

1733 Broadway - New York City

In answering advertisements please mention this magazine.

Page lo

AERONAUTICS, Jan. 15, 19 14

If the Hamilton aeroboat is anywhere near what
the builders claim, the price of $2,150 should make
them very popular. Their years of experience have
taught them that economy in construction and a rea-
sonable selling price are required to interest the ma-
jority of prospects. They will market both two and
three-seat aeroboats, the first lot of which are now
under construction. One of their machines, which
was sold through advertising in AERONAUTICS to
H. W. Kenzie in New Zealand, was flovvn by a
sixteen-year-old boy for fifteen minutes the first time
in the air.

FOWLER'S INSPECTION FLIGHTS.

Robert G. Fowler deserves no little credit for the
good flights he has been making during his contract
to inspect the power wires of the Great Western
Power Co. Two notable flights were of 175 and 200
miles respectively. It took 2 hours and 17 minutes
to make 70 miles during the first flight mentioned,
on account of the high wind. The other course neces-
sitated flying with his passenger over Mt. Diablo, at
an altitude of 5,000 feet.

AN APPRECIATION.

Mr. E. L. Jones, Editor AERONAUTICS.

Dear Sir: Will you be good enough to give space
to this inadequate expression of my thanks to those
two staunch and steady, tried and trusty friends who
permitted me to use their names and gave their time
in the important and patriotic campaign started for
a certain purpose, of which many readers of this
magazine are aware. These gentlemen, Mr. C. J.
Hall, of the Union Savings Bank and Trust Co., and
Mr. W. W. Gibbs, vice-president of the German-
American Savings Bank, Los Angeles, gave their
services for the national campaign as if they knew
what our European friends do in such campaigns.
Service is the great thing in this world. It is to be
hoped that the rest of us will do our part during
the coming months. Sincerely yours,

C. W. SIRCH.

NAVAL AERONAUTICS— AIR CRAFT

WILL TAKE THEIR PLACE IN

THE FLEET.

The Secretary of the Navy has decided that the
science of aerial navigation has reached that point
where air craft must form a large part of our naval
force for offensive and defensive operations. Nearly
all countries having a navy are giving attention to
this subject. This country has not fully recognized
the value of aeronautics in preparing for war, but it
is believed that we should take our proper place.

This is the policy that has been adopted. Captain
W. I. Chambers, U. S. N., retired, in charge of
aviation in the navy, is recognized as one of the
leading men in this science in the world. Lieut. John
H. Towers, U. S. N., an aviator of recognized ability,
has had charge of the aviation camp at Annapolis,
under Captain Chambers. He has contributed largely
to the development of naval aviation by practical
work in e.xperimentation and in training personnel for
flying. Several other officers and a detachment of
men are working with Lieut. Towers. The navy has
other qualified aviators and some students of aviation
to assist in further development.

Captain Chambers will continue his excellent work
at the Navy Department. Captain Mark L. Bristol has
been assigned to the study and development of the
art of aerial warfare for the navy.

It has been decided by a board of naval officers
that Pensacola is the best location in this country for
a naval aeronautical center. The Secretary has ap-
proved the findings of this board, and selected the
naval station at Pensacola, Fla., for a naval aero-
nautical station. The aviation camp at Annapolis will
be transferred there, and a flying school, in charge of
Lieut. Towers, will be permanently established. The
battleship Mississippi has been detached from the
reserve fleet and assigned as aeronautical station ship
at Pensacola. She will sail in a few days. Lieut.
Commander H. C. Mustin, a qualified aviator, student
of aviation and an officer of much mechanical ability,
has been assigned to special aeronautical duty on
board the Mississippi. He is to take up the problem
of the work of air craft at sea with the fleet.

This new impetus to aeronautics in our navy is
only the beginning of a program that has been mapped

out. The flying school at Pensacola, working with the
Mississippi, will produce trained personnel and evolve
a complete system of training. A scheine for syste-
matically carrying out experiments and tests and
bringing outside experts into close touch with our
work will be developed. The designers of air craft
in the United States, and of the world if possible,
will be invited and induced by substantial financial
assistance to provide for our navy the best type of
air craft obtainable. The question of airships has
already been considered. The purchase of airships
for experiment and the training of personnel will be
taken up soon. The manufacture of air craft in this
country will be encouraged.

When the Navy Department goes to Congress for
financial assistance, it will not be based upon theories,
but upon actual experience and practical results.

BEACHEY'S LOOP RECORD.

During the month more than 100,000 people iiave
paid to see Beachey fly. From Oakland and Los
Angeles, he starts for a tour of the world via Aus-
tralia, stopping at Honolulu.

From Dec. 13th to Jan. ist Beachey flew in five
cities, looping the loop some thirty-eight times and
flying upside down twenty-seven times.

IMPORTS AND EXPORTS.

Imports of 'Planes and Parts.

October $ 108

For 10 months ending October i 19,625

Exports of Domestic 'Planes and Parts.

October $ 1,015

For 10 months ending October 16 64.1 75

Exports of Foreign 'Planes and Parts.

October $ 900

For 10 months ending October 2 11,232

In Warehouse.
October 31 — Three $7,623

NO SPEED FREAKS IN 1914 RACE.

The regulations governing the 1914 race for the In-
ternational Cup, which will be held in France over
a 200-kilometre course, provide that competing ma-
chines will have to compete in preliminary tests over
a straight line out and back of about two kilometres,
at a mean speed of not more than 70 kilometres (43 fi
miles) an hour. In this test the machine must carry
sufficient petrol and oil to cover the whole of the
course of 200 kilometres. Three attempts will be
allowed each competitor. After this qualifying test
has been passed, no modification may be made to the
machine. Repairs will only be allowed with the per-
mission and under the control of the stewards.

SETS NEW ALTITUDE RECORD.

Saint Raphael, France, Dec. 27. — The world's alti-
tude record for aeroplanes was broken to-day by
Georges Legagneux, who ascended to a height of
20,295 feet in his monoplane. The duration of the
flight was I hour and 35 minutes.

FIVE NEW ZEPPELINS.

Five new Zeppelins are to be ready by April: two
for the Germany army, two for the navy, and the
fifth is for passenger service on Lake Constance.

AUTO MOTOR RUNS 14 DAYS.

Of the accessories fitted to the Moline-Knight
sleeve-valve engine, which on January 2d completed
the 336-hour test, none shows up more prominently
than the Bosch magneto and the Bosch plugs. These
important attributes of the engine were subjected to
a difficult trial, having passed through the 336-h(iur
test, the preliminary runs, the horsepower test and
the 5-hour economy test without being touclied or
adjusted in any manner whatsoever, and neither the
magneto nor the plugs missed an explosion during
the entire time.

One gains an idea of what the ignition system per-
formed during the 336-hour test when it is known
that over 44,352,000 sparks were produced by the
magneto and 11,088,000 sparks passed across the

niRONAUTICS, Jan. 15, 1914

Page II

THE WRIGHT COMPANY

ARE NOW PREPARED TO DELIVER

The New Wright Aeroboat, Model "G"

EQUIPPED WITH TWIN SCREWS. DRIVEN BY THE NEW

WRIGHT SIX CYLINDER 60 H. P. MOTOR, FITTED

WITH MUFFLER AND ELECTRIC STARTER

This craft is the development of years of careful experiment and combines in its

novel form the best practice in hydro-aeroplane and flying boat work. The

dangerous features of the flying boat — lack of safety in flying, shipping of water

and foundering in a rough sea. addition of weight, due to water soaking, the

presence of the motor unprotected over the heads of the passengers, and the drag

and unseaworthiness of the long fuselage hull, have been eliminated.

The structural details of the new machine are worked out to combine simplicity,

strength and reliability.

The craft is perfectly adapted to the use of sportsmen as a machine for safe and

comfortable travel over water at high speed.

THE WRIGHT COMPANY
Dayton, Ohio

New York Office
1 1 PINE STREET

Published Semi- Monthly by Aeronautics Press

122 E. 25th St.. New York

Cable : AERONAUTIC. New York

c 9122 )
'Phones -j . . ,, [- Madison Sq.

A. V. JONES. Pres'i ERNEST L. JONES, Treas'r-Sec'y

ERNEST L. JONES, Editor M. B. SELLERS, Technical Editor

HARRY SCHULTZ, Model Editor

Special grades of Bamboo for Aeronautic Work. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids lj'4 diameter and under any length.

J. DELTOUR, Inc. ""iZitTj''-

'we are headquarters^

(ov model aeroplanes, accessories and supplies
\'er.v ciiiiiplete catalog free on request

SUBSCRIPTION RATES

Wading River Mfg, Co. -

Wading River. N. Y.

United States, $3.00

Foreign, $3.50

No. 77

JANUARY 15, 1914 Vol. XIV, No. 1

MODELS

Entered as second-class matter September 22, 1908, at tlie
Postoffice, New York, vinder the Act of March 3, 1879.

^ AERONAUTICS is issued on the 15th and 30th of each
Month. All copy must be received 6 days before date of
publication. If proof is to be shown, allowance must be
made for mailing.

C Make all checks or money orders free of exchange and
payable to AERONAUTICS. Do not send currency.
No foreign stamps accepted.

CHARMY

PROPELLERS

STYLES & CASH ''''"'"•' «'•'■•>""

Lithographers

ESI .-^BLISIIED la

Aeroplane, Motor and Accessory Catalogues
Circulars, Brochures, Bulletins, etc. :: ::

135 W. 14th STREET

NEW YORK

USED by Gilpatric and Wood in "Times" Aerial Derby
USED by Wood in his flight to Washington
Have proven their superiority

SLOANE AEROPLANE CO.

1733 Broadway, :: New York City

In answering advertisements please mention this magazine.

Page 12

AERONAUTICS, Jan. 15, 1914

electrodes of each of the four plugs. It took just
88,704,000 separate movements of the magneto contact
breaker to produce these sparks.

This is an unprecedented performance. The motor
ran without any stop whatever for 336 hours, with
wide-open throttle and set spark, at an average speed
of 1,117 revolutions per minute, giving an average
brake horsepower of 38.3. The lowest horsepower
reading for any fifteen-minute interval during the
entire 336 hours was 36.4.

At the end of the 336 hours, without stopping the
motor, the speed was increased and the motor de-
veloped an average of 53 brake horsepower for a
period of one hour, while averaging 1,670 revolutions
per minute.

Prior to and following the endurance run, a series
of short tests were made, with wide-open throttle and
spark set for maximum power, to determine the power,
friction and fuel consumption of the motor at vari-
ous speeds. The same carbureter setting employed
during the endurance run was used in these runs.
The maximum brake power shown in these tests was
53.6, at 1,682 revolutions per minute.

The motor was dismantled before and after the
test to permit careful inspection. At the end of the
test the parts of the motor were, without exception,
in excellent condition. There was no perceptible
wear on the bearings, .sleeves or other parts.

ST.

PETERSBURG-TAMPA
LINE.

AIRBOAT

The St. Petersburg-Tampa (Fla.) Airboat Line an-
nounces its 1914 schedule. Boats leave St. Peters-
burg daily at 10 a. m. and 2 p. m., returning from
Tampa at 11 a. m. and 3 p. m. I he popular captain,
Tony Jannus, remains on the bridge this year as
usual. A change has been made in rates, however — •
quite a reduction, in fact, from previous schedules:
$5 per trip, round trip $10. Passengers are allow-ed
200 lias, gross, including hand baggage. Excess is
charged at ?5 per 100 lbs., minimum charge 25 cents.
Express rates for packages, mail matter, etc., $5 per
100 lbs., minimum charge 25 cents. Fat men over
200 lbs. pay for excess baggage.

Captain Jannus began this season's daily trips from
St. Petersburg across the w-ater to Tampa on January
I, Mayor Pfeil, of the former city, bidding the
privilege of the first flight up to $400, while N. A.
iVIitcliell paid $175 for the second. The over-water trip
takes from 19 to 23 minutes.

The new vessel is the product of the Benoist air
ship building plant at St. Louis and follows standard
commercial packet lines. Little attention has been
given to luxuries; in fact, there are no staterooms at
all on this boat.

Tony Jannus made himself known to New Yorkers
in the race around Manhattan on Columbus Day last
when he piloted to its dock the good ship Benoist in
a 43 mile wind. With progress in these air cruiser
packets, we will doubtless soon come to vessels more
or les5 analogous to the old luxurious steamers of
191 3, which oldest inhabitants will remember with fond
recollections.

Entering the above in my diary after an interesting
discourse with Mr. Foss, the engine builder, to bed,
albeit I would much rather stay up awhile and see
the new mail boats w-ith their great lights make a
patchwork of the upper air.

AERO MAIL BILL MAY BE KILLED.

The bill to provide for experimental carrying of
mails in certain parts of the United States where it
now takes many days for the delivery of pouches is
meeting with strenuous opposition on the part of hard
headed Congressmen. The greater need is for aero-
planes and dirigibles for the Army and Navy and
efforts should be concentrated towards proper appro-
priations in this respect rather than for mails.

BEACHEY FLIES INSIDE BUILDING.

I,incoln Beachey again demonstrated his own su-
perior technique and at the same time evidenced the
great accuracy with which he handles his Curtiss
biplane, when he flew around inside Machinery Hall
at the Panama Exposition groinids in San Francisco
last week. He started his flight with his "loop" ma-
chine (see AERONAUTICS for November, 1913) out-
side the building, then swooped through the doorway
and around the great building. Machinery Hall is
some 900 ft. long and the arches are 75 ft. wide.
In flight Beachey is said to have had no difficulty, but
in landing it is reported he ran into a big net, set
at one end of the hall for his protection, and slightly
damaged his machine. He was quite uninjured and the
machine so slightly that it was ready for the exhibi-
tions he gave ne.xt day. Beachey is- booked to start
round the world next week.

CURTISS 'PLANES WITH AUTO-
MATIC STABILIZER.

Two Curtiss aeroplanes equipped with automatic
stabilizers are entered in the $77,200 prize contest to be
conducted in France, beginning in February, by the
Aero Club of France for L'Union pour la Securite en
Aeroplanes (see p. 152, August issue). One of the
machines is now in Paris, while the other is being
prepared here for final tests and will be shipped soon.

Mr. Curtiss, working with the LTnited States Army
aviation corps, and the U. S. Navy aviation corps, and
the Sperry gyroscope company, has devoted much
time to the problem since 1912. Tests made during
the past season were so satisfactory that the device
was entered for the competition inaugurated by the
Union Pour La Securite en Aeroplans several months
ago. More recently a second Curtiss machine, to be
equipped with another device which has passed the
severest tests, was entered and will be shipped in
time for the elimination trials. Little publicity has
been given the trials here.

MACKAY TROPHY WON AT RECORD
BREAKING SPEED.

Flying 58 miles in 46 minutes, locating and ac-
curately describing an advancing "enemy," and fin-
ishing the flight with a glide of 8 miles to within 25 ft.
of a prearranged landing mark, won the Mackay
Trophy for Lieutenant Joseph C. Carberry, Sixth In-
fantry. The flight was made in the latest Curtis mili-
tary tractor delivered to the U. S. Army aviation corps
at San Diego, equipped with a Curtiss 90-100 h.p.
motor, on December 30th.

Lieutenant Fred Seydel, C. A. C, accompanied
Lieutenant Carberry on the record breaking flight as
official observer.

Flying at an altitude of 3,500 feet the aviators
searched the country for the expected enemy and
when well over Point Loma discovered the troops
which had left Fort Rosecrans at 7 a. m. Indicating
the number of troops, their marching speed and direc-
tion on the map, they swung about and flew back to
Encinitas.

Orville Wright says flying now is fool-proof. This
is gratifying — because it is the only thing that is. —
A'. Y. Eve. Sun.

Ilaldeman von Figyelmessy is doing some good work
on IStaton Island with the Curtiss engine tractor of
O. E. Williams. Fig.-etc. doesn't at all mind turning
over in the air a couple of times with a loose engine
bed and getting thrown out. Never heard that it vyas
part of the Hammondsport course to fall three stories
on one's head to get a degree. Perhaps Ilaldeman
von F. was only doing post-graduate work.

AERONAUTICS, Jan. 15, 1914

Page 13

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Excellent Food Good Service

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In answering advertisements please mention this magazine.

Page 14

AERONAUTICS, Jan. 15, 19 14

NAVY RECEIVES MORE FLYING
BOATS.

Three more Curtiss flying boats and an O. W. L.
have been delivered to the U. S. Navy. The C-3 was
tried Dec. 7 at Hammondsport and showed 60 m.p.h.,
minimum 45 m.p.h., with Lieut. B. L. Smith and
Ensign Chevalier in the machine. She readily car-
ried three people and 25 gallons of gas, total weight
500 lbs. Left the water inside of 1,500 ft., climbed
1,500 ft. in 13 minutes and made an endurance run
of an hour. This machine was packed for transport
with the marines to Culebra for winter maneouvres.

The C-4 and the C-5 were tested at Annapolis on
Dec. 24. The maximum speed of each was, respect-
ively, 64.157 and 59.052 m.p.h. The minimum speeds
were, respectively, 45.033 and 49.672 m.p.h., the ap-
parent shortcoming in C-5 being due to lack of time
to adjust motor. C-5 left the water in 1,100 ft.
and climbed at the rate of 143 ft. per minute. The
oil consumption was 5 pts. per hour and the fuel
consumption 7.'8 gals, per hour. C-4 left the water
in a run of 1,000 ft. and climbed at the rate of 150
ft. per minute to 1,500 ft. Oil and gas consumption,
respectively, 4 pts. and 8 gals, per hour.

The O. W. L. (over land and water) machine, the
E-i, is a modified Curtiss hydroaeroplane, fitted with
wheels, running in rectangular slots in the pontoon.
These wheels can be drawn up out of the way and
fi.xed stationary by a lever. This machine has also
gone to Culebra. The first tests of this e.xperimental
type, hastily constructed, were highly satisfactory,
showing a speed range of 44 to 65 m.p.h., with sur-
prising m;ineouvering qualities in the air and splendid
ada|)tability fur work on both land and water.

FLYING AT PANAMA-PACIFIC.

The flying at the Exposition grounds has been
truly wonderful. Every Sunday there are at least
si.x hydros, and sometimes ten, giving beautiful dem-
onstrations of the modern water craft, its efficiency,
speed and reliability. "Beachey's stunt is wonderful.
At first I did not think much of it from hearing
others talk about it, but, believe me, when I say it, is
worth walking miles to see."

BOOKS RECEIVED.

FLIEnERKliRZ. Leitfaden fiir Mililar-und Zivil-
fljeger, von Josef Flassig, k. u. k. Leutnant und Feld-
pilot der oesterreichischen Luftschifferabteilung.
i6mo, cloth, 164 illustrations and tables, charts and
drawings, published at K. 7.20 by K. v. Waldheim,
Jos. Eberle & Co., Andreasgasse 17, Wien VII,
Austria.

Contents include:— DIE PTIYSIKALISCHEN UND
METEOROLOGTSCIIEN EIGENSCITAFTEN DER
LUST — Physikalische Eigenschaften, \)er Luftdruck,
Die Lufttcmpcratur, Der Wind, Die Luftfeuchtigkeit.
DER LUFTVVl DERST.XND— Senkrechter Luftstofs,
Schiefer Lnftstols, .Stirnwiderstand auf Stabe, Ande-
rung des Luftwiderslandcs durch die Form des Kor-
pers, Widerstiindc von Streben und Seilen, Wirkung
der stromenden Luft auf gewolbte Flachen, Versuche
von Lilienthal, der Gottinger Anstalt und der Ver-
suche von Eiff'el, Der Luftwinderstand bei Drachen-
fleigern. Die Berechnung von Propellern. DIE
FLUGMASCHINE— Der Rumpf, Die Steuerung, Die
Die Kolben, Die Kolbcnringe. Das Motorgehause,
Verwindung. DER B.ENZINMOTOR— Die Zylinder,
\'orang bei der Zundung. Zundvorrichtungen, Die
Wichtigsten Vergastertypcn, Die Arbeitsweise des
Benzinmotors, Instandhaltung des Motors und Repara-
turdesselbcn, Visitierungstabelle, Storungen am Motor,
Die Typen der Aeromotoren, Bremstande. BENZIN
LTND OL — Die chemische LIntcrsuchung der Brenn-
stoffe. Die chemisch-physikalische Untersuchung der
Schmiermittel. MATERIALKUNDE— Das Holz, Eisen
& Stahl, Zink, Knpfer, Blei, Zinn, Nickel, Aluminium,
Legierungen, Zugfestigkeit der Metalle und deren
Legierungen, Zugfestigkeit von Drahten, Das Loten,
Das Schweifscn, Das Ilarten. FESTIGKEITSLEHRE
— Zulassige Spannungen, Festigkeit gerader Stabe,
Zusammengesetztre Festigkeit, Belastungsfalle beim
Flugzeughau. DIE SCHULE DES FLIEGENS—
Dienstordnung und DirecUtiven fur den Pilotenkurs,
Die Ilaftpflicht fur die Flieger, Die Ausbildung im
Flieeen. FLUGTECHNISCIIE PIIOTOGRAPHIE
ANILANG — Organisatorische Bestinimungen fur die
Luftschifferabteilung, Meldeformular, Die Sportkom-
missare fur Flugmachincn, Die Prufungskommissare,
Die neuen Bestinimungen, Die Federation Aeronau-
tique Internationale, Lizenz.

COURT GIVES WRIGHT DECISION
New York, Jan. 14.— Yesterday the U. S,
Circuit Court handed down an opinion in favor
of the plaintiff in the Wright-Curtiss suit.
Full abstract of decision in next issue.

At the Paris Exhibition, December 25th, there were
65 pieces of apparatus on which ignition systems were
fitted. Of these 65, 56, or 86<%, used the Bosch mag-
neto. The balance was divided among three other
makes of ignition systems.

In the national award for the best distance covered
in 24 hours, Bosch-equipped aeroplanes made a clean
sweep, winning all prizes from i to 6, inclusive.

Prize I was won by Stoeffler — Aviatik monoplane,
Mercedes engine, Bosch magneto. Stoeffler covered
2,079 kilometers, about 1,291 miles, which is a world's
record. His prize was 100,000 marks, or $25,000.

The second prize, Schlegel — Gotha monoplane, Mer-
cedes engine, Bosch magneto. Distance, 1,497 kilo-
meters. Prize, 60,000 marks.

Third prize, Caspar — Gotha Hansa monoplane, Mer-
cedes engine, Bosch magneto. 1,381 kilometers.

Fourth prize, Thelen — Albatros biplane, Mercedes en-
gine. Bosch magneto. 1,373 kilometers.

Fifth prize, Kastner — Albatros monoplane, Mercedes
engine, Bosch magneto. 1,228 kilometers.

Sixth prize, Geyer — Aviatik biplane, Mercedes en-
gine, Bosch magneto. 1,173 kilometers.

AERO MART.

SACRIFICE — A Curtiss type biplane, flown by one
of America's most famous aviators, with 8 cyl. Hall-
Scott 60 II. P. motor, all in Ai condition, for $1,350
cash, subject to demonstration to bona-fide purchaser.
Shipping boxes, propeller, crates, completely equipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the
season. Opportunity knocks but once at every man's
door. .Xddress "Sacrifice," care of AERONAUTICS,
122 E. 25th St., New York.

AVIATOR WANTED— Can use a good aviator who
can fly exhibitions, make repairs, build, etc., a first-
class all-around man. Fair salary year round. Ad-
dress, with references. Aviator, care of AERONAU-
TfCS, 123 E. 25th St., New York.

On Board S. S. Coamo,

Nov. 28, 1913.
Mr. Jones,

Ed:tor of AERONAUTICS,

New York City.

My Dear Sir, — Read with regret that Mr.
Rrown is retiring from aviation. Perhaps
Mr. Stevens can use him as an assistant on the
bee farm he became interested in at Rio
Pedras, Porto Rico. He told me personally
when I met him on the island that he would
supply much honey to the world by his mil-
lions of bees. I wish both of those gentlemen
luck, and hope they will not get stuck as my
friend Mr. Beachey did with his sugar. Per-
haps Mr. Stevens' idea is to have the bees
carry the honey from the sugar cane that
Beachey left behind. Leave it to him.

With my best wishes to you, I beg to re-
main,

Cordially,
(Signed) Antonio Morales.

AERONAUTICS, Jan. 15, 1914

Page 15

PATENTS

SECURED or FEE RETURNED
VICTOR J. EVANS & COMPANY

Send sketch or model for FKKK seareli of Patent Office
record. Write for our Guide Books and What to Invent with
\,iliia')le List of Invenlions Wanted sent Free. Send for our
special list of prizes offered for Aeroplr.nes. $600,000
Offered in Prizes for Airships. We are Kxperts in
Aeronautics and have a special Aeronautical Department.
Copies of Patents in Airships, 10 cents each.

Main Offices: 724-726 NINTH STREET, N.W.
WASHINGTON. D. C.

DON'T

wiite us unless
you are inter-
ested in a reliable, efficient
arceconcn-ic£ 1 [ower plant.
IF at is the cr.ly kind we
build. Four sizes.
Reasonable Prices

Kemp IVTachine Works

Muncie, Ind.

ALL AERO BOOKS
FOR SALE BY

AERONAUTICS

122 E. 25 St., New York

TENTS

C. L. PARKER

Ex-mcmbcr Examining Corps, U. S. Patent Offio*

Attorney-at-L«w and Solicitor of Patents

American and foreign patents secured promptly and

with special regard to the complete legal protection ol

the invention. Handbook for inventors sent upon request.

30 M-Gill BWtr. WASHINGTON, D. C.

We wish to announce the 1914 models of the

Hamilton Aeroboat

60-70 H.P.. $2,150 :: 90-100 h. p., $2,700

Two-seater

Three-seater

Just what you have been waiting for. The price
is made possible only by quantity production. It is
our aim to make this Aeroboat the same to aviation
as the Ford is to the auto realm. If you are interested
in this new model, just drop us a line for full partic-
ulars. Also ask for a copy of our catalog, "Everything
Aviatic," all that the name iiuplies.

HAMILTON AERO MFG. CO.

208 Thirtieth Avenue Seattle, Wash.

HALL-SCOTT
MOTORS

Tom Gunn, the greatest
Chinese Pilot, making one
of his spectacular flights
at Honohilu, H. I., using
60 h. p. HALL-SCOTT
power plant.

"Investigate the
100 h. p. Hall-Scott"

Two of the best pilots in
the United States have,
with the result that this
^l^Owerful motor will
equip their flying boats
for the coming year.

Write for catalogues upon our
motors

Hall-Scott Motor Car Co.

818 Crocker BIdg.

San Francisco

Cal.

PEDERSEN OIL PUMPS

have positive action, are small and
lioht, easily ai)p]ied to any motor

^— ^^^~^~~^^^ Write for circular ^^^^^.^-=— ^—

PEDERSEN LUBRICATOR CO,

636-644 First Avenue, New York, U. S. A.

This page contracted for by

LEO STEVENS

FOR NEXT ISSUE

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

Use our Waterproof Liquid (jlue, or No. 7 Black, White, or Yellow Soft tonality Uiue f(n' water-
prooniipr the canvas coveritu? of flyiUK boats. It not only waterproofs and preserves the canvas
but attaclies it to the wood, and with a coat of paint once a year will last as long as the boat.

For use in combination with calico or canvas between veneer in diagonal planking, and for
waterproofing muslin for wing surfaces. Send for samples, circulars, directions for use, etc.

L. W. FERDINAND & CO. 201 South Street, Boston, Mass., U. S. A.

In anszvering advertisements please mention this magazine.

Page i6

AERONAUTICS, Jan. 15, 1914

< BENOIST

ANNOUNCEMENT

The Benoist School of A\iation will open on January 1st, at
St. Petersburg, Florida. The school will be under the
personal supervision of Tom W. Benoist and Tony Jannus.
■We will also conduct the first regular schedule passenger-
carrying air line in the world, St. Petersburg to Tampa, Fla.
Students who want to join the school and prospective
agents who want their territory for the exclusive sale of our
flying boats will do well to address

The New
Benoist
Fh/ini/
Boat in
Action

BENOIST AIR CRAFT COMPANY

St. Louis, Missouri or St. Petersburg, Florida

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

"F L 1 G H T'*

July 26th, 1913

Built of Nickel Steel and Vanadium Steel Throughout

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street, Washington, D. C.

ALL MARINE FLYERS

Should investigate the merits of the Three-Bladed Paragons. S/naZ/er >S7:e than corres-
ponding two blades, with fine lines of design, make them turn more freely. Free tnrning
enables them to carry higher pitch. The added blade gives them a stronger hold on the air.

Results: — Less Vibration — Full Turning Speed — Higher Pitch Speed = Smaller
Slip — Faster Flying — Stronger Manoeuverin^ — Safer Handling and Control.

Uncle Sam uses three-bladed Paragons almost exclusively in his Navy Boats — There's a
reason and Paragon price economy besides.

There are questions in your mind. Write to us for the answers intelligently stated and illus-
trated by photographs. Full brass blade protection at only nominal cost.

AMERICAN PROPELLER CO., 243-249 E. Hamburg St., Baltimore, Md.

In answering advertisements please mention this magazine.

JANUARY MONTH-END EDITION

ll lflHi ll l i m i H I MH I

■IIMIiillillllilMiWIllMllllilHIilllM

EKCMITIC

liiiiiiilltlililiiiiiiiiiiiiiiiiiiiiiiiiililllllililllliiMilliiiiiii

COMBINED WITH "FLY" MAGAZINE

XIV. No. 2

JANUARY 31, 1914

Page 18

AERONAUTICS, Jan. 31, 1S)U

< BENOIST

ANNOUNCEMENT

The Benoist School of Aviation will open on January 1st, at
St. Petersburg, Florida. The school will be under the
personal supervision of Tom 'W. Benoist and Tony Jannus.
"We will also conduct the first regular schedule passenger-
carrying air line in the world, St. Petersburg to Tampa, Fla.
Students who want to join the school and prospective
agents who want their territory for the exclusive sale of our
flying boats will do well to address

The Xew
Benoist
Fli/inii
Boat in
Action

BENOIST AIR CRAFT COMPANY

St. Louis, Missouri or St. Petersburg, Florida

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

From

"F L^I G H T"

July 26th, 1913

Built of Nickel Steel and Vanadium Steel Throughout

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street, Washington, D. C.

ALL MARINE FLYERS

Should investigate the merits of the Three-Bladed Paragons. )Sma//e»' .S«ie than corres-
ponding two blades, with fine lines of design, make them turn more freely. Free turning
enables them to carry higher pitch. The added blade gives them a stronger hold on the air.

Results:— Less Vibration — Full Turning Speed — Higher Pitch Speed = Smaller
Slip — Faster Flying — Stronger Manoeuvering — Safer Handling and Control-
Uncle Sam uses three-bladed Paragons almost exclusively in his Navy Boats — There's a
reason and Paragon price economy besides.

There are questions in your mind. Write to us for the answers intelligently stated and illus-
trated by photographs. Full brass blade protection at only nominal cost.

AMERICAN PROPELLER CO., 243-249 E. Hamburg St., Baltimore, Md.

In answering advc>'tisements please mention this magazine.

AERONAUTICS, Jan. 31, 1914

Page 19

U. S. NAVAL AERONAUTIC SERVICE

The Na'i'y's Board of Aeronautics, convened under
Navy Department Orders, composed of Senior Mem-
ber Captain W. Irz'ing Chambers, Commander C. W.
Brittain, Commander S. S. Robison, Lieut, M. H.
Si)nons, Naval Constructor H. C. Richardson, Lieut.
J. H. Towers, First Lieut. A. A. Cunningham, has
reported a very comprehensive plan for the organiza-
tion of an adequate mobile Naval Aeronautic Service,
to include a great aeronautical centre, zcith a goodly
equipment of aeroplanes and dirigibles as a starter.

The plan proposed sho-ws that something is being
accomplished in our Navy, just about the time some-

one has alleged it to be asleep. If put in practice, our
naval aeronautic equipment zi'ill be second to none.
Even the over-boosted foreign naval air zvork ivill be
eclipsed. Some of the zvork already done by the
boats and the nezv type O. W. L. machine. It only
remains for Congress to supply the asked-for funds,
to 'vhich end the efforts of those interested should be
bent, rather than to picking Haws and pulling political
zcircs. It is understood, hoivever, that there is money
enough available for proceeding with the main part of
the ivork at once.

The Board recommends that Congress
be asked to appropriate as early as possible
$1,297,700. This covers estimates as fol-
lows:

(a) SO Units of aeroplane, outfit,

spare engines and parts

(fleet service) $500,000

(b) One 10,000 cubic meter diri-

gible, outfit and parts (fleet

service) 173,000

drogen plants (Pensacola

plant) 17,000

(d) 1 Double floating dirigible

shed (Pensacola plant) .... 90,000

(e) 1 Mooring mast (Pensacola

plant) 1,200

(f) 1 Combination captive and

free balloon (Pensacola

plant) 800

(g) Fixed and portable aeroplane

sheds (Pensacola plant).. 18,000

(h) 3 Motor boats, 3 tractors, 2

trailers (Pensacola plant). 39,400

(i) Gasoline storage (Pensacola

plant) 4,000

(j) Maintenance 100,000

(k) 2 Dirigibles, Vedette type

(Pensacola plant) 85,000

(1) 6 Units of aeroplanes, outfits,
spare parts, etc.; 6 tents;
4 knockdown trucks (ad-
vance base outfit) 92,300

(m) One 2,200 cu. m. dirigible
and accessories (advance

base) 177,000

$1,297,700

ONE GREAT AIR CENTRE MOST ECONOMICAL.

Based on the experience of foreign coun-
tries, the Board has confined its attention prin-
cipally to the establishment at one suitable
aeronautic centre — at the Pensacola (Florida)
Navy Yard — for reasons of climate, conven-
ience and facilities.

Immediate additions are planned, as pro-
vided for in the foregoing schedule, in which
provision is also allowed for a meteorological
observatory and equipment, as standard plans
for building kites to be furnished to all flag-
ships, library and amusement.

AEROPLANES ON ALL SHIPS.

Aeroplanes to be used from ships of the
fleet and from auxiliaries. One aeroplane
with spare motor, parts, etc., to be placed on

all battleships as soon as practicable. Auyi-
iliaries to carry stores and supplies. Officers
to be instructed with machines of the same
types, pilots to be available for either land or
water flying, standard type of control to be
used, desirable to develop a single type of
aeroplane to meet all requirements.

A FLYING SCHOOL.

Flying school to be at Pensacola, for rea-
sons previously stated and in order to co-
operate with the fleet, maintained in two
categories:

Sea Section for advanced practice and ex-
periment. A reserve ship to be used as a
mobile advanced flying school, ror testing de-
vices to be employed in installation and use
of aeroplanes on battleships, and for such ex-
periments as launching catapult, hoisting ap-
paratus and stowage. This ship would also
be used for stores, barracks and in conjunction
with dirigible flights at sea to make such tests
as the practicability of replenishing an air-
ship with fresh supplies of fuel and hydro-
gen, the accuracy of bomb dropping appli-
ances, and the tactics to be employed in con-
tests between aeroplanes and dirigibles. Per-
sonnel to consist of commanding ofiicer, three
air pilots and usual complement of ships in
reserve.

Land Section in charge of an officer of the
Aeronautic Division. Equipment as per sched-
ule. For instruction and practice.

COURSE OF instruction AND DUTY.

Students and air pilots will be given in-
struction in practical work on machines, theo-
retical study, instruction in aeroplane and diri-
gible operating to qualify for naval air pilot
certificate whose holders are considered com-
petent for sea service. Those recommended
for advanced instruction in aeronautical engi-
neering to be sent each year to the institution
giving the best course, this post-graduate in-
struction to be later conducted at the Xaval
Academy if possible.

One or more air pilots each year to be se-
lected for experimental work in the Aircraft
Factory and the National Laboratory, or
sent abroad for foreign study.

AERONAUTIC SERVICE WITH FLEET.

When certified pilots have been transferred
to the Sea Section they are available for trans-
fer to a ship of the fleet and to be in charge
of the aeroplane attached to that ship.

Page 20

AEnOXACTfCS. Jan. -".l, 1!)14

BALLOONS, DIRIGIDLES AND ACCESSORIES.

Four dirigibles to be bought : one for ex-
peditionary service with the fleet, one for use
at an advanced base and two of Vedette class
for Pensacola plant, as listed previously in
the schedule. A mooring mast which has
been satisfactorily used in England will I)e
adopted for mooring the airship at the ad-
vanced base, or two dirigibles may be housed
in the double floating shed which is provided
for. Study to be commenced on a special
auxiliary ship in connection with the aero-
plane auxiliary, starting on the basis that it
must accommodate a 10,000 cubic meter diri-
gible.

Experiments will be made with a combina-
tion free and captive balloon for preliminary
instruction of dirigible pilots and to ascertain
of what service they may be with the fleet. It
is suggested that experiments be also made
with hot air balloons.

Laboratory work of the Navy to l)e carried
on at the Washington Navy Yard in connec-
tion with the model basin and the National
Aeronautic Laboratory.

PERSONNEL OF NAVY AERONAUTIC CENTRE.

The personnel of the Navy Aeronautic Cen-
tre to consist of: the Commandant, over two
divisions (Aeronautic — with aids, officers, en-
listed personnel of Navy and Marine Corps to
carry on instruction both with dirigibles and
aeroplanes ; Oi'Erative — comprising staff to
operate the Yard for purposes of Aeronautic
Centre); three aids (instructors). Senior Aid
to be Executive Officer of Yard and in charge
enlisted men ; i Gunner, i Boatswain, i Car-
penter as assistants to Executive Officer ; i
Marine Officer commanding Marine Guard
distinct from Marine Corps personnel of the
Aeronautic Department.

department organization.

An Air Department in the Navy Depart-
ment to be established under the Division of
Operations in charge of a Director of Naval
Aviation, with assistants and authority and

responsibility to carry the organization into
effect. The Director to proceed with the
organization of a Naval Air Service. This
Air Department not to be a separate depart-
ment, as such is deemed unnecessary and in
conflict with present legal status. Great stress
is laid on this point with the object of main-
taining harmonious operation with the present
simple and efficient system in the Navy De-
partment to obtain efficiency in the general
results.

The task of co-ordination in the Navy is
made possible through the assistance provided
for in the Council of Aids, each looking after
a natural division of the labor, with authority
to advise but not to execute. The system is
theoretically perfect. The Board urges that
the Secretary of the Navy have one represen-
tative especially engaged in aeronautics, with
an office for meetings of representatives of
the bureaus, for records, files, reports, etc.
Aeronautics has heretofore been in charge of
the Bureau of Navigation, but this Bureau
cannot spare the time to specialize on aero-
nautics, so that the Board believes the estab-
lishment of an office of Naval Aeronautics
under the Secretary's office is essential.

OFFICE OF naval AERONAUTICS.

To l)e in charge of Director of Naval Aero-
nautics, with rank of Captain if practicable,
to co-ordinate the work for Secretary of
Navy in co-operation with necessary assist-
ants representing the Bureaus. Assistant Di-
rector — an officer with aeronautic experience.
of rank of Commander if practicaljle, to repre-
sent Director in absence. Other Assistants
representing each : Bureau of Navigation.
Construction and Repair, Steam Engineering',
Ordnance, Marine Corps. One of these as-
sistants to be an air pilot. All assistants to
form a board or council to investigate all
prol)lems connected with development, main-
tenance and instruction of Naval Aeronautic
.Service, in addition to their regular Bureau
duties, and to assemble at the Office of Naval
Aeronautics whenever desired.

TRAFFIC MANAGER BENOIST AIR
LINE ISSUES OPERATION SHEET.

We have just received the operation, sheet of the
Benoist Airline at St.- Petersburg, Fla., for the first
ten days of its work.

It would seem tliat not only is the airboat practical
for commercial purposes, but it is more reliable and
has a greater earning power than the automobile or
motor boat.

The following figures can be taken from the opera-
tion sheet which appears herewith:

Ntimber of trips made, 26; number of passengers
carried, 52 ;_ hours flown, 12 hours, 43 minutes, 30
seconds; miles flown, 682; gallons of gasoline con-
sumed, 170;^; gallons of lubricating oil, igj/'-

This makes 1,364 passenger miles flown in these ten
davs, and 25 passenger hours.

When we figure that 682 miles was made in this
ten days in regular commercial work and multipIyinL;
this by three, equals 2,000 miles for one month.

The usual pleasure automobile seldom ever runs
more than 1,200 to 1.500 miles a month, and then it
is supposed to be kept on the road practically all I be
time. Of course, in a four-passenger machine this
runs the passenger mileage up as high or higher than
in the airboat, but the usual auto taxicab used in
commercial work seldom ever makes more than goo
miles in one month, which at three passengers car-
ried continuously W()uld only equal 2,700 passenger

miles in one month, while the airboat made practi-
cally that many passenger miles in twenty days.

This is a really remarkable showing when you con-
sider that the airline at the present time has only
one boat at St. Petersburg, and it is necessary to
keep this in service all the time. Also this boat has
been tised for over six months, having been put into
seivice on July 4 and kept in exhibition work all that
summer and fall, giving exhibitions at Put-in-Bay,
Grand Rapids, Keokuk, Paducah and many other
]ilaces. besides several long river runs on the Missis-
sippi, Illinois and Ohio Rivers.

It has never had an overhauling since it left the
factory, but, of course, is not in as good condition as
a new machine would be.

Two more passenger carrying planes, however, were
shipped on the 15th inst to St. Petersburg, and it is
expected the operation sheet for the next period of
ten days will show an even more successful business.

KANSAS CITY GETS BIG BALLOON
RACE.

The international balloon race this year will 1)c
started from Kansas City, Mo., on October 6, this
city having agreed to offer $7,200 in prizes, allow
free gas to the entrants and make all arrangements
for handling the event.

AEnOXAUTICS. Jan. HI. 1014 Pagn 21

WRIGHT-CURTISS LITIGATION ENDED

PATENT UPHELD

On January 13, 1914, Judges Lacombe, Cox
and Ward, of the U. S. Circuit Court of Ap-
peals, handed down the final opinion in the
Wright-Curtiss suit.

The present opinion merely confirms the
previous one of Judge Hazel in this case and
that of Judge Hand in the Wright-Paidhan liti-
gation. In part, it says :

■^"We are in full accord with tlie reasoning by vvhicli
* * * (Judge Hazel and Judge Hand) reached the
conclusions tliat the patent in suit is a valid one, that
the patentees may fairly be considered pioneers in the
liractical art of flying * * * and that the claims
sliould have a liberal interpretation. * * * That
the third claim, when liberally construed, has been
infringed seems too plain for argument. As to the
other claim, in which the vertical rear rudder is an
element we are satisfied from the testimony, as was
the court below, that during some parts of their flight
defendant's machines use the rudder synchronously
with the wings so that by their joint action lost balance
may be restored, or a threatened loss of balance be
averted. Sucli use of the rudder constitutes infringe-
ment and a machine that infringes part of the time is
an infringement, although it may at other times be
so operated as not to infringe."

For a period of five years the patent suit
of the Wright Company against Glenn H. Cur-
tiss and the defunct Herring Curtiss Company
has been litigated. The last hearing was on
November 6 and 7, 1913, in New York. The
deliberations of the three judges sitting took
until January 13, 1914, when the final opinion
was handed down.

Readers of AERONAUTICS are aware of
every step in this and the other suits brought
in the upholding of the validity of the Wright
I'nited States patent through the reports and
decisions printed in this magazine.

For arguments and the reasoning of Judges
Lacombe, Cox and Ward, of the U. S. Circuit
Court of Appeals, reference must be had to
Judge Hazel's opinion printed in full in the
-March, 1913, number of AERONAUTICS and
to Judge Hand's opinion in the Wright-Paul-
han case, printed in the April, 1910, issue, which
opinions, up for review before the appeal
judges, are now confirmed.

It is not anticipated that the victorious
Wright Company will deal harshly with its
competitors, now that its privilege of granting
licenses has been legally accorded. There
would be no advantage accruing from forcing
others to close down. The greater the com-
petition, the greater the number of 'planes
produced. A thousand aeroplanes on which a
hundred thousand dollars in royalties have been
l)aid are more to be desired than the obtain-
ing of the same sum on a hundred machines.
It is not unlikely that arrangements will be
made for convenient partial payments of back
royalties and for granting licenses for further
operations on the basis of moderate fees.

The one great result will be the binding of
efforts to devise a system of balance which
does not infringe the Wright patent. The
Wright brothers have always contended that
the adjudication of their patent would stinui-

late inventive genius. The litigation has al-
ready had its effect along this line. Patents
have been applied for on devices to equalize
the pressures on ailerons. There is an inter-
ference proceeding in this connection being
prosecuted at this time. Others have entered
applications or have received patents on sys-
tems which are alleged to be non-infringing.

The Wright patent has now been adjudicated
in the United States and Gerrnany and prac-
tically so in France. There is a small chance,
however, that the suit in question may be
again before the court. Appeal may be still
taken to the United States Supreme Court,
the highest in the land, under certain condi-
tions. If carried to this court and not ad-
vanced on the list, that it would probably not
come to trial for two or three years is the
o])inion of a lawyer.

The present status, therefore, is that manu-
facturers of aeroplanes which infringe the
Wright patent in accordance with this deci-
sion are enjoined from further manufacture
and sale unless an arrangement is made with
the owners of the patent, the Wright Com-
pany, and while the decision applies specifically
to the Curtiss type of machine only and in-
directly to the Farman type, nevertheless the
court rules that the claims of the Wright
patent should be liberally construed and conse-
quently modifications of either of these types
would not evade the infringement in accord-
ance with the broad scope of the decree.

As to the aeroplanes already manufactured
and sold, unless a settlement be made direct,
the procedure for the award of loss of profits
or daiTiage incurred, is to refer the entire mat-
ter to a Master who will take testimony in
order to reach a conclusion for an award.
This is slow process and dependent upon the
evidence produced at the hearings before the
Master as to the extent of the award. The
statutes specify that the award can be for a
sum equal to three times the damage sustained
or profit lost by the owner of the patent and
precedent in such cases limits the award to one
of these conditions and not to both. If loss of
profits are demanded, it must be proven that
the infringing manufacturer actually made
profits and was not doing business at a loss.
If damage sustained is claimed, then it is a pre-
sumption that purchasers of the infringing
article would have purchased the patented ma-
chine if the infringement had not been manu-
factured and offered for sale, but the defendant
has the right to prove, so far as he can. that
the dift'erences in the two articles are of sufii-
cient importance that purchasers of his ma-
chine would not have purchased the patented
machine and would, therefore, have not pur-
chased any. It is therefore impossible to an-
ticipate the probable amount of award recom-
mended by the Master and which is then
transmitted to the court for final adjudication.

Page

9.9,

AERONAUTICS, Jan. 31, 1914

THE SLOANE FLYING BOAT

In accordance with its expansive policy
for 1914 the Sloane Aeroplane Company of
New York in addition to producing several
newf types of military monoplanes and bi-
planes is bringing out flying boats and bat
boats [O. W. L.] designed and constructed
to meet the most rigid naval requirements.

The first machine, of a sporting class, is
now under construction.

General Dimensions — "Speed," "Scout"
and "Sporting" Types — Span (top), 36 feet;
span (lower), 23 feet; chord (top), 6 feet;
chord (lower), 5 feet 6 inches; gap. 6 feet;
over-all length, 26 feet. Surface — 310

square feet on "Speed Scout" and "Sport-
ing Type"; 405 square feet on "Sea Scout."
Length of hull, 22 feet; width of hull, 36
inches; seating capacity — 2 or 3 persons.
Power plant — 80 or 100 h. p. Gnome — or 130
h. p. Salmson on Naval (or good domestic
motor of 100 h. p.) Speed Scout. Tank
capacity — 5 hours.

Hull is single step, built up of two-ply
mahogany and canvas, copper-riveted, over
a framework of ash and spruce ribs. Plan-
ing surface 36 inches wide, V-shaped.
Eight water-tight bulkheads, fitted with in-
spection covers.

ThcS^

Fly.^o Bo

Trpc St

Ciit/fioiaof/ - S'-t
Oap - 6'-c

'.•''■/r/>»r'5j7«/S.«r-

AERONAUTICS, Jan. 31, 19 U

Page 23

Nose of boat rounded off and stream-
lined. Ample space provided for wireless,
marine and navigating equipment.

In the "Navy." "Sea Scout" and "Speed
Scout" types, the rounded front is swept
back to just in front of the operators' seats
and is given a slight curl up at this point
to form a wind and spray shield, which at
the same time gives an absolutely perfect
vision over the front and sides.

In the sporting type a permanent cabin
is fitted, constructed of a light framework
and entirely covered with transparent pyra-
line sheeting with its after part hinged
so that it can be tipped forward for en-
trance or exit to the boat.

Two front seats are placed side by side;
double control of the well-known Deper-
dussin type. Behind the operators' seats
and immediately between the two planes is
the passenger's seat.

Planes are of single piece construction,
framed monoplane style. Top one spans 35
feet, chord 6 feet; the bottom one spans 2^
feet, chord 5 feet 6 inches.

Strong diagonal bracing is used to truss
the planes internally so that there is no
bending or straining when in flight.

Only two uprights on each side of the en-
gine section. This cuts down head resist-
ance and permits the top extensions to be
folded down when the machine is not in
use.

For extended sea work these extensions
modified somewhat will be folded from the
operator's seat so that in case of emergency
the wing area can be cut down while the
craft is riding on the water.

Factor of safety of six to one allowed
for. Main guy wires, '/s-inch and 3/32-inch
steel cable, doubled throughout and fitted
with extra strong turnbuckles. All control
wires doubled and extra strong.

Ailerons, 9 feet by 2 feet, operate in the
usual manner, one up and the other down.

Rear stabilizing fin. 7 feet b}^ 8 feet, is flat
and set at a slight lifting angle. It is built

in two parts and hinged to the vertical fin so
that it can be folded down out of the way.

The two elevating flaps, which measiire 3
feet deep, are spread out so that they oper-
ate in a position to give the utmost leverage
and control, with the least possible drag and
resistance.

The combination braces and control levers
of the elevating flaps are made of steel
tubing and are so fitted that by merely un-
fastening one turnbuckle all the bracing can
be taken ofT intact and the steel braces
folded down flat against the elevators and
aileron's. The combination air and water
rudder which is hinged to the rear of the
boat and its vertical fin swings between the
two elevator flaps. This is also fitted with
collapsible braces.

The controls consist of the well-known
Depcrdussin wheel and foot lever arrange-
ment. Pushing the wheel backwards and
forwards operates the elevators, while turn-
ing the wheel to the right and left works the
ailerons. Steering to the right and left is
accomplished by the foot bar.

Main gasoline tank carried in the hull
under the rear seats. Capacity has been
figured out to allow for flights of at least
five hours' duration. Tanks are of the pres-
sure type and the air pressure is supplied to
them by means of a small air driven pro-
peller which operates through the speed of
flight. Gasoline is forced to a small gravity
tank situated in front and slightly above the
carburetor. Air pressure gauge is fitted in
front of the operator. A hand pump is fitted
to supply pressure in case of emergency.

Either 80 or 100 H. P. Gnomes will be
used as standard equipment. This can be
varied, however, and domestic motors of
100 H. P. or more used if desired. In the
Speed Scout type of machine a 130 H. P.
Salmson Motor will be used. In all cases
the motor is mounted midway between the
two planes so as to bring the center of
thrust more in line with the centers of re-
sistance and weight.

WRIGHT-CURTISS SUIT.

L. J. Seely, of tlie Curtiss Aeroplane Co., made the
following personal statement, in response to inijuiries
of Aeronautics, regarding his attitude on the recent
decision :

"Any intelligent statement regarding the probable
effect on the aviation industry in this country of the
decision in the \\'right-Curtiss case, would depend
upon one's knowing whether this long drawn legal
battle has been fought for moral or financial reasons.

"If the issue is a financial one, fought out to de-
termine legal rights, any final decision, whether pro
or con, must be helpful. The amount of money made
in manufacturing aeroplanes in this covmtry by any
or all manufacturers has not been enough to keep
the contestants busy for long in settling up accounts,
and enabling them to start out with a clean slate
and a knowledge of just what to expect.

■'The winners, one may assume, would establish
a schedule of royalties calculated to bring them the
best financial return; the losers would then decide
whether they could better afford to pay the amount
demanded, or set about perfecting and exploiting
other means of lateral control; with the further
alternative of pulling stakes and establishing their
business in some European country where the Wright
patents have been more precisely construed.

"If, on the other hand, personal pride, or per-
sonal animus, should override all other considerations

settled conditions in the trade may be as far off as
ever.

"Here at Hammondsport, where at this writing we
have had definite word neither from Mr. Curtiss, nor
from the Wright Company, we are proceeding on the
assumption that business expediency will determine the
issue."

DEATH OF HAMILTON.

Charles K. Hamilton, the first man to try to loop-
the-loop, died at his home, 225 West logth street.
New York, on January 22, from hemorrhage. Hamil-
ton was a New Britain, Conn., boy and started his
air experiences riding kites for Israel Ludlow. He
went into exhibition dirigible operating. Learning to
fly a Curtiss machine in Hammondsport in 1908, he
quickly was known all over the country as the most
daring exhibition flier in this country. In attempting
the loop in Seattle in 190Q the machine, for some
unknown reason, dropped sidewise to the water when
he reached the top of the loop. Hamilton's best
known flights were from New York to Philadelphia
and return, and from San Diego down into Mexico
and return. For the past two years Hamilton has
been doing little- flying. Recently he has been con-
nected with the IJoland Aeroplane and Motor Com-
jiany and was expected to fly the new water machine.

Page 24

AERONAUTICS, Jan. 31, 1014

THE CURTISS MONOPLANE FLYING BOAT

In the monoplane flying boat designed by
Glenn H. Curtiss for Raymund V. Morris,
of New Haven, is suggested the breadth of
the field Curtiss expects to cover with
water-flying machines during the coming
season. To date we have seen definite an-
nouncements of four quite distinct models;
first, the new four-passenger mahogany
boat ; second, the O. W. L. type, designed for
naval use; third, the tandem-seated, straight-
sided, ocean-going naval type; fourth, this
little single-seated speed machine.

In Morris' little racer there is not a single
stick that matches up with anything pre-
viously turned out by the Curtiss plant.
The hull is dififerent, both in design and in
method of construction; the wings are dif-
ferent in curve, in shape, in construction;
even the radiator and propeller were de-
signed especially for this trim craft. Only
the Model O-X Curtiss motor is the same
in all the dififerent boats.

That it is a very efficient outfit may be
gathered from the fact that the surfaces
are lifting approximately ten pounds to the
square foot, for with pilot and fuel the
machine weighs very nearly 1,200 pounds,
while the lifting surface is almost exactly
120 square feet.

Morris tried out the machine under every
disadvantage. It was during the blizzardy
weather of the early part of January, with
a cold, rough wind blowing, and the mer-
cury just above zero. Mist and spray
turned immediately to ice and in a few min-
utes flying boat and flier were well coated.
But the monoplane flew and it flew fast. It
jumped off the water, running before the
wind, and just where the operator did not
want to rise with an untried machine and
unfamiliar controls. Morris made four
flights that day and several more later in

the week for the benefit of a motion pic-
ture concern. His actual speed was not de-
termined, for it was too cold to put out
timers, but when the boat rushed by on the
water it made you think of a rocket in a
street-car track.

In form the hull suggests an expensive
imported cigar; big at the end between your
teeth, flat part of the way on one side, and
tapering gently to nothing at the other
end. Its principal dimensions are: length,
22 feet; beam, 30 inches; depth, 36 inches.
The bottom, as far back as the step, is the
new double Vee type prescribed on the new
navy boats, C-3, C-4, C-5. The bow is
pointed instead of square.

In construction, the hull is unique. The
frame is a basketwork of ash strips, the
ribs carried completely around the longi-
tudinal members. Around the frame was
wound diagonally a first skin of 3-32 inch
mahogany planking. This was covered with
heavy Sea Island cotton set in marine glue,
and over this was secured another skin of
3-32 inch mahogany plank, laid longitud-
inally. Not only did the partially com-
pleted hull look like a cigar, but it was
wrapped like one. Two holes were cut in
the tube to permit the entrance of the
pilot and. possibly, of one passenger. The
pilot's seat is low. both to give him every
protection from the wind, and to bring the
shoulder yokes at the greatest diameter of
the hull. Unless Morris sits up very
straight to have his picture taken — only
half his head shows above the coaming.

Tlie superstructure is novel. The wings
are set about 40 inches above the hull, at-
tached at the top to the welded steel struc-
ture supporting the engine bed, and braced
below by struts extending to a cross beam
which carries the balancing pontoons. In

.\EnOX.\rTICS, Jan. 31, V.)U

Page 25

general outline nothing like them, I believe,
has been seen in America. Swept back at
an angle of 7 degrees in an easy curve that
finishes in the points forming the trailing
edge ailerons they strongly suggest, at cer-
tain angles, the wings of a monster swallow.
Tliis illusion is fostered by the curve given
tiie ribs and by the occasional uptilting of
tlie aileron on the high side of the ma-
chine. The rib curve is original, though in
some measure similar to that of the Brit-
ish "B-E 2."

Total spread of the wings, from tip to tip
of ailerons, is 34 feet. The spread of the
supporting surface is 28 feet. For 20 feet
in the center the chord is 60 inches, while
for four feet at each end the main surface
is practically triangular.

Rudder, flippers, and rear stabilizing sur-
faces follow the lines of those used in stand-
ard models of the Curtiss flying boats, modi-
fied as to size to fit this smaller machine.

Morris expects to ship the" machine at
once to St. Petersburg, Florida, whence to
get in trim for the expected series of flying-
I)oat speed contests that seem to be on the
cards for the comin.g season.

W. J. Minier, of Brooklyn, N. Y., is now at
work on a model Curtiss flying lioat. He has
just finished an exhibition model of a Bleriot,
1/6 full size. It is of very excellent work-
manship and is complete in every detail.

AERONAUTISM LAST YEAR.

Fifty-two balloon ascensions were made during 1913
and a total of 150 people taken up, including the
pilot, distributed among 18 balloons of from 40,000
to 80,000 cubic feet capacity. The total of gas
used was 3,300,000 cubic feet, costing around $3,300.
Fifteen of these balloons are in the central West.
What a fine big race this would make! No ascen-
sions were made by army balloons or the army dirig-
il)le during the year.

AEROPLANES FOR VENEZUELAN
ARMY.

Some time ago a fund of $6,000 was raised by
popular subscription to jjurchase one or more aero-
planes for use in the army of Veuezuela. Report
was made of this fact by representatives of other
nations, aiicl there has been correspondence with a

London cnnipany, but nothing definite has resulted.

General Cioniez, the President of Venezuela, has
indicated that he would be willing to augument the
amount raised by popular subscription, which may in-
terest aeroplane manufacturers in the I'nited .States.

ARMY FLYER BREAKS RECORD.

San Diego. Cal.. .Tan. 20. — Fieut. W. R. Talliaferro,
of the army's first aero corps, flew continuously from
San Diego to Pasadena and back as far as Elsinore
to-day. The distance covered — 260 miles — is an
.American non-stop record. Lieut. Talliaferro was
forced to dej-cend because he ran out of fuel.

Page 26

AERONAUTICS, Jan. 31, 1914

THE DEAN RACER

By HARRY SCHULTZ, Model Editor

Fuselage is constructed of two strips Amer-
ican whitewood % inch square, 34 inches long.
They are joined together at front to form a
point. A "W" of 1/32 in. diameter steel piano
wire is litted thereover and Iwund with white
silk thread and shellaced. Seventeen inches
from the front, or apex, of the fuselage is a
cross stay or hrace of "dowel wood" planed to
a stream line section 34 in- l^y 14, in. and 3^
ins. long. The rear brace is same thickness,
634 ins. in length, placed 2 ins. from the rear
of the fuselage. These braces are secured to

said shaft are two Y^ in. clock washers of steel,
acting as bearings.

Planes are of whitewood, the main plane
measuring 24 ins. in span, with a chord of
2'4 ins. at the center, tapering to i^ ins. at
the tips. This plane has a camlier of 1/16 in.
at the center, "washed out" towards tips. It is
1/16 in. thick at center, coming to a knife edge
at entering and trailing edges ; entering edge
being protected by a strip of silk shellaced to
the edge. A slight dihedral angle is obtained
l)v steaming and licnding at the center. Eleva-

-J)eci7t ^czcer-^

.eleilaiion, Hoc^K

tips ieni cZotM/z.,

^ e s^rcunds '^'Z^'^^'

fuselage by means of small nails. Fuselage is
braced by diagonal braces of No. 2 guitar wire
and these attach to hooks secured at the upper
and lower junctions of the wooden cross braces
as shown. By merely turning the hooks in-
wardly the diagonal wire braces are tightened.
Propellers are 8 ins. in diameter, with a
l)lade width of \Y% ins. They are steam twist-
ed, the wood being hard quality, straight
grained, American whitewood 1/16 in. thick.
Bent around the hub of propeller is a strip
of sheet tin, secured to the blade by punch
holes. Bent around this strip of tin is the
shaft of 1/32 in. steel piano wire, which goes
completely around the tin strip and ends in a
spiral on the inner side of the propeller, where
it is soldered. Mounted on the fuselage, by
binding and glueing, are brackets of sheet
brass, Y\. in. wide by 1/16 in.' thick, drilled for
the reception of propeller shaft; and fitted on

tor is made of the same material as the main
plane, measuring 11 ins. long with a chord of
J 3/5' ins. at the center, tapering to i^ ins. at
the ends, and 1/32 in. in thickness. It has a
slight dihedral angle and the tips of the same
are bent downward to an angle of 30°. It is
mounted on an elevation block ^ in. in height
liy Ya in. wide. The main plane is so narrow
and affords such small lift it is given an eleva-
tion on blocks 3/16 in. in height, the blocks
lieing secured to the plane by small nails,
driven and clinched over.

Each propeller is driven by six strands of
]\ in. flat rubber totaling i>4 ozs. in weight.

When tested in flight the model proved to be
marvelonsly fast and it is unfortunate that its
distance qualities have not been ascertained.

Sec "News in General" for model contests.

\AERONAUTICS, Jon. 31, 1914

Page 27

PATENTS

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Copies of Patents in Airships, 10 cents each.

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HARRY SCHULTZ, Model Editor

SUBSCRIPTION RATES

United States, $3.00

Foreign, $3.50

No. 78

JANUARY 31, 1914 Vol. XIV, No. 2

Entered as second-class matter September 22, 19U8, at the
Postoffice, New Yoik, under the Act of March 3, 1879.

^1 AERONAUTICS is issued on the 15th and 30th of each
Month. All copy must be received 6 days before date of
publication. If proof is to be shown, allowance must be
made for mailing.

^ Make all checks or money orders free of exchange and
payable to AERONAUTICS. Do not send currency.
No foreign stamps accepted.

CHARMY

PROPELLER8

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rage 38

AERONAUTICS. Jan. 31, 1914

MiUj^i^^i^

LANGLEY AERODYNAMICAL
LABORATORY.

The Advisory Committee of the Langley Aero-
dynamical Laboratory held its third meeting Decem-
ber I at the Smithsonian Institution. Secretary
Charles 1). W'alcott, Chairman of the Committee, i)re-
sided, with the following members in attendance: Cap-
tain W. I. Chambers, U.S.N. ; Mr. John Hays Ham-
mond, Jr.; Dr. W. J. Humphreys; Col. Samuel
Reber, U.S.A.; Naval Constructor H. C. Richardson,
U.S.N. ; Major Edgar Russel, U.S.A.; Brig. C.en.
George P. Scriven, U.S.A.; Dr. S. \V. Stratton; Dr.
Albert F. Zahm (Recorder).

Major Russel submitted a complete account of the
aeronautical motor-testing laboratory of the U. S.
Signal Corjis and Bureau of Standards. L Published
in the December issue.]

Dr. Zahm submitted to the Committee an extended
list of the best recent works on aeronautics in
English, French, and German, which will be available
to all investigators in aeronautics who may choose to
examine them. Dr. Zahm also gave a brief abstract
of his complete and extended report on European
aeronautical laboratories, their organization, resources,
equipment, investigations, etc.

Captain ^\'. I. Chambers reported that his committee
on naval air craft design had made extensive experi-
ments during the summer on gyroscopic stabilizing
apparatus, the results of which were very interesting,
but not quite ready yet to be given in detail. He
stated that the navy desired a form of flying machine
adapted for both land and water use.

Dr. Stratton spoke of the great need for a more
uniform and accurate type of anneroid barometer at
the present time, and told of the work of the Bureau
of Standards in developing a standard type of this
instrument. He also gave an account of the aero-
nautical laboratories of England and France, which
he had studied preparatory to aerodynamical experi-
ments for the Advisory Committee at the Bureau of
Standards.

Naval Constructor Richardson reported that his
conmiittee had conducted elaborate experiments on
the forms of hulls of flying boats, in relation to tlieir
speed and resistance when on the water and when
submerged, as a result of which a form of hull has
been devised which appears to have decided advantages
over those already in use, in point of stability and
economy of power.

General Scriven explained the tests by the Army
of the various forms of machines, and took occa-
sion to emphasize the high standard of efficiency now
required of the army fliers. At the recently estab-
lished school of aviation at San Diego, there are at
present fifteen army officers receiving instruction and
training, which is more thorough and exact than that
given at the schools conducted by the commercial
companies. He spoke with even greater emphasis of
the caution drilled into the minds of the officers not
to attempt mere circus feats in the air, but to con-
fine themselves only to such experiments as would
fit them for the actual needs of flying in time
of war.

Mr. John Hays Hammond, Jr., announced that
very satisfactory experiments have been conducted at
the Hammond Radio-Research Laboratory at Glou-
cester, Mass., in the development of wireless receiv-
ing apparatus for use with air ships. New and much
improved results have been achieved in long-distance
reception, using small transmitting antenna and small
receiving aerials. Mr. Hammond was invited to test
tlie working of his apparatus on a Signal Corps
aeroplane to ascertain its value for the transmission
of intelligence between the commanding officer and
his air scouts on the wing.

CONNECTICUT COMPANY READY
FOR BUSINESS.

The Connecticut Aerojilane Company, of New
Haven, Conn., recently incorporated, now has one of
their representatives in Europe, perfecting arrange-
ments, securing data, etc., for a start in February.
The company projioses to "build a product equal to
the world's best in model, strength of construction
and finish. Looking still to the future it proposes
to go further and standardize its flying machines as
the automobile has been standardized, making all
parts of any year's model interchangeable, and with
parts easily obtainable. The aeroplanes and flying
floats of The Connecticut ^Xeroplane Comjiany will
be built by the M. Armstrong Company of New
Haven, one of the oldest firms of its kind in the
LTnited States, whose product has a national reputa-
tion for excellence. This company has today a large
trade in automobile bodies, but is able to give space
to the manufacture of planes as well, without inter-
ference with other work. No higher guarantee of
excellence in construction of air craft is needed
than the announcement that The M. Armstrong
Company will build them. Freedom from heavy over-
head expense will be largely eliminated, which will, of
course, very consideraljly reduce the first cost of the
planes." The Armstrong Company has gone very
thoroughly into the matter of manufacture, and have
guaranteed this company that they can produce and
deliver two macliines a week.

MODEL CLUB NOTES.

At the well-attended meetings of the Long Island
Model Aero Club business has been carried on in the
usual way. On Friday, November 28, medals were
presented to Messrs. Freelan and Bamberger, winners
in recent contests. Mr. L. Ness was awarded a medal
for his standing in a recent tractor contest. An ex-
cellent contest was held on November 23 for tractor
models. This contest was won by Mr. C. V. Obst,
with a flight of over 600 feet, which is comparatively
a simple flight for this model to make. Many new
models are being brought out weekly, the most notable
of which are a beautifully constructed headless type
duration and altitude flyer constructed by Mr. Daniel
Criscouli, and a smaller machine of similar type by
Mr. Hackradt. Ness' three-bladed tractor model has
been making excellent flights. Obst has been experi-
menting with the tail planes of his tractor model and
has found methods of greatly improving the lift of
same.

The club has accepted a challenge from the junior
L. I. M. A. C. and the contest will be held shortly.
Tlie Bay Ridge Model Aero Club is steadily coming
to the fore. At all contests held lately the members
of this club were much in evidence, generally scoring
a win for the club. Most notable among the mem-
bers are the Bamberger brothers, who are in fact the
founders and guiding spirits of the club, and it is
very seldom that the names of one of the brothers
does not appear as the winner of a contest. Other
well-known flyers are Messrs. Heil and Olson. The
club has not a very large membership, but Mr. \V. F.
Bamberger, the president, states they desire "quality
and not quantity."

On December 20, 191 3, in spite of a bitter cold,
lilustry day the last contest for the Herreshoft" tro])liy
was held. The first two contests for this trophy, hclil
on previous Saturdays, had been won by Frederick
W'atkins, and it looked as though he would be a
winner of the last and final contest, but Rudie Funk,
of the Long Island Model Aero Club, with his world's
record distance model jiroved otherwise and he quickly
took the lead with a flight of 1.592 feet. Excellent
flights were also made by L. Bamberger, of the Bay
Ridge Model Aero Club.

AHROXAL'TICS, Jan. :]], IDU

Page 2'.)

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Page 30

AEROXAUTICS, Jan. ill, 1914

OFFICIAL BULLETIN

A. C. PENN. ELECTION.

The annual election of officers was the i>rincii)al
feature of the meeting of the Aero Club of I'enn-
sylvania, held at the Uellevue-Stratford Hotel, Phila-
delphia, on Friday evening, January 9th. Those
chosen were:

President — Clarence P. Wynne.

\'ice-President — Joseiih A. Steinmetz.

Second Vice-President— \V. 1). Harris.

Secretary — George S. Gassner.

Treasurer — Laurence Maresch.

The Program Committee have arranged for a talk
bv the First Vice-President, Jos. A. Steinmetz, at the
nionthly meeting on F^eb. 6th, at which time Mr.
Steinmetz will describe the appliances for which he
has been recently granted patents, providing for de-
fense against invasion by aeroplanes and dirigibles in
time of war. At the monthly meeting, on March 26th,
Col. Samuel Reber, U. S. A., will address a joint
meeting of the Franklin Institute and the Aero Club
on "Rect-nt Pmgrtss in Milita'y Aeronautics."

FOUR FLY FAST FOR FLYING BOATS.

Dr. C. M. Olmsted, of the C. M. O. Physical
Laboratory, of Buffalo, is now at Miami, Fla., making
tests of a new propeller, worked out by the Laboratory,
on the McCormick four-passenger Curtiss flying boat
in charge of C. C. Witmer. In a preliminary trial
on January 17 four heavy passengers were carried at
an increased rate of speed over that attained thereto-
fore with aviator alone; also got off the water with
four up with the wind and flew with the motor at
quarter throttle. This was the first flying test for
this new jiroiieller. which has been patented.

SLOANE TO PRODUCE FLYING-
BOATS.

Miller Reese Hutchison. E.E., Chief Engineer to
Thomas A. Edison, was recently elected Vice-Presi-
dent of the Sloane Aeroplane Company of New York.

This is the first instance of any noted engineer
engaging in the manufacture of aeroplanes in this
country and. no doubt, Mr. Hutchison's engineering
ability' will be of much advantage to the company,
which has now enlarged its manufacturing activities
and is preparing to construct flying boats and bi-
planes as well as monoplanes.

Mr. Sloane and Walter H. Phipps are working on
the design of an original monoplane which, it is con-
fidently expected, will be one of the most efficient
aeroplanes in the world.

The Sloane land school, which will open at Hemp-
stead in April with John Guy Gilpatric in charge,
promises to be even more successful than in previous
years and already a number of pupils have enrolled.
The Sloane Aeroplane Company will also open a fly-
ing boat school in the vicinity of New York and this
will undoubtedly attract a number of pupils as well as
arouse considerable interest in flying boats among
New Yorkers.

LIEUT. POST MAKES 152 MILES
CROSS COUNTRY.

San Diego, Jan. g. — Lieut. LI. B. Post, in a Wright
biplane with 40-h.p. Sturtevant motor, flew non-sto])
to Winchester, via Oceanside, a distance of about 76
miles.

About TO miles inland, the country is very moun-
tainous for 10 miles more, with very bad air condi-
tions at the time. The air was so rough that the

effort of staying in the seat became even more wear-
ing than controlling the machine. The machine itself
acted almost like a bucking horse, tipping up, down
and sideways with entire impartiality, and occasion-
ally spinning around sideways from 45 to 90 degrees.
Many times the maximum wind warp was entirely
without effect until he allowed the machine to plunge
downward a considerable distance and thus jiick up
high speed. The altitude at the beginning of this
10-mile stretch was 5.000 feet, probably 1,500 feet
above the peaks, but he lost about 1,000 feet due to
tlie necessity of plunging to regain control.

The supply of gasoline gave out at 11.05 a. m.,
over Winchester, Cal., 19 miles from Beaumont, the
objective, and it was decided to leave the machine
at Winchester over night.

The return trip was made without incident the fol-
lowing day, except that in the morning Post found
a portion of the tail of the machine to which one of
the elevator controls is attached broken, also the
throttle wire.

AERO MART

A\TAT()RS PAY ATTENTION, PLEASE.

Young man, twenty, Russian student, having good
idea of some new inventions, seeks iiosition with
aviator for general service to learn that line. Wages
no object. Harry Raisan, 50-52 East 99th St., New
York. 2-15

SACRIFICE-— A Curtiss type biplane, flown by one
of America's most famous aviators, with 8 cyl. Hall-
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Shipping boxes, propeller, crates, completely ecjuipped
for the road. Free instruction in flight to purchaser
at well-known flying field. The best bargain of the
season. Oiiportunity knocks but once at every man's
door. Address "Sacrifice," care of AERONAUTICS,
122 E. 2sth St.. New York.

AEROPLANES

Manufactured under the Wittemann Patent

GLIDERS

Special Machines and Parts Built

to Specifications

HALL-SCOTT MOTORS, 40-60-80 H. P.

TRAINING GROUNDS

Works : Ocean Terrace and Little Clove Road

STATEN ISLAND, NEW YORK CITY

Established 1906. Tel. 937 West Brighton

C. & A. WITTEMANN

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

8 cyl. "V" type 60 H. P. 240 pounds.

RELIABILITY
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equipped with the Boland Control (two movements)
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Factory : Ft. Center St., Newark, N. J.

Office: 1821 BROADWAY, NEW YORK.

AEROXIUTICS, Jan. 31, 1914

P<tgc 31

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■i* Sample Book A-6, Data and Prices on Request

I The C. E. Conover Co.

MANUFACTURERS

101 Franklin Street, New York

SLOANE

FLYING BOATS

= For Sporting and Naval Use \

Z The most prrfcctly (If'siK-iiccl iuiil best construotfd E

^ flying boats in the world — hence =

\ THE SAFEST =

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: Sloane Aeroplane Company represents the greatest :

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1 MARINE CRAFT E

: so far attained. Solid Honduras Malioganv V bot- E

= torn hulls, comfortable and well siieltered seats, Z

Z mono|)lane style wings, folding top extensions. E

: strong construction and double wiring tlirougtaout E

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AERONAUTICS

New and Enlarged Edition, Commencing January, 1914

The Leading British Monthly
Journal Devoted to the Technique
and Industry of Aeronautics

(FOUNDED 19(17)
Yearly Subscription One Dollar
Eighty-five Cents : Post Free

I Mnncii (inUrs < hili/ )

1^l-|.^ • A specimen copy will be mailed

*~^^*'* free on receipt of 15 cents.

Head Office:

4 London Wall Buildings, London, England
American Office: 122 East 25th Street, New York

Model Flying
Machines

A thoroucrhly modern hand
^ book describing and illus-
trating in detail the prin-
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full directions for building
seven types of model ma-
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original illustrations, and 9
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Paper covers only.

25 cents per copy, postpaid

COLE & MORGAN, Pub., n'^ew yoS?k!n'^.

JOURNAL OF THE UNITED
STATES ARTILLERY

A bi-monthly magazine of artillery and
other matter relating to coast defense.

Published under the supervision of the
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Fort Monroe, Virginia.

$2.50 a year.

With Index to Current Military Litera-
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AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

64th St. & West End Ave., New York City

Also Manufacturers of Automobile Radiators of all types

In ansivcring advertisements please mention this magazine.

Piuje 32

AERONAUTICS, Jan. 31, 1914

For your Flying-boat, or cross country flying,

...MAXIMOTOR...

will fill a long felt want for an ideal aero-

E. V. Frills flying at Oneonta. N Y in his 100 H-P na„fir nowpr-olant

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Builders, as well as aviators, are MAXIMOTOR'S most ardent supporters.

For testimonials, and further particulars, just write to

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ARE BUILT IN FOUR DIFFERENT SIZES

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OF AVIATION

OFFERS SUPERIOR ADVANTAGES

AddreM, Thomas Bros. Aeroplane Co.
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WIRE

We make an extra high grade

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aviators' use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling's Sons Co.

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DANIEL C. WEBB. Manager
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Excellent Food Good Service

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In answering advertisements please mention this magazine.

Vol. XIV. No. 3

FEBRUARY 14, 1914

15 Cents

Combined with

FEBRUARY MID-MONTH EDITION

Property of
E. W. ROBISCHON

Standard Curtiss Flying Boat, 4 Passengers

Take out the

:URTISS MOTORS

And the big things they have helped to accomplish
during the past six years —

There Really Isn't Much Left in American
Aviation to Brag About, — Is There?

3U cannot afford to buy or build an aeroplane without consider-
g Curtiss Motors. Catalogs on Request,

HE CURTISS MOTOR CO., 21 Lake St., Hammondsport, N. Y.

AERONAUTICS, Feb. 14, 1914

Page

On the Way to
Two Million

THE

Bosch Magneto

remains the one perfectly reliable ignition
source and as such it is universally recog-
nized. ^ It is so well made, so carefully
designed that its regularity can be de-
pended upon under all conditions. You
always will have confidence when your
engine is Bosch-Equipt. ^ if you will
tell us the engine you use we shall recom-
mend the magneto mo^ suitable for it and
send you literature describing the magneto
in detail.

Why not be among the
Two Million Satisfied

Bosch MagnetoCompany

201 West 46th Street

New York

In ansivering advertisements please mention this magazine.

Page 35

AERONAUTICS, Feb. 14, 1914

PROPELLER EXPERIMENTS— By M. B. Sellers

Series 1 — Oct. 28 to Nov. 6. 1913.
apparatus described, constantin profile tested.

The object of the present investigation is to
determine the thrust and speed of various pro-
pellers under the same torque, and in this series
the Constantine protile is compared with some
other types.

If we compare a propeller blade to an aero-
plane wing, the thrust will correspond to the
lift, and the turning moment to the drift. The
propeller, acting on air, in motion axially,
might roughly be compared to an aeroplane
climbing.

Of two propellers, identical except in blade
profile, the torque being the same, that giving
the greater thrust will have the more efficient
profile (i. e., the higher lift ratio). This,
however, involves a consideration of the angle
of attack; one profile may be the more efficient
at one angle and the other at another angle.

The angle of attack of an element of a pro-
peller blade rotating at a fixed point will de-
pend on its inclination, velocity and on the
velocity and direction of the part of the slip
stream which it encounters. It would seem
that this angle does not differ greatly for fixed
point rotation from that in flight ; however, I
shall consider this matter at another time.

As this inquiry concerns the direct connected
propeller with small angle of attack, the pitch
of the test propellers was purposely made
short.

Apparatus — The function of the present ap-
paratus is to rotate all propellers with the
same torque, to measure the thrust, and to ena-
l)le the speed to be determined. For this I
employ a descending weight, rotating the pro-
peller by means of a cord wound around a
drum. This device, though primitive, possesses
some advantages over more elaborate appa-
ratus.

In Fig. 1 the drum D is affixed to the shaft S
turning in bearings CC. The propeller A is
fastened to the boss B by two screws. The
shaft has a play axially of Y^ in., and the
thrust of the propeller extends the spring F,
moving the pointer E over the scale G. In
Fig. 2 the cord which leads from the drum D
over the pulleys H and I to the fastening J, is
shown. ' With the present arrangement, the
drum makes 60 revolutions during the descent
(^f the weight W, and it was found that the
acceleration continued throughout this run. To
obviate this, the weight P was suspended from
W by the cord K. By adjusting the length of
K and weight of P, the proper acceleration
was produced by P and W acting together, and
after P had struck the floor the speed was
maintained constant by W acting alone. To
keep the cord from escaping, the loop L, Fig. 3,
was made in its end. The rotation at constant
speed varied from 35 to 40 revolutions with
different propellers, during which time the
pointer remained stationary. The time was
taken from the moment when P struck the
floor till W struck P ; the possible error was
one-fifth second, giving speed error between

termine speed accurately.

5 and 10 per cent. It was not intended to de-

To insure an open scale several springs were
used, one from to 10, one from 8 to 18, etc.
The calibration was tested every few runs.
The aggregate thrust error did not exceed J/^
oz. The drum measures \% in. x 6 in.; the
actual measured torque (at 1 ft. .) was 3.8 oz.
All propeller blades were segmental as shown
in Fig. 4. The pitch of all, except Nos. 3 and
4, is 10 in., practically uniform (except near
hub). Propellers lb and Ic are modifications
of la. Type b has the Constantin wind de-
flecting curve at the entering edge. No. 1 and
No. 2 are the same except in thickness. The
table gives the thrust in ounces and revolu-
tions per minute.

It is seen that the Constantin profiles are
inferior to types a and c; this was a surprise
to me because, although it confirmed my orig-
inal opinion, it was contrary to the reported
results obtained with this profile.

In the second experiment with No. lb', where
the weight W has been increased to give a
torque of 5.6 oz., the velocity has risen to 800
rev. ; but the thrust is still less than that for
la or Ic. The conclusion is obvious.

710 ,1 ■;<'« /"'reK

Tic-/ li" JJltch

The c type is more efficient than the a type,
at least for small angles of attack.

No. Id, cambered on face 1-16 in., gave
rlightly less thrust than with flat face.

The" superiority of No. 2 over No. 1 shows
the advantage of a thin blade.

Coiitinueclon page 42

AERONAUTICS, Feb. 14, 19^4

Page 36

FOREIGN AERONAUTICAL MOTORS

By the Staff Correspondent.

The variety of different types of motors ex-
hibited at the recent Paris Aeronautical Salon
would indicate that European designers and
manufacturers are still at a difference of opin-
ion as to which is the best type of motor for
the purpose. It is not the purpose of this arti-
cle, however, to discuss suitability or prophesy
the ultimate type. We will confine ourselves
to the salient points of each motor, commencing
with those of the stationary type.

The Renault is probably the best known of
the foreign motors in the United States be-
cause of the fact that our Government has
purchased ten or more of these during the past
year, and the American cross-country record
was accomplished by Lieut. Milling with a
Burgess tractor biplane fitted with a 70-h.p.
Renault. This engine is built in one of 70
and 100-h.p. sizes. The smaller motor has
eight individual, air-cooled cylinders arranged
on one crank case in groups of 4 at 90 degrees
to each other and acting upon a single crank
shaft. A single cam shaft also operates all
the valves, the inlet valves being in pockets on
the sides of the cylinders and the exhaust
valves in the heads.

The cylinders have a bore of 3)4 in. and a
stroke of 4>j4 in-, and the motor develops its
rated horsepower at 1,800 r.p.m. As this speed
is not suitable for direct operation, the pro-
peller shaft is formed by an extension of the
cam shaft, which, of course, rotates at one-
half the speed of the crank shaft, or 900 r.p.m.
This feature has undoubtedly contributed
largely to the success of the engine because of

the fact that the slow speed propeller, for slow
speed machines, is much more efficient. It is
also claimed by the manufacturers that any
gyroscopic effect of the propeller is overcome
by the crank shaft rotating, in the opposite
direction.

Cylinders are cooled by a fan on the crank
shaft which delivers a large volume of air into
a chamber between the two groups of cylinders
formed by a sheet metal housing over the top
of the engine, and the air passes out through
the horizontal flanges on the cylinders, thereby
giving very uniform cooling to each one. This

fan, however, absorbs a considerable amount
of power, probably not less than 6 h.p. when
the engine is operating at full speed, and it is
a question whether this arrangement is lighter
per horsepower delivered to the propeller shaft
than the water-cooled design when one sub-
tracts the power required to operate the fan,
and adds the weight of the fan and its sheet
metal housing and the rather heavy cooling
flanges which are necessary on the eight cyl-
inders. The convenience of the air cooling,
however, is a great advantage.

The carburetor is of the manufacturer's own
make of the duplex type, having a single float
chamber and two separate jet chambers, with
an inlet pipe leading to each group of four
cylinders. The engine is fitted with a single
spark, Bosch magneto of the H.L. type, oper-
ating at engine speed and firing all eight cyl-
inders.

Lubrication is accomplished by a gear pump
located in the oil sump in the bottom of the
crank case. This pump delivers the oil under
a slight pressure to the main bearings, from
where it is thrown off into circular oil scoops
on the crank shaft, lubricating the connecting
rods by centrifugal force. All other parts of
the motor are oiled by splash. Baffle plates
are interposed between the base of the cylin-
ders and the crank case to prevent over-
lubrication of the cylinders.

The two groups of cylinders do not stand
directly opposite each otlier on the crank case,
but are staggered the necessary amount, so that
all the connecting rods are alike, and each has
separate big end bearings. The weight of this
motor, complete with magneto and carburetor,
is 415 lbs.

The 100-h.p. Renault is of the same general
appearance as the 70-h.p. size, except that it
lias 12 cylinders, 3a^-in. bore by 5^-in. stroke,
and these are arranged in two groups of six at
an angle of 60 degrees to each other. This
diff'erence between the angle of the cylinders
of the 8-cylinder and 12-cylinder motors is. of
course, necessary in order to secure uniform
firing.

In the case of this larger motor, the cylin-
ders are placed opposite each other, and the
two connecting rods act upon a common crank
shaft bearing, one being a master rod and the
other being attached to it with a small pin
like the piston pin arrangement. Two single
spark Bosch magnetos are used, each firing one
set of six cylinders. A double carburetor, as
on the 8-cylinder motor, also divides the motor
into two separate 6-cylinder engines.

This engine is very long and somewhat
clumsy for its power, weighing 630 lbs. How-
ever, it develops its rated horsepower quite
easily, as was shown when one was recently
tested by the U. S. Government at Annapolis,
and developed 103 h.p. on the propeller shaft
at 900 r.p.m., and, of course, was developing
somewhat more than this on the crank shaft
because of the loss in the reduction gears.

To be continued

Page 37

AERONAUTICS, Feb. 14, 1914

THE SPERRY GYROSCOPIC STABILIZER

One January 21st, Lawrence B. Sperry
left for France with the latest development
of the gyroscopic stabilizer, with which ex-
periments have been conducted at the Cur-
tiss plant, at Hammondsport, for the past
eighteen months.

The device may be placed in any con-
venient location on a gasless craft and con-
nected by cables with ailerons or warping
wings and with the elevator. The sole am-
bition in life of the controlling gyroscopes
used is to maintain their position parallel
with the horizon. A tilting up on one
w^ing end opens a small valve in an air
cylinder and permits air from a storage
tank to move a piston. The piston rod is
connected to a vertical lever, to which
cables run to the ailerons. It is clear that
this can be arranged to pull upward the
aileron on the high side and create a down-
ward pressure, and the reverse for the low
side.

device located under the seats of the Navy's
"C-2." The device in the foreground is the
one for lateral stability. A separate unit
was used for longitudinal stability, located
in the bow of the boat. A is the arm open-
ing the valve. A cable is run to a foot
lever: pulling on this opens the valve to
the outside air and cuts out the automatic
device. C is the lever which is hooked by
a rod to the usual Curtiss shoulder yoke
control. E is the piston rod which oper-
ates the lever C, as is obvious.

Fig. 1 also shows a diagrammatic view
of the wiring of the aileron control systein.
H is a little lever which opens the shoulder
braces to permit easy ingress. At J is the
device equalizing the pressure on the
ailerons. Many changes have been made
in the device now taken to Europe, as will
be noticed later on.

Electric current to rotate the gyroscopes,
which are practically induction motors, at

The same gyroscopes resent longitudinal
tipping, and another cylinder and piston
are employed for operating the elevator.

To bank on a turn, the operator in the
Curtiss machine, for instance, moves his
shoulder brace as ordinarily. This, of
course, opens the valve in the cylinder
again and the ailerons operate to bank. At
the point desired, the automatic device, the
gyroscope, takes up the work again and
maintains the set bank, until the operator
puts the machine back on a level keel
again. As a matter of fact, the pilot "fools"
the gyroscope by changing its horizontal
relation to the horizon, and it goes right
on believing that any further alteration in
bank beyond the amount set for is abnor-
mal and should be automatically corrected.
A similar stunt is done to volplane.

The illustration (Fig. 1) shows the earlier

a speed of 14,000 r.p.m. is obtained from a
generator, which is now driven by a belt from
the aeroplane's engine. Increase of engine
speed shifts the belt, so that a fairly uniform
generator speed is obtained. This generator
furnishes both direct and alternating cur-
rent, which may be used for lighting, igni-
tion, wireless or other purposes. This gene-
rator weighs about 22 lbs. The gyro-
scopes, their frames, cylinders and other
mechanisms, weigh about 40 lbs. A com-
pressed air tank adds some 12 lbs. Uni-
form pressure is maintained in the tank by
an automatic pump fitted in a hole drilled
in the top of the cylinder, and forces air
and gases from the engine cylinder into
the reservoir on the tiring stroke. Later on
electricity will be used instead of the com-
pressed air tank.

Coniiiiued on pane 39

lERONAUTICS, Feb. .14, 19H

Page 38

THE THOMAS FLYING BOAT

The 1914 Thomas flying boat has many
new features, both in design and construc-
tion, and is in keeping with the Thomas
reputation of high-grade design and effi-
ciency. During the past year several meth-
ods of construction were experimented
with.

First, the all-wood hull was tried and
discarded because of the great amount of
water absorbed by the planking. It was

found that the all-wood hull would increase
in weight over 100 lbs. after being in use a
couple of weeks.

Next, a wooden hull was tried with metal
bottom. This was found to have advant-
ages over the all-wood hull, but still the
sides absorbed a great deal of water.

Finally, a third type was tried, in which
the hull was built of wood and then en-
tirelv covered with metal. This boat was

Page 39

AERONAUTICS, Feb. 14. i9U

put through a number of tests during the
summer and fall, and in efficiency, both in
the water and air, more than hlled its de-
signer's expectations. It has been timed
to leave the water in eight seconds from
the time the engine was started, and to
have a speed of over 65 miles an hour in
the air.

The 1914 model contains all the good fea-
tures of last year's model, and in addition
has new ones in both design and construc-
tion. The new model might well be called
"The boat with a backbone," as, contrary
to the usual practice in flying-boat con-
struction of building over frames and fitting
in braces and centerboard last, the new
model is built from the keel up, just as all
boats are built, from the smallest motor
boat to an ocean liner.

Length over all, 25 ft. 5 in.; length of
hull, 23 ft; span of top plane, 36 ft. 4 in.;
span of lower plane, 28 ft. 4 in.; chord, 5 ft.;
gap, 68 in.; top beam, 40 in.; bottom beam,
34 j/^ in.; maximum depth, 36 in.; total area
of main planes, 310 sq. ft.; power plant,
Austro-Daimler 90 h. p.; total weight of
rtymg boat, empty, 1,275 lbs. Hull proper
is 23 ft. in length, beam 34^/2 in. at bottom
and 40 in. at top. Divided into water-tight
coinpartments, any one of sufficient capa-
city to float the machine. Spruce keel en-
tire length of boat; from this the body of
the hull is built up on ribs of spruce spaced
4 in. apart and double planked with cedar.
Two layers of yi-'m. planking. Decided V
bottom, from the step to a point forward
of the seats, which makes a stronger con-
struction than flat bottom and does not add
to weight. After planking, the boat is en-
tirely covered with a special grade of gal-
vanized sheet steel. It will not absorb
water, is easy to repair in case of puncture,
and will last indefinitely. Mahogany spray
shields; cockpit paneled with same ma-
terial. Seats upholstered in dark gray.
Center panel of spray shield operated by

small lever in cockpit, making an easy en-
trance to the boat.

Bottom of boat is protected by a large
center skid of ash, running entire length,
and two smaller ones on the sides. Center
skid is fastened to inside keel by an im-
proved method, which prevents leakage.
Skid is shod with steel, and at the step has
a heavy heel which is capable of support-
ing the entire weight of the machine. The
boat is finished in battleship-gray color,
and all metal work is highly polished.

The hull has been designed for use with
the engine mounted either midway be-
tween tiie planes or on the hull itself. With
the motors mounted between the planes,
the boat has extra seating capacity in the
after cockpit.

Wings are built up in panels, for con-
venience in shipping; upper plane contain-
ing seven sections, and lower five. All guy
wires 3/32 in. galvanized steel cable, fitted
with a special type of Bleriot turnbuckle.
All control wires are doubled for safety.
The standard Thomas strut socket is used,
and struts can be taken out _ and planes
packed without losing any wires. Wing
curve is standard Thomas curve, used for
past four years. The stabilizer is 10 ft. in
length and an average of 2 ft., with an area
of 20 sq. ft. The two elevator flaps contain
22y2 sq. ft., and the balanced rudder 9
sq. ft. The ailerons have a length of 11 ft.
and an average width of 18 in., and contain
about 23 sq. ft.

The boat is fitted with a new system of
control. The elevator is worked in the
usual way, by forward and backward move-
ment of the steering column, and the rud-
der by rotating wheel on it, but the aileron
control is worked by foot pedals. The
whole control is very neatly worked out
and undoubtedly will be adopted as stand-
ard, with a view to meeting the United
States Navy requirements.

THE SPERRY GYROSCOPIC STABILIZER

Continued from page 31

A dial on one side of the device shows
the angle of flight at all times. A plate
anemometer, which may be located in any
convenient place, shows on a dial, similar
to an automobile speedometer, the speed
of the aeroplane relative to the air. Ad-
justment can be made so that a fall in
speed to any set point will operate the air
valve in the cylinder and cause the ma-
chine to 'plane until the proper speed has
again been attained.

The bow of the boat shown in Fig. 1
contains, in the experimental device, a du-
plicate of the set shown, connected to the
elevator control system and operating in
the same manner as the other unit. Added
to this was the plate anemometer.

In the latest machine, the gyroscopes for
both stability systems and all mechanisms
are located in one unit.

7a^/e For Ca/culaflnq Weights of Aerop/ane Frame- Work

Th/ckness

lt4/«

-T

«B?4

XII4I

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Calculated By H L Prsat
rhis rat/t (S'i-<?s rht iVei^hf, fei- Inch 0/ lenffh, ll/£>iffermnf
Sfzes of Soruce.
/^or /Ish n<jH-iply By /.467

^or /?ourd or £:n//ffical Shapes MulhpJy By .7054-

rMs Tab/r IS Compuftrd en rha Basis of Spruce = ^IS For Cubic Inch
and /Ish = .022*' F'or Cubfc Inch. i0*a

AERONAUTICS, Feb. 14, 1914

Page 40

THE BOLAND FLYING BOAT

The Boland flying boat made its debut at
the Motor Boat Show in February. Here is
surely an original aft'air — a tailless, rudderless,
aileronless monoplane flying boat, and alleged
to be non-infringing!

Frank E. Boland began experimenting, as
we recall, in 1907, and bought an almost un-
flyable machine in 1908 and started to work.
Eventually he brought to the public notice his
"jib" system of control, with which readers are
entirely familiar through drawings and de-
scriptions of earlier machines. To steer the
machine, the hand-wheel is turned left or right
for steering thus respectively. The cable pulls
one jib only inward, creating a resistance on
that side of the machine tending to turn and
bank it. The jib is revoluble about an oblique
axis from the lower end of the forward strut
to the upper end of the rear strut. To bal-
ance, the jib on the high side is pulled in, the
hand-wheel being turned naturally to the high
side. The jib produces a drag and a down
pressure and the aeroplane rights. To operate
the elevator, the wheel and steering column is
pushed forward for "going down" and pulled
toward the operator for "going up."

The wings, rigid, are guyed to a mast in the
stern of the boat. A light cantilever bridge
extends from the boat out to the wing-end
floats and acts as a truss for the jibs and the
floats.

The two-step boat is of mahogany ribs and
stays, covered with one ply spruce and a layer
of Irish linen painted with Conover "dope"
and enamel varnish. A 3-in. ash gunwale ex-
tends along the deck and projects forward to
form the support for the elevator. The engine
struts are also fastened to this gunwale. The
cockpit carries two tandem ; 6-in. gunwale.
The passenger sits under the horizontal center
of gravity. At every step is a handhole for
bailing out. On the dashboard there is a hand
pressure pump for gasoline supply, a tachom-
eter and an air gauge. A magneto cut-out
button is located in the hand-wheel, and there
is also a switch in the hub of the wheel. The
right foot operates the throttle and spark, the
spark advance being connected with the throt-
tle.

The hollow mast is of oak and mahogany,
laminated. This is fastened in the keel and
Continued on page iii

^ ^»^^\h^\\)ll^m\\^^^yyyA^^u\^■ v.^\^^\^\\\\\\\\\\Vffl^^^

^age 41

AERONAUTICS, Feb. 14, 19^4

ANOTHER NEW CURTISS FLYING BOAT

A change in hull design, in engine section
ubing and wing-end floats are the principal
Features of the latest Curtiss flying boat, ex-
libited at the Motor Boat Show in New York
n February.

There is no folding hood, as the mahogany
sheathing is brought up in a solid rounded
I'orm. At the forward seat the sides flare out
dightly to make more room. The shoulder
graces which operate the ailerons fold outward
in either side, making for easy entrance and
egress. An Elliott instrument board under the
lood contains a clock, indicating barometer,
achometer and air speed indicator. A knife
■witch for the magneto is fastened to the un-
ler side of the hood. As the main 30-gallon
?as tank is under the rear passenger seat, air
iressure is employed, and there is an air gauge
itted under the hood. A pop-off valve limits
he amount of pressure. The air pump is
geared to the cam shaft. This forces gasoline
nto the small 3-gallon gravity tank just back
)f the radiator, which is now slightly enlarged,
md has thin vertical tubes. In conjunction
/ith the instrument board there is also an angle
)f flight indicator.

Curtiss boats are now made with one-piece
vings, which allows more strength and better
ilignment. The lower plane in the engine sec-
ion is of mahogany, cut out to allow another
;eat for the third and fourth passengers. The
ipper wings separate in the center of the
engine section. The lower wings are each
diorter than the two upper halves on account
)f allowance for the above arrangement in the
ower engine section. Both upper and lower
►vings are connected to the engine section by

Q. D. sockets. A removable pin permits rapid
demounting. All struts may be removed with
the wings without loosening up any of the guy
wires. The power plant remains intact with
the boat.

Under the wing ends are floats,, fitted to the
curve of the wings, straight sided, terminating
in a sharp vertical edge at the rear under the
beam. A flat paddle is attached on the under
side. Non-skid panels are fitted as usual. The
engine is an 0-X 90-100, which insures an
average of around 60 m.p.h. The total weight
of the machine, without operator or supplies,
is 1,400 lbs.

The surfaces are covered with linen, coated
with spar varnish, with a high gloss. There
is a starting crank, of course. This conflicts
with the single large beam running down from
the engine bed to the bow, but as the engine
does not have to be "swung," there is no ob-
jection on this account.

The forward part of the hull has a V bot-
tom, the greatest curvature being forward, de-
creasing to straight lines at the step. A tow-
ing ring is in the extreme nose of the boat,
and the bow is protected with copper sheath-
ing. The usual hand holes are to be found
in the top of the tail of the boat. The wings
have been flattened somewhat and the angle
of flight is about 6 degrees. The fixed tail
surface has a slight lifting angle. The pro-
peller is a standard Curtiss, metal tipped, 8 ft.
diameter by SJa ft. pitch. The steering column
provides two wheels for either of two men to
use. Under the engine is a drip pan, which
protects the occupants of the rear seat. The
chord has been shortened to 5 ft.

4ER0NAUTICS, Feb. 14, 1914

Page 42

THE U. S. NAVY'S LATEST FLYING
BOATS.

The last three machines supplied the U. S.
Navy are similar to the Curtiss boat seen at
the Boat Show and the previous boats sup-
plied in a general way. There is no seat under
the engine for extra passengers and no drip
pan under the engine. The chord is 5 ft. 6 in.
The gasoline tanks flank the engine, as shown
in the drawing, and the upper plane is fitted
with extensions. The hood is rigid, but is
differently shaped, as will be noticed in the
sketch. The engine tube bracing at the rear
beam is not as simple as the Show boat.

CURTISS FLYING BOAT FOR ITALIAN
NAVY

Another new hull design has been employed
in making the machine for the Italian Navy.
The hull is straight sided instead of flaring at
the forward seat, as is the custom in the
standard and the U. S. Navy boats, where the
occupants sit side by side. But two occupants
are provided for in the Italian boat, placed
tandem, permitting a narrower hull. The ver-
tical sides are of mahogany veneer, 3-ply. This
enables the entire side to be made of one

piece, i. e., the mahogany is cut out the full
shape instead of being used in narrow strips.
Otherwise, the internal constrtiction is the
same as that of other Curtiss boats.

The occupants, seated tandem, are entirely
protected except for the face when the hood
is down; when the hood is raised, they are
completely covered up. This hood is con-
structed similar to an automobile top, with
])ows and fabric ; transparent material is in-
serted in the cloth between the iiows and
across the front. The bows run fore and aft,
and the top opens in the longitudinal center
and folds down within the sides of the hull.

The hull being narrower than standard, al-
lows of a transparent strip on either side of
the hull in tlie lower engine section, so that

tlie rear occupant has sight directly downward.
The cockpit, in which Ijoth sit, is elliptical in
shape. The front wing beam crosses the cock-
pit just ahead of the rear man. Controls are
standard Curtiss, except that they are so ar-
ranged either man may do the operating, or
can be disconnected at once for instruction
work. In this boat there are two spars run-
ning down from the engine bed to the bow of
the boat. In other respects the machine is the
same as that seen at the Boat Show.

The weight, empty and without supplies, is
1,400 lbs. The chord of the wings in this boat
is 5 ft. 6 in.; the spread is the same as the
Show boat.

PROPELLER EXPERIMENTS

Continufd from pdijc •'*•"'

With zero pitch, type b gave practically no
thrust, while type c gave 9 oz.

The No. 4, same as No. 1 except that it has
15-in. pitch, gave less thrust than No. 1.

No. 5, with 24-in. diameter, gave more thrust
than No. 1; and No. 6, with blade 4^4-in.
wide, gave same thrust as No. 5 at slightly
reduced speed.

Table 1.

Propeller

Thrust,

Speed.

Propeller

Thrust,

Speed,

20^0

750

ounces
26

rev. p.m.

800

670

920

11'2

630

640

lb'

600

1,100

800

960

22'2

800

1,200

23' 2

800

1,050

800

lb' 2

800

2b'

800

(To he continued)

THE BOLAND FLYING BOAT.

Continued from, page in

guys run to the wings, the bow of the boat
and the engine bed. The main wing spars end
in a special socket on the mast. The wings
have a camber of 4^_. in, tapering to 3->4 in.
and are set at a 5-in. angle. The wings are
also set at a dihedral angle in the later direc-
tion. W'ings are of linen, Conover treated and
spar varnished.

The 70-h.p. Boland engine will be supplanted
by the new 100-h.p. motor, 4^/. x 5^/>, driving
a 4-bladed propeller 5/2-ft. pitch by 7-ft. diam-
eter; 100 h.p. is claimed at 1,250 r.p.m. With
the present engine the outfit weighs around
<)00 lbs.

Leonard W. Bonnev, a former Wright fiyer,
is chief pilot with the Boland Aeroplane &
Motor Co. A description of the 100-h.p. Bo-
land engine will be given in a subsequent issue.

\uic 43

AERONAUTICS, Pcb. 14, 1914

FOR FLYING BOATS USE

JEFFERY'S MARINE GLUE

Usr our Waterproof Litiuid Glue, or No. 7 Black, White, or Yellow Soft Quality Olue for water-
l)roiifintr the canvas covering of flyingr boats. It not only waterproofs and preserves the canvas
but attaches it to the wood, and with a coat of paint once a year will last as lone as the boat.

For use in combination with calico or canvas between veneer in diaconal planking:, and for
watei'prooflnK muslin for wing surfaces. Send for samples, circulars, direcliiiis for use, etc,

L. W. FERDINAND & CO. 201 South Street, Boston, Mass., U. S. A.

OTRORS

Longren and his HALL-SCOTT powered tractor

The Young Aviation Co., Topeka, Kansas
have written

"We have used No. .51 three seasons, has
done elegant work all this time, no motor
failure, and have filled more dates than
any other aviator in the state of Kansas
and most of Oklahoma and Nebraska.

Signed A. R. LONGREN."

Investigate our 100 H. P. equipment

Hall-Scott Motors Guarantee Success

Hall-Scott Motor Car Co.

818 Crocker Bldg. San Francisco, Cal.

AERONAUTICAL
RADIATORS

Built in capacities and types for standard
and special aviation motors

Write for prices on standard makes. Send your
specifications for special designs

EL ARCO RADIATOR COMPANY

64th St. & West End Ave., New York City

Also Manufacturers o( Automobile Radiators of all types

PEDERSEN OIL PUMPS

have positive action, are small and
li<>ht, easily apjjlied to any motor

^^-^^^ Write for circular ~"^^^^~=^"~^^

PEDERSEN LUBRICATOR CO.

636-644 First Avenue, New York, U. S. A.

>:
:♦:

:♦:

>:
:♦;

The Sloane Aeroplane Co.

Tlie only builders in tlie world of military mono- y
planes, biplanes and llyinj; boats. Full eciuipiiiont j».^
for military and naval aviation furnished. 'ff.

SLOANE

FLYING BOATS

For Sporting and Naval Use

OWL BOATS

For Over Water and Land Flying

SLOANE MONOPLANES
TRACTOR BIPLANES

and

Rear Propeller Gun-Planes

SLOANK AERO-SKIMMKRS for sports-
men. Ideal for higii speed travel on the
water and delivery use on shallow streams.

GNOME -ANZANI— RENAULT, at lowest prices

Aeroplanes built to special design. Designs developed.
Parts supplied — In fact everything aeronautical furnished.

Sloane Aeroplane Co.

1733 Broadway :: New York City

>:>;^>;>:>i>;>:;«-:«i>;>;i»^>i:*: ••i'»;>i;^>i>::*;>; •♦• ■♦;:t;^j»i

BOLAND AEROPLANE AND
MOTOR COMPANY

THE BOLAND MOTOR

8 cyl. "V " type 6o H.P. 240 pounds.

RELIABILITY DURABILITY

MAXIMUM POWER. MINIMUM WEIGHT.

THE BOLAND TAILLESS BIPLANE

equipped with the Boland Control (two movements)
and BOLAND MOTOR.

THE BOLAND CONTROL is the embodiment of
utmost safety and simplicity in a new system of con-
irul which is babic in principle. Write for particulars.

Factory : Ft. Center St., Newark, N. J.

Office: 1821 3ROADWAY, NEW YORK.

CAPITALIST or PROMOTER

Wanted — —

Will try to cross the Atlantic in shortest
possible time with my new type airship

.1 Practical Accomplishment
WALTER V. KAMP, 551 W. 178th St., New, York

In answering advertisements please mention this magazine.

AERONAUTICS, Feb. 14, 1914 Pa<re 44

CURTISS AIR BOAT TO CROSS visable to continue his flight. He dismounted the

ATLANTIC niachine, loaded it in a box car, and shipped it to

Rodman X^anamaker is having built by the Curtiss tZl.Pt^.\^'I ''''"• 'Pr '"^'^'""\."^^d ^^'^^ ^ Curtiss

Aeroplane Cj. a huge flying boat in which an attempt g^l'^^le ' ^°"'°° ^'"'^^°'^'"

is expected to be made to cross the Atlantic in its t-i ' r ., ^ r c- t^- j:

smallest dimension during the year. ,, ^he summary of the reports from San Diego for

At the p-sent "state of the art" it has been ^'i^.^tf enduig January 24 . shows no flights 45

.1 1 .. ■ u ur ^r i • ii 1 ij 1 passengers carried; total time in air as hours and 28

thought imp -..bable that crossing the pond would be „ii„„tes. Since January i to January 24, there have

accomplished. However, Cur iss has done_ a lot of ^een 306 flights, "140 passengers carried; total time in

things people said he couldn t do and this may be ^-^ i^^^,,.« ^^^^ ^, ,\,i„utes. In the above total are

one of hem There are plenty of battleships scattered i„eluded three cross-countrv flights of 85, n4 and

about this Ittle sphere. Perhaps this country, Eng- ^-,^ miles "
land, France, Germany and others could be induced

to distribute a chain of boats along the projected IMPORT AND EXPORTS.

route. At best, they would be some considerable dis- Imports

tance apart; at the same time, any safeguard is bet- p^. 'Nfovember

ter than noi,e and it might be possible, by traveling „ ;nonths ending' November "i", ' aeroplane

at a great leight, with powerful glasses, to almost ajjj parts $iq 62-

keep a battleship in sight at all times. ExpoifV ^f' DmnVsiic M^niifac'turel ' '

GLOBE AIR RACE. ^"^ November. 2 and parts. . . i5,379

T, . , ■ , ^, 1, T, ,2 T- •^- 1 II months ending JNovember, 18 and parts.. 79.554

It IS clamed the Panama-Pacihc Exposition has Exports of Foreign.

offered $i5o.<,oo in prizes for an air race around the p^,. Xovember, none T

world, open to all types of craft, and will raise „ ^^^^^j,,^ ^^- November, 2 and parts... 11,23.

$150,000 moie. T Tf- 7 A- I

^ ■' In H areliousc, November 30.

AERO CLUB OF PHILADELPHIA 3 Aeroplanes 762,^

DINNER. NEW ALTITUDE FLIGHT ENDS

The first iiinual banquet of the Philadelphia Aero FATALLY.

Club was b( Id February 5th The speakers were: After makini? a new American' altitude record o)

Marshall Red Henry M.Neely, \\ dliam D. Harris, ,^^,^^ feet at \San Diego, February 9, Lieut. Flenrv

Ulysses S. \vilson, E. R. Brown, Dr. George S. Gass- 3 p^gj^ g^my aviator, was killed, after descendini

ner. Percy Pierce %yas toastmaster. The club was g^fgiy ^^ ^.;thj„ so„,e 600 feet of the earth. It le

founded in 911 and in the tirst two years many reported that at that height "the plane was seen tt

records were made in model flying. An incomplete collapse" and the pilot was thrown clear of the

aeroplane has been presented to the club. machine into five feet of water. The Signal Corps

STEVENS' LIFE PACK AGAIN DEM- ^^■*"', °f cou«e. make an official report.

r\MC'T''D A TTTTk altitude record has been held by Beachey wnc

OfM o 1 KA 1 rLiD. made 11,642 feet at Chicago in 1911. Lieut. Post's

On Febrvrry 4, Leo Stevens' "life pack" was best flight was one of 152 miles in 2 days. (Sec

again emplojed by moving picture people for a sensa- issue of January 31.)

tional film. With two taxicabs, Rodman Law and -,tt r-.o t^t tt-<c. TTT-inTT-.T-. T-w/-kTirn,T

Miss Constaice Bennett startled across Brooklyn NlLtS FLIES UPSIDE DOWN.

bridge and at the center leaped out and climbed over C. S. Niles, second in the race around New York,

the rail anc' — dropped. If this had happened in a former Curtiss and Thomas biplane flyer, flew a

France, the oapers and magazines would have been Moisant monoplane upside down in a most sensational

full of the "wonderful" feat. Here, however, where and heart-stop])ing flight at Mineola on February 3.

the idea originated, such feats are so common they In attempting to make the loop, it is reported the

scarcely call for comment. The "pack," as everyone machine dropped tail first before getting completely

knows, is merely a silken parachute properly folded over, but Niles was able to recover,

in a little big strapped to the shoulders. When the cr'OTT' Tr\ Fi'Pr^TJ ■ROTUT'RC

jump is made, the 'chute opens in 20 or 30 feet. ,. ^,V, ,^ c- ^'^^.'^ a^^mnii.

Lieut. Riley E. Scott is on Ins way to San Diego

T A T T/i ■UTT'XJ'DO'O T>T7r«/^'C>Tk T'OTD to resume bomb dropping experiments after those

T-, ffi , . ,^. Vr T- , / made with mediocre results at Washington two vear.

The official report ot the trip of Lieut. Taliaferro, on j^,g ,p inability of the machine used to lif't the

January 20 : rom North Island, Cal., via J^os Angeles weight
and Pasadena to Elsinore, shows that he covered

224 miles in 3 hours and 50 minutes, an average of INTERNATIONAL BALLOON RACE.

58.4 miles y-A- hour. R. H. L'pson and Capt. H. E. Honeywell have

Taliaferro flew at an average altitude of about so far been selected as two of the team to represent

5,000 feet. Having obtained gasoline and oil from Uncle Sam in the big race from Kansas City, Octo-

Elsinore, he flew to a point six miles southeast of ber 6. It is apparent that there will be no national

Temecula, h.iiding there on account of the engine ,-ace this year to select the team as originally urged

having stopped. He flew back to Elsinore, spending hv AERONALTTICS, finallv put in practice and as

the night at that place (total distance in air for the ],"^s ijgeii the custom for tlie past three years,

day 270 milej; total time in air 4 hours and 41 min- .,,.,.^_..-, .,»., .,.,., ^.,,,„t-...-,»t tt^ttt-.<^

utes). Leaviig Elsinore at 9:30 a. m. on the morn- AVIATOR IN AIR SIXTEEN HOURS.

ing of Janusry 21, he continued his flight until eight Munich, Feb. 8. — The aviator Ingold broke tlie

miles west cf Corona, where the engine stopped on world's record for a cross country endurance flight.

account of tie poor gasoline obtained at Elsinore. He remained in the air for 16 hours and 20 minutes,

He landed i:i the only possible landing place in that and covered a distance estimated at 1.050 miles witli-

part of the country, a very muddy, newdy plowed out landing. Ingold started at Mulhausen, Alsace,

field, at 10:08 a. m. (distance 35 miles, time 38 min- and flew- far to the north. He then proceeded south-

utes). The field where he landed was so soft that ward to Munich, landing in a suburb.

the wheels sink into the ground to their hubs. This ■

field was svrrounded on three sides by high hills Johannisthal, Feb. 3. — The aviator Brunolanger to-

and trees, a id a swamp on the fourth side, and as day broke the world's record for an endurance flight,

there was no place within a radius of 5 miles from He remained in the air for fourteen hours and seven

which he coi Id take to the air he deemed it inad- minutes.

age 45

AERONAUTICS, Feb. 14, 1914

< BENOIST

ANNOUNCEMENT

The Benoist School of Aviation will open on Janua'/ 1st, at
St. Petersburg, Florida. The school will be uider the
personal supervision of Tom 'W. Benoist and Tony Jannus.
■We will also conduct the first regular schedule passenger-
carrying air line in the world, St. Petersburg to Ta ipa, Fla.
Students who want to join the school and prospective
agents who want their territory for the exclusive sale of our
flying boats will do well to address

The Sew
Benoist
Fli/ing
Boat ill
Action

BENOIST AIR CRAFT COMPANY

St. Louis, Missouri or St. Petersburg Florida

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 P(3UNDS

Endurance Flying Eecord
to Date, 4 hrs., 23 min.

'*F L I G H T"

July 26th, 1913

"Some may say — to the obvi-
ous benefit of the Company
whose representatives have
adopted his very pra -tical
method of calling attention
to the GYRO engine (50 h.p.)
that it is all due to the motor,
which probably dev<dops
about three times as much
power as the machine; re-
quires for the purposes of
straightforward flight."

Built of Nickel Steel and Vanadium Steel Throughout

Send for Catalog

THE GYRO MOTOR COMPANY, 774 Girard Street, Washington, D. C.

ALL MARINE FLYERS

Should investigate the merits of the Three-Bladed Paragons. Smaller She than corres-
ponding two blades, with fine lines of design, make them turn more freely. Free turning
enables them to carry higher pitch. The added blade gives them a stronger hold on the air.

Results: — Less Vibration — Full Turning Speed — Higher Pitch Speed = Smaller
Slip — Faster Flying — Stronger Manoeuverin^ — Safer Handling and Control.

Uncle Sam uses three-bladed Paragons almost exclusively in his Navy Boats — There's a
reason and Paragon price economy besides.

There are questions in your mind. Write to us for the answers intelligently stated and illus-
trated by photographs. Full brass blade protection at only nominal cost.

AMERICAN PROPELLER CO., 243-249 E. Hamburg St., Baltimore, Md.

In answering advertisements please mention this magazine.

AERONAUTICS, Feb. 14, 191 4

^tHHS^lSfi^

OFFICIAL BULLETIN
OFFICERS.

Clarence P. Wynne, President.
Jos. A. Steinmetz, ist I'icc-PrcsiJent.
\Vm. D. Harris, 2nd Vice-President.
CiEORGE S. Gassner, Secretary
Laurence Maresch, Treasurer.
Office of the Club, Bel'.evue-Stratford, Phila., Pa.

NOTICE TO MEMBERS.

Members of the Aero Club of Pennsylvania in
good standing will receive semi-monthly copies of
AERONAUTICS as one of the benefits of member-
ship, together with the monthly journal "Flying."
By this arrangement, A. C. P. members obtain more
from a magazine standpoint than those of any other
club in the country.

DEMAND FOR CHARAVAY

That the consistent good work of Charavay pro-
pellers and the high quality of construction is up-
holding their enviable reputation for efficiency and
long service is evident from the number of new
orders and repeats orders that the Sloane Aeroplane
Company is continually receiving

The Sloane Aeroplane Company has just brought
out a new 3 bladed type for flying-boats and tractors,
the first of which was delivered to the U. S. Navy.
No propeller is allowed to leave the factory before
being inspected by an expert as to correct pitch and
balance. The balancing is accomplished on a special
ball bearing bracket and the weights of the blades
are not allowed to vary a fraction of an ounce.

.\mongst recent purchasers are the governments of
the United States, Guatemala and Mexico, Moisant
[nternational Aviators, Capt. Thomas S. Baldwin,
('apt. Hugh L. Willoughby, Lieut. J. M. Murray,
Richmond Aeroplane Co., Lieut. Walb, Maximillian
Schmitt, Benoist Aircraft Co., R. V. Morns, and
E. B. Ford, son of the famous maker of Ford cars.

ST. PETERSBURG LINE ADDS NEW
ROUTE.

The St. Petersliurg-Tampa Airboat Line, established
by the Benoist Aircraft Conipany of St. Louis, has
is'sued a statement of its first month's! business, cov-
ering the 31 days of January. With no Sunday flying,
this "left only 27 possible days of operation. In these
27 days, 97 trips were made. Out of these, 4)^2 days
of flying were lost, 3 days loss was caused by a broken
crank shaft in the motor, and the balance ascribed to
bad weather.

There were carried in all, 184 passengers, and the
boat made a distance of 2,234 miles, or 4.46S passen-
ger-miles, which surely compares not only favorably,
but much better than the usual taxicab or automoliile
used for commercial w'ork.

The line has proved hi.ghly remunerative, as the
cost of up-keep has been much less than for the same
work with an automobile, and the amounts received
for the work have, of course, been greater.

The first understanding was that this line was to be
ojierated for three months during the tourist season,
but the business men have been so delighted with the
performances of the boats that they are now making
arrangements to continue the line clear through th-:
suinnier and fall, and increase the number of ma-
chines to a great extent for next winter.

Two more machines have been received now and
are to be put in active service.

.Another line is contemplated between St. Petersburg
and Tarpon Springs, a distance of about 45 miles.
Tliis to ni.-ike stops at Pass-.A-Grille, Clearwater, Bel-
lair and Tariioii Springs.

Poge 4( ^:

AERO MART

FOR SALE — -Our last year's monoplanes and b
planes; very cheap for cash, or trade for anythin
of value. — F. M., 1522 Norwood Ave., Toledo, Ohic

SACRIFICE — A Curtiss type biplane, flown by on
of America's most famous aviators, with 8 cyl. Hal
Scott 60 H. P. motor, all in Ai condition, for $1,35
cash, subject to demonstration to bona-fide purchasei
Shipping bo.xes, propeller, crates, completely equippe
for the road. Free instruction in flight to purchase
at well-known flying field. The best bargain of tli
season. Opportunity knocks but once at every maiv
door. Address "Sacrifice," care of AERONAL^TICi
122 E. 2Sth St., New York.

EXCEPTIONAL OPPORTUNITY is offered by e:
pert to finance building of patented Cross-Country an
VVater Aeroplane of the future which possesses star
ling new features. Self-balancing, impossible to co
lapse. Can be built with one or more motors. Ern
Ebbinghaus, 105 East 84th St., New York.

FUND NOV

NATIONAL AVIATION
$1,270,000.

Paris, Feb. i. — The national subscription for tl
French aerial war fleet amounts to $1,270,000, accor
ing to announcement made by Senator Reynion
president of the National Aviation Committee, ai
the fund will enable the committee to present tg tl
army 210 aeroplanes, pay for the training of ;
expert pilots and erect 70 aeroplane sheds. It is i
tended to establish a complete system of militai
air ports throughout the country, so that militai
aeroplane pilots will be able to acquire an intinia
knowledge of every part of France without ever beii
out of reach of shelter and needful supplies.

San Francisco and the Hall-Scott concern are d
veloping an intrepid flock of flving men. Roy Franc'
Otto Rybitzki, W. H. Blakley,' Alfred Barrett, Charl
Bryant, R. G. Fowler, Silas Christofferson, and 1
brother Harry; and, until quite recently when 1
family objected, Adolph Sutro.

Each Sunday, when the weather is favorable, ai
that has been every Sunday since the beginning
the enterprise two months ago, a flying tournamei
so to say, has been held on the Exposition grount

George A. Gray, a Wright flyer of more or le
repute, is reputed to have looped the loop at .\tlani
I'.each, Fla., on January 25. Strange to say, accot
ing to the newspaper reports, he flew his "aeropla

ujiside down."

NEW BENOIST AIR BOAT.

The new Benoist Airboat "45" has been received
.St. Petersburg and put in active service on the '
Petersburg-Tampa line. This boat is about the sai
as the previous models, with several refinements ai
a new wing that has demonstrated much greater e
ciency over the old one. It created much surpri
around the areo camp when Jannus got ready to ma
his regular trip to Tampa after trying out the 11
chine, and announced that he would take two passe
gers instead of one. Two passengers were (]uick
loaded in and Jannus had no trouble at all in gi
ting these out of the water and made the round ti
on schedule time. Each of the two trips were ma
that day; several special flights were made and t
machine trdlied up over 100 miles for the first d
equipped with but a 75-h.p. Roberts motor.

It will be noticed by examination that it has iiui
cleaner lines than the older 'plane; motor much mo
accessible; chain guards and back part of the mot
exposed, making it much more efficient for the rad
tion of heat, while the hood has a new curve, whi
eliminates a lot of spray and the strong wind th
blows in the passengers' faces in the old boat.

It has a spread of 42 ft.; a gap of 6 ft. and
chord of .s ft. 2 in. The complete machine, ready
fill up. weighs 1,250 lbs. On the regular Tampa trii
with two passengers aboard, besides the aviator, th
take enough gasoline for the round trip and th
some for emergencies — about 22 gallons in all. T
gasoline and water cooling weighs about 150 lbs.

age 47

AERONAUTICS, Feb. 14, 1914

E. V. Fritts flying at Oneonla. N. Y. in his 100 H-P
MAXI MOTORED Biplane.

: .-\ c"_-A.>se IS)^^ ^.TxSiciLir

For your Flymg-boat, or cross country flying,

...MAXIMOTOR...

will fi'l a long felt want for an ideal aero-
nautic, power-plant.

Builders, as well as aviators, are MAXIMOTOR'S most ardent supporters.

For testimonials, and further particulars, just write to
MAXIMOTORS (^1^33^ ^MERS"

ARE BUILT IN FOUR DIFFERENT SIZES
FROM 50 TO 150 H-P

DETROIT

1528 JEFFERSON AVENUE E.

^''^ Thomas School

OF AVIATION

OFFERS SUPER! OK ADl'ANTA GES

Address, THomas Bros. Aeroplane Co.
BATH, N. Y.

WIRE

We make an extra high grade

plated finish wire for

aviators' use.

FOR FURTHER INFORMATION ADDRESS

John A. Roebling's Sons Co.

TRENTON, N. J.

Broadway Central
^^^ Hotel ^^^

CORNER THIRD STREET

In the Heart of New York

Special attention given to Ladies unescorted

SPECIAL RATES FOR SUMMER

OUR TABLE is the foundation of our
enormous business

AMERICAN PLAN
EUROPEAN PLAN

$2.50 upwards
$1.00 upwards

Send for Large Colored Map and Guide of New York, FREE

TILLY HAYNES

Proprietor

DANIEL C. WEBB. Manager
Formerly of Charleston, S. C.

The Only New York Hotel Featuring

AMERICAN PLAN

Excellent Food Good Service

Moderate Prices

In answering advertisements please mention this magazine.

AERONAUTICS, Feb. 14, 1914

Page 4!

PATENTS

SECURED or FEE RETURNED
VICTOR J. EVANS & COMPANY

Send sketch or model for FRKK searcli of Patent OfRee
record. Write for our Guide Books and What to Invent witli
valuable List of Inventions Wanted sent Free, Send for our
special list of piizes otlered for Aeroplanes. $600,000
Offered in Prizes for Airships. We are Experts in
Aeronautics and have a special Aeronautical Department.
C()i)ies of Patents in Airships, 10 cents each.

Main Offices: 724-726 NINTH STREET, N.W.
WASHINGTON, D. C.

^^L_

DON'T ^'''*^ "' v'"'*""

'^^^' * you are inter-
ested in a ri liable, efficient
srceconcnic; I fower plant.
,^^11 at is the only kind we
j?_ build. Four sizes.
,^ Reasonable Prices

Kemp Machine Works

Muncie, Ind.

PATENTS

C. L. PARKER

Ex-member Ex.mining Corps, U. S. Patent Office

Attorney-at-Law and Solicitor of Patents

Ameri.an and foreign patents secured promptly and

with special regard to the complete legal protection ol

the invention. Handbook for inventors sent upon request.

30 McGill Bldg. WASHINGTON. D. C.

Special grades of Bamboo for Aeronautic \Vork. Reed,
Rattan and Split Bamboo for models. Tonka Rattan
for Skids \V\ diameter and under any length.

804-810 Jefferson St.,
Hoboken, N. J.

J. DELTOUR, Inc.

Published Semi- Monthly by Aeronautics Press

122 E. 25th St.. New York
Cable : AERONAUTIC. New York

'Phones

; 9122 \

■ Madison Sq.

I 4413 S

A. V. JONES, Pres't ERNEST L. JONES, Treas'r-Sec'y

ERNEST L. JONES, Editor M. B. SELLERS, Technical Editor

HARRY SCHULTZ, Model Ediior

SUBSCRIPTION RATES

United States, $3.00 Foreign, $3.50

No. 79

FEBRUARY 14, 1914 Vol. XIV, No. 3

Entered as second-class matter September ii, 1908, at the
Postofiice, New Yoik, unde r the Act ot Marclx o. ISi'.l.

fl AERONAUTICS is issued on the 15th and 30th of each
Month. AH copy must be received 6 days before date of
publication. If proof is to be shown, allowance must be
made for mailing.

^ Make all checks or money orders free of exchange and
payable to AERONAUTICS. Do not send currency.
No foreign stamps accepted.

The

Wright

Company

(The

Wright

Patents)

We are now prepared to make prompt deliveries
of our various types for

EXHIBITION FLYING

The LJnited States Courts have upheld the
Wright Patents, declaring the Curliss,
Farman, Bleriot and similar machines to
be infringements, and permanently en-
joining the use of all such infringing
machines.

■ason tif inn will in

/iros/ici'oif.s one Jc

WRIGHT FLY ERS

Prices and information upon request

The Wright Company

DAYTON, OHIO New York Office : 1 1 Pine St.

This page contracted for by

A. LEO STEVENS

FOR NEXT ISSUE

WE ARE HEADQUARTERS

for model aeroplanes, accessories and supplies
V^ery complete catalog free on request

Wading River Mfg. Go.

Wading River, N. Y.

MODELS

CHARAVAY

Two- and Three-Bladed
PROPFI LERS ^^^^^^ AEROPLANE CO., 1733 Broadway, New York

In answering advertisements please mention this magazine.

The St;iiul;ird Anuiican Pi'opeller. Fiirnislied to tlie
CTOvernnients of tlie fiiiled SImIcs. Mexico, (iuatemala, etc.,
and the leiuliiisr American Aviatcirs,

Three-bladed type for flying boats and tractors
Actual tests liave proven the new three-bladed types to be
•20 per cent, more efflcient than any other.
Hare you our neir prU-e li':t .' Write ,/or it am! sare money

lifillBIiilliMii

ESCMilTIC

I lllli illlll ili illUliH

ITH WHICH IS COMBINED

Official Organ and Bulletin — Aero Club of Pennsylvania .
The Aeronautical Society

■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■•■••>••■■•••■■•

::::::::::::::s::::::::;:;::;::;:s::::::::;::::::::: s:::::s:::!::sa:::::::::::::::::::::::::::»::s:»:::::sK

Press Despatches Say:

"Mountains Check Birdman's Flight"

Silas Christofferson flew well enough with

his old motor until he faced the perils of Tejon Pass.

There he paused long enough to install a

Curtiss 0-X Motor

With this he' continued safely to San Diego.

Let us give you motor facts

THE CURTISS MOTOR CO., 21 Lake St., Hammondsport, N. Y.

Page 50

AERONAUTICS, Feb. 28, 1914

< BENOIST ^

ANNOUNCEMENT

The Benoist School of Aviation now open at St. Petersburg,
Florida. The school is under the personal supervision of
Tom 'W. Benoist and Tony Jannus.

■We also conduct the first regular schedule passenger-
carrying air line in the world, St. Petersburg to Tampa, Fla.
Students who want to join the school and prospective
agents who want their territory for the exclusive sale of our
flying boats will do well to address

The New
Benoist
Filling
Boat in
Action

BENOIST AIR CRAFT COMPANY

St. Lonis, Missouri or St. Petersburg, Florida

50 H.P.

160 POUNDS

GYRO MOTOR

80 H.P.

207 POUNDS

Endurance Flying Record
to Date, 4 hrs., 23 min.

**F L I G H T*'

July 26th, 1913

"Some may say — to the obvi-
ous benefit of the Company
whose representatives have
adopted his very practical
method of calling attention
to the GYRO engine (50 h, p.)
that it is all due to the motor,
which probably develops
about three times as much
power as the machine re-
quires for the purposes of
straightforward flight."

Built of Nickel Steel and Vanadium Steel Throughout

Send for Catalog

THE OYRO MOTOR COMPANY, 774 Oirard Street, Washington. D. C.

"REMARKABLE PROPELLERS"

Are those which are able to show results anywhere near to the ordinary performance of two-
and three-bladed PARAGONS. The making of constant change, refinement and improve-
ment is a feature of all PARAGON designing, but here are a few figures for the year 1913 :
Report of Curtiss Aeroplane Co., February 8, 1913.
Curtiss 8' dia. x 5' pitch — Revolutions 1225 — Flying speed 54.5 miles per hour.
Paragon 8' dia. x 5' pitch — Revolutions 1244— Flying speed 56.5 miles per hour.
Weight of machine 1335 lbs. Load carried 565 lbs. Total weight 1900 lbs.
Report of Gerald Hanley, Providence, R. I. ( Curtiss Flying Boat) October 13, 1913.
Curtiss two-blade, 8' dia.— Rev. 1250, Thrust 480 lbs.— Rev. 1300, Thrust 505 lbs.
Paragon Three-blade, 7^' dia.— Rev. 1250, Thrust 570 lbs.— Rev. 1300, Thrust 580 lbs.
Lieut. J. II. Toivers reports to the Secretary of the Navy as foUoivs :
"The three-bladed PARAGON gives more thrust and more speed than any propeller we have had."

THE AMERICAN PROPELLER CO., 243-249 E. Hamburg St., Batimore, Md.

In answering advertisements please mention this magazine.

AERONAUTICS, Feb. 28, 1914

Page 51

THE U. S. NAVY O.W.L. II

Hydroaeroplanes are said to constitute the
eyes of tlie modern navy. The title applied
to the most recent aid to naval vision, the
"O.W.L." type, is not intended to suggest that
these machines see well at night, but was
selected by Captain Washington I. Chambers,
at the head of the American naval aviation,
to designate craft equally useful "Over Water
or Land."

Glenn H. Curtiss produced the "Triad" in
February, 1911 (see AERONAUTICS, April,
1911), and later adapted wheels to the flying
boat (AERONAUTICS, March, 1913). The
"Triad" was the first machine arranged for
alighting on either land or water.

To Captain W. I. Chambers, of the Navy, is
due the resuscitation of the type, and its pres-
ent development into the O.W^L. boats built by
Mr. Curtiss for the U. S. Navy during 1913.

The first machine of the new type was turned
over to Lieut. B. L. Smith, U. S. M. C, last
June and with it a long series of experiments
was carried on. The combined weight of two
aviators was some 370 pounds. The wings
used were those of the "U. S. A-2," a Model E
Curtiss hydroaeroplane acquired in 1911. The
motor was a new Curtiss O-X, which gave the
machine a mean speed of 65 m.p.h. but which
showed in spurts a maximum of 70 m.p.h. In
low speed trials landings were made at less
than 40 m.p.h., or almost an exact duplication
of some recent English trials, where a range
of from 38 m.p.h. to 69 m.p.h. was shown and
muchly advertised.

O.W.L. differs from the standard hydro-
aeroplane in that the pontoon, or hull, is
wider, and it has a step similar to that of the
standard Curtiss flying boat. The seats, in-
stead of being attached to the superstructure
as in the hydroaeroplane, or being in the hull,

as in the case with the flying boat, are set on
the pontoon.

A windshield is formed by a light frame-
work, covered with water-proof fabric, built
up to entirely surround and shield the op-
erators.

The O.W.L. No. 2, illustrated here, is a more
substantial machine than O.W.L. No. 1 and is
probably the most advanced development of the
type so far evolved

The pontoon is of very effective form, Vee-
bottomed and pointed at the bow. Above it a
high-decked body has been built which not
only shields the operators from wind and
spray, but would effectually protect them also
in case of a long dive into the water.

Metal lined pockets in the hull carry the
wheels and springs of the leading gear. These
are dropped into position by the shifting of a
lever, and locked, either up or down, by the
movement of another lever, both within easy
reach of the operator. Heavy coil springs take
up the shock of shore landings. The gear can
be raised or lowered while the machine is in
flight, or may be entirely removed where only
over water work is the order of the day. When
the wheel gear is removed for exclusive water
flight buoyancy may be increased by inserting
water tight aluminum boxes into the wheel
pockets.

Captain Chambers holds to the opinion that
it is the ideal navy type for both the Marine
Corps and the Sailors; that it is a necessity
for Navy work which is to be executed mostly
off coasts where either rocks or bad surfs
abound or in the vicinity of land which is not
generally suitable for an ordinary land machine
and where communication must be kept up be-
tween the fleet and the base of operations on
shore.

Page 5^

AERONAUTICS, Feb. 28, 1914

FOREIGN AERONAUTICAL MOTORS^

By the Staff Correspondent

DE DION BOUTON.

The De Dion Bouton Automobile Co. ex-
hibited an 80-h.p. motor which was ahnost
identical to the 70-h.p. Renault, except that the
cylinders had a somewhat larger bore, being
4 3-16 in. instead of 3-}4 in., while the stroke
remained the same as the Renault, 4^4 in.

It might be said that this motor was of
somewhat neater design than the Renault, prin-
cipally because of the fact that the cylinders
were placed opposite each other, which short-
ened' the motor somewhat. In this case, the
connecting rods are not arranged the same as
on the 12-cylinder Renault, but one rod yokes
over the big end of the other, and oscillates
on the outside, as is the De Dion practice in
their 8-cylinder V automobile motors.

The carburetor is of the Zenith duplex type,
having two chokes and a single float chamber,
and is jacketed and heated by exhaust.

The motor develops its rated horsepower
with the crank shaft turning 1,800 r.p.m., and
the propeller is driven by the cam shaft at 900
r.p.m. The weight of this engine complete is
465 lbs., being practically the same per horse-
power as the Renault. This is the only model
of aeronautical motor which the De Dion peo-

•**^»«««»«^-^!S.

pie build at the present time and it has been
on the market about one year. During this
time it has become very well known in Europe,
and one can find a numl^er in use at the vari-
ous flying grounds in France and also at Hen-
don, England. The engine seems to have given
a good account of itself in the majority of
cases, and is quite as well spoken of as the
Renault.

, None of these three motors which have
just been described develops a large amount of
pewer per cubic inch of cylinder capacity be-
cause of the fact that low volumetric efficiency
and low compression are necessary in order to
accomplish ait cooling with cylinders as large
as are used.

PANHARD-LEVASSOR.

The neatest designed engine of the type was
a 100-h.p. 8-cylinder V, water-cooled motor
exhibited by Panhard & Levassor, who are so

well known in the automobile industry. The
bore and stroke was 4 5-16 in. x Syi in., and
each group of four cylinders was cast en bloc
and fitted with copper water-jackets. The cyl-
inders are of the conventional L head design,
and the valves are arranged all on one side at
a slight angle from the vertical, in order to
reduce the size of the combustion chamber.

Each group of four cylinders is, of course,
arranged at 90 degrees to each other, and also
are directly opposite each other, the connecting
rods having a common big end bearing. The
valves are operated by a single central cam
shaft, which also is extended to form the pro-
peller shaft, as is the case with both the De
Dion and Renault.

This motor is fitted with one magneto oper-
ated directly from the crank shaft, which sup-
plies a single spark to all eight cylinders, but
the carburetor is of the double barrel type with
single float chamber, which seems to be univer-
sally used on all 6, 8 and 12-cylinder engines.
This is necessary because of the fact that the
suction strokes on any engine of more than
four cylinders overlap each other, and if sup-
plied by single manifold and single carburetor,
the inlet gas is drawn from one cylinder which
has just lilled to another which is just com-
mencing to fill.

The crank shaft turns at 1,500 r.p.m. and
the propeller shaft at 750. The weight of the
motor complete, but without the radiator, is
440 lbs.

This motor has been little heard of as yet,
although a similar engine was exhibited by the
same concern at the Paris Salon a year ago,
and it is rather strange that it has not made
the progress that the De Dion has made in the
same length of time. For 100 h.p. it is very
much more compact and of lighter weight than
the 12-cylinder Renault, even including the
necessary radiator.

'llegan in the Fob. 14 issue

AERONAUTICS,, Feb. 28, 1914

Page 53

AUSTRO-DAIMLER.

The Austrian Daimler Motor Co. exhibited
one of their 90-h.p. 6-cylinder motors, which
are already known in this country through the
Wright Co. and the Thomas Bros. Aeroplane
Co., each of whom has one at the present time.

The engine is of the 6-cylinder vertical type,
having a hore of 4^i in. and a stroke of 5^.
Individual cvlinders are used with electro-de-

posited cooper water-jacket, and valves at an
angle in the head, operated by single rocker
arm, as was formerly done on the Curtiss mo-
tor. The engine is arranged to have the pro-
peller attached direct to an extension of the
crank shaft, which turns at a normal speed of
1.300 r.p.m.
One Boscli magneto of the two-spark type

supplies ignition to two different plugs in each
cylinder simultaneously. The Bosch lubricator
is also used, and this feeds a small quantity of
fresh oil to each crank shaft bearing, while
the rest of the motor is lubricated by splash.
None of the oil is carried in the lower part of
the base of the engine, except as required for
the connecting rods to dip into, the fresh oil
being supplied from an external tank. This is
a decidedly different system from the circulat-
ing system most generally used, and although
it is rather more complicated and unsightly
liecause of the necessary external oil tank, it
has the merit of supplying fresh, cool oil to
each l)earing, and probably shows a better oil
consumption than is possil)le with the circulat-
ing system.

Two carburetors are fitted, each supplying
two groups of three cylinders. These are sep-
arate instruments with individual float cham-
bers and not of the duplex type with single
float chamber referred to above, but the throt-
tle valves are carefully synchronized, and the
two instruments undoubtedly operate as one.
The manufacturers claim that the weight of
this motor, including the radiator, is 360 lbs.,
which is exceedingly light for an engine of
tills type and power.

This company also builds 40, 65 and 120-h.p.
engines, all of the same type and same general
construction, except that the two smaller sizes
have only four cylinders. The large size model
was first brought to the attention of the world
when Cody won the British War Ofiice Trials
with a machine of his own design fitted with a
120-h.p. Austro-Daimler motor.

ON LATERAL CONTROL.

A REPLY TO MR. STILL BY ALBERT ADAMS MERRILL.

In the December, 1913, number of AERO-
NAUTICS there is a letter from a Mr. Still
on lateral control referring to a previous article
by me. This letter shows that Mr. Still does
not understand my statements relative to the
reversed Farman system. When I state that
with this system stability is maintained with-
out the use of a vertical rudder I do not state
that the machine will fly straight ; in fact, it
will not. But the point is that this system
will check rotation about the longitudinal axis
without the use of the vertical rudder. There-
fore, it is reducible to practice and does not
infringe either Claim 3 or Claim 7 of the
Wright patent.

I wish American readers would remember
that of the machines flying, the vast majority
use either the Wright or the Henry Farman
systems. The Curtiss is used very little, in
spite of the fact that here we see quite a few
Curtiss machines. The flying done in this
country is practically nothing in comparison to
what is done abroad and, as yet, comparatively
few Curtiss machines are used abroad. I per-
sonally like the Curtiss system and my criticism
is of the Wright and Farman systems ; also in
proportion as the negative angle aileron is
given the most work the Curtiss system im-
proves. Yet plainly the Curtiss infringes

Wright's Claim 3 because it consists of a simul-
taneous movement in opposite directions of
the marginal portions of the supporting sur-
face. Every aileron at a positive angle is a
supporting surface.

In the reversed Farman system a proper re-
lation of the moments inertia about the three
axes and a proper disposition of the center of
side pressure would cause the machine to come
back to a straight course without turning the
rudder. It is simply a question of offsetting
couples and the effect of the time element on
the rotations about the two axes, longitudinal
and vertical.

"lind'' Mars has looped the looji matrimonially and
married his former wife. Harry Atwood has become
engaged.

Reports of Massoit's death as a spy have been
greatly exaggerated. The Mc.x. l)atting average is not
high.

For details, illustrations, plans, descriptive matter,
and general character, it would be hard to beat
.VERONAUTICS. Wouldn't miss it for anything.
Yours sincerely,

P. J. P., .Seattle.

Eufaula, Ala., is to have an exhiljition on April 8.

Portland, Ore., wants to have a balloon race for
the Rose Festival on June 12. Chance for the balloon
men to get busy.

Page 54

AERONAUTICS, Feb. 28, 1914

THE FUNK R. O. G. MODEL.
By Harry Schultz, Model Editor.

The model shown in the accompanying
drawing was constructed by Mr. R. Funk,
of the Long Island Model Aero Club, and
at the present time is the holder of the
world's record for distance for models ris-
ing from the ground, with a flight of 1,620
feet. In all contests in which this model
was entered it showed its wonderful flying
ability by winning each time, in spite of
the very gusty winds and inclement weather
prevailing.

The fuselage is constructed of two strips
of spruce 5-16 x 1-4 in., tapering toward
their ends. It is in the form of a triangle,
braced at its center by an "X" bracing of
bamboo, as shown. The rear brace or
propeller bar is of split bamboo ^ in. wide

and 13 in. long. The propellers are made
of birch, steamed to shape, and have a pitch
of about 20 in. and a diameter of 12 in. The
bearings are of the usual type, consisting
of small pieces of tubing and washers.

Each propeller is driven by 20 strands of
^8-in. flat rubber. The large plane is con-
structed of flat steel wire 1-24 in. by 1-32
in. in thickness. The ribs of the plane are
mounted on a strip of white pine, 7-16 in.
in width by 3-32 in. in thickness. The main
plane measures 32 in. in span, with a chord
of 6 in. in its center. The elevator is 19 in.
in span, with a chord of 4 in. in its center,
and is constructed in precisely the same
manner as the rear plane. Both planes are
covered with silk paper treated with cellu-
loid solution and are secured to the fram^
in the usual manner by rubber bands.

The chassis or running-gear is constructed

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fiinK TiOd./nc^el.

Sfirc/it

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Propeller'

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1661

AERONAUTICS, Feb. 28, 1914

Page 55

of split bamboo, the front side members
each being in the form of a "U," joined to-
gether by bars extending across the frame
and acting as a brace for the same. The
wheels are made of cord, fitted with tubing
acting as hubs, and these wheels are mount-
ed on an axle made from an ordinary hat-
pin.

The rear portion of the chassis is made
of bamboo, to which is secured a small
cork wheel Yz in. in diameter. The front
chassis, including the wheels, is 9y% in.
high; the rear skid, including the wheel is
7 in. high.

As above stated, this model has made a
flight of 1,620 feet, but has practically flown
over 1,000 feet on every flight made by it.

THE SCHOBER THREE-BLADED
PROPELLER.

Three-bladed propellers are fast coming
to the fore among the model builders, and
many different methods of constructing
them are known. One of the chief diffi-
culties of making this type of propeller is
securing the blades at the center, or hub.
One of the best methods of doing this, and
obviating the necessity of an awkward and
weighty hub, is shown in the accompanying

drawing, which is the idea of Mr. Frank
Schober, lately connected with the Curtiss
company.

The hub of the propeller is laminated
from strips of spruce and mahogany, as
shown, and is in form the general outline
of a triangle. At each point of the triangle
are saw-cuts or slots into which the three
blades, which are made of birch and are
bent to shape by steaming, are inserted and
glued therein. When the glue becomes
hard all the surplus wood around the hub
is cut away, and the propeller is carefully
sand-papered and schellaced or painted, as
desired.

It might be well to state, however, that
these propellers are very unsuitable when
used singly, as they exert a tremendous
amount of torque, and if used singly a pro-
peller of this type should be set slightly to
the side of the model in which the propeller
turns, instead of at the center line of the
model.

In the next month-end issue of AERO-
NAUTICS I Avill describe the Schober
model flying boat. This should prove of
interest to all model builders, as, so far as
I am aware, it is the first model of this kind
to be a success.

SLOANE 220 H.P. AERO-SKIMMER.
By Walter H. Phipps.

The new aero-skimmer, or gliding boat,
built by the Sloane Aeroplane Company of
New York for Robert J. Collier, is the first
of its type ever constructed in this coun-
try, and doubtless the highest powered in
the world. It was designed specially for
Mr. Collier by John E. Sloane and Aviator
Frank Coffyn. In general appearance the
craft resembles a huge bob-sled, and in
fact when traveling at speed it greatly re-
sembles one, for it glides swiftly over the
surface of the water in a similar manner
to a sleigh over the ice. Since this one
was produced, another has been ordered
by another prominent sportsman.

The Sloane Aeroplane Company expects
to sell a number of these gliding boats
during the spring and summer for pleasure
and commercial use, for, owing to their
high speed and shallow draught, they are
valuable on shallow streams and in the
tropics.

General Dimensions: Length, 18 ft. 3
in.; width, 13 ft.; depth of hull, 2 ft.; depth
of hydroplanes, 16 in.; number of hydro-
planes, 5; width of hydroplanes, 28 in.;
length of hydroplanes, 13 ft.; motor, 220
h.p. Anzani; seating capacity, 6 people;
speed, 60 miles per hour.

The chief novelty of the boat is the hull,
which is of unique design. It consists of
five very wide and narrow hydroplane sur-
faces, each measuring 13 ft. by 20 in., at-
tached one behind the other to a girder
frame work, with a 6-in. air surface be-

tween each one. This arrangement gives
the utmost possible planing surface with
the least possible drag and suction, which
accounts for the tremendous speed of the

i) ^

¥i\

«i

-c_^

new craft — just over 60 miles an hour,
which is faster than the fastest motor boat.
The construction of the hull is both sim-
ple and strong. The five hydroplane sur-
faces, which are of two-ply wood construc-
tion are bolted and fastened to four main

(Continued on )ie.rt iKHie)

Faye 56

AERONAUTICS, Feb. 28, 1914
I t / t-va tio on Lt/i. I

06 Lift, k^.''^ 7

TECHNICAL TALKS— By M. B. Sellers

COMPARISON OF LIFT-RATIO AND LIFT OF AEROFOILS.
Lift-Ratio Plotted on Lift.

In comparing several wing profiles to_ de-
termine their relative suitability for a given
aeroplane, it is essential to compare the
lifts as well as the lift-drift-ratios or effi-
ciency, and I have for some time employed
a method of doing this which I believe is
new, and which has proved so useful
to me in presenting these important prop-
erties to the eye and mind that I would
like to make it public. It consists in plot-
ting the lift-ratio on the lift.

In the figure herewith the abscissas give
the metric unit lift (Eiffel's K^), and the
ordinates the lift-ratio, K»/Ky, or effici-
ency. Thus, the higher a curve extends the
greater the efficiency; and the farther to
the right, the greater the lift. The angles
of attack are given at the determined
points on the curves.

The profiles here considered are those in
Eiffel's work, which seemed of most prac-
tical importance, and the values used in
plotting the curves were those given in
the "Annex."

It is seen that the maximum efficiency
for the Breguet is slightly less than that
for the Bleriot, but its lift for any lift-
ratio below 13, is greater than that of the
Bleriot. Below a lift-ratio of 10, the Cres-
cent and C-13.5 give greater lift.

An important consideration in comparing
profiles is the thickness. Within certain
limits, the thinner a profile of any type,
the more efficient it is. The Maurice Far-
man (M. F.) has a higher maximum effi-
ciency than the No. 7; but it has a thick-
ness of only 4V of the chord, while that of
the No. 7 is^s of the chord.

The maximum ordinate of the No. 7 is
at the center. M. Eiffel tested two profiles,
Nos. 16 and 17, having the maximum ordi-
nates at \ and \ of the chord from the
front. These gave lower maximum effici-
encies than the No. 7, but higher lift and

efficiency at large angles. There is, how-
ever, a want of agreement between the
tables on p. 143 ("Annex") and the curves
plotted on p. 100; the values given for No.
17 being used in plotting the curve desig-
nated as No. 16, and vice versa. There is
evidence elsewhere indicating that the
tables are correctly designated, and my
own experiments also indicate that the
maximum ordinate should not be nearer
the leading edge than 5 of the chord.
More experiments are needed to determine
this point.

SLOANE 220 H. P. AERO SKIMMER

Continued from par/e 55

beams, each measuring 8 in. deep by 2 in
wide, and which run the full length of the
boat. These main beams are in turn cross-
braced with wooden spacers and rigidly
fastened to the sides of the hydroplanes by
large steel plates. The two center main
beams carry the six seats for the operator
and passengers, directly in the center, and
at the rear are the supports for the 220 h.p.
20-cylinder air-cooled Anzani motor, which
drives through a special adjustable bracket
shaft and double-chain arrangement the 8-
foot four-bladed propeller.

The rudder, which is operated by an n'u-
tomatic steering wheel, is situated at the
extreme front of the boat.

The company is putting on the market a
number of different sizes and styles of
these gliding boats, which will range in
power from 35 h.p. up to several lumdred
h.p. In addition, that are marketing a light
canoe glider fitted with a small Charavay
propeller, which can be driven by any suit-
able motorcycle engine of 5 to 10 h.p. A
special Charavay propeller for one of these
craft has just been supplied by the Sloane
Aeroplane Company to E. B. Ford, son of
Kenry Ford, the noted automobile man.

AERONAUTICS, Feb. 28, 1914

Page 57

HtJ[^fip^i^

WRIGHT PATENT SITUATION.

Since the adjudication of llie Wright patent in the
United States Courts, no action has tlius far been
taken by the Wright Company as to either restraining
infringing nial<ers or granting licenses to operate.
Letters have been sent to such companies, however,
asking for a statement of the machines built to date,
selling prices, moneys received from the sale of ma-
chines and parts, and the balance sheet. Letters have
also been sent out generally warning purchasers, fair
managers, etc., not to contract for infringing machines.
As to what action will be taken upon the receipt of
replies to these letters to manufacturers, the Wright
Company is silent. The company has been assailed by
queries of all kinds and rumors are thick. Some say
licenses will be granted to those who come forward
with frank statements and arrange for settlements;
others intimate that but two or three companies, after
having obtained ample capital, will be licensed; an-
other rumor suggests that the victorious company
holds to the opinion that it can manufacture all_ the
aeroplanes likely to be required in this country; it is
probable the rumor that a combination of the infring-
ing makers will be granted a license has as much foun-
dation in fact as any of the others.

It is obvious that competition is the life of trade,
and it might be suggested that were Ford the sole
manufacturer of automobiles he would sell less cars a
year than he does to-day with the vast number of other
builders soliciting business. It would not be good
business, it has been pointed out in all directions, to
follow the policy that the Wright Company can manu-
facture all the aeroplanes likely to be purchased in
this country. It is argued that while that would as-"
suredly be physically possible, such policy would result
in prompt diminution of the present demand, not to
mention the probable total elimination of the expected
general sporting interest in flying, which era, due to
the advent of the flying boat, has seemed of late
almost at hand.

All who can afford it do not buy Packard cars.
Some prefer the Peerless. Those who cannot afford
expensive cars are satisfied with those of less price.
If flying is to progress at all and if there is to be any
industry, the public must take up flying to a vastly
greater extent than it has. There must be machines
of different makes and varying in price. Selling only
to the Army and Navy is clearly profitless. It is un-
deniable that aviation must look to the public for
support. It is obviovis that for the general advance-
ment and from even the selfish interest and dividend
point of view of the owner of a controlling patent in
aeronautics, it is more advantageous to reap a certain
sum from a thousand aeroplanes produced than from
a hundred.

An analogous situation is in the automobile trade.
The owners of the Klaxon horn patents won their in-
fringement suits and shortly after granted licenses to
the very makers against whom they instituted infringe-
ment action. The license permits manufacture on
royalty of the infringing horns in their present form
and shape, and carries with it recognition of the
validity of the Klaxon patents and consent to issi:ance
of injunctions. The infringing horns were sold at a
cheaper price.

The owners of this patent, from this attitude, evi-
dently assume the position that it is to their financial
advantage to have competition.

BURGESS COMPANY AND CURTIS

WITHDRAW FROM AVIATION

FIELD.

As_ is generally known, in the early part of 191 1
the Burgess Company and Curtis made a license con-
tract with the Wright Company for the use of all
Wright patents during their life, the consideration

being a definite royalty of $1,000 on each machine
manufactured.

During the first year. Burgess aeroplanes very simi-
lar to the Wright type were manufactured and gen-
erally sold. It was on one of these that the first
long cross-country flight was made in America — that
of Atwood, from St. Louis to New York. Other
Burgess machines were prominent in exhibition and
sporting use during the year.

Mr. Burgess developed the first successful hydro-
planes for this type of flying craft, and these were
immediately sought for by such sportsmen as W. E.
Scripps of Detroit, R. J. Collier of New York, and
by the Navy Department. Early in the following
year Mr. Burgess departed from the Wright type of
aeroplane to types of his own design, built to meet
the special requirements of a growing trade.

The Burgess Tractor, exhibited in New York at
the last Aero Show, is perhaps the best known. It
was built under an order from the U. S. War De-
partment and later delivered to the army, and it was
on this machine that Lieut. Milling, with Lieut.
Sherman, flew from Texas City to San Antonio, es-
tablishing the then American cross-country passenger
record as well as the American passenger endurance
record. s|

The Renault aeronautical motor was introduced by
the Burgess Company into active service in both the
army and navy, where it has become practically the
standard for highest efficiency.

In the spring of 1913 the first Burgess flying boat
was designed and constructed, with many original
features, such as a triangular construction of steel
girders. Notwithstanding trie fact of its great
weight, its evident strength and comparatively low-
powered motor, it passed its navai requirements with-
out difficulty. Since then other flying boats have
been constructed with like success.

The Burgess Coast Defence Hydro, of the double
pontoon variety, and a number of tractors were de-
livered to the War Department during the same
year, all of which machines have been fully clescribed
in AERONAUTICS.

"The Burgess Company, during the long adjudica-
tion of the Wright patents, many times delayed, paid
its royalties of $1,000 i^er machine, regardless of the
fact that it was not receiving any protection or any
other benefits in return," reads a statement issued
bv the Burgess Company. "Payments were con-
tinued without interruption, in anticipation of the
time when the Wright patents would be adjudicated
and the licensees should be protected against in-
fringers.

"Coincident with the court decision early in 1913,
upholding the Wright patents, the Wright Company
became dissatisfied with the royalty of $1,000 per
aeroplane and sought pretexts to cancel the existing
contract, at the same time requesting the Burgess
Company and Curtis to become licensees under a
new contract, which called for increased royalties
amounting to 20 per cent, on all sales, including aero-
plane parts, motors and other product not patented or
subject to patents by the Wright Company.

"Many have considered that the royalty under the
original contract with the Wright Company, of $1,000
per aeroplane, was excessive, and a thorough test by
the Burgess Company and Curtis, working under this
royalty license for three years, has proved this to
be the case; as while their business has steadily grown,
it has been run at a loss. So tlie suggestion
to increase the royalty on finished machines and to
apply a similar royalty to parts not patented by the
Wright Company was equivalent to stifling any pos-
sible business as Wright licensees, and after mature
consideration the directors of the Burgess Company
and Curtis decided to withdraw from the aviation
field rather than to endeavor to operate under pro-
hibitive conditions."

Page 58

AERONAUTICS, Feb. 28, 1914

THE BURGESS COMPANY FORMED. CHRISTOFFERSON FLIES 382 MILES.

The JJurgess Coiii])any was organized the latter
part of January. It will occupy the plant formerly
occupied by the Burgess Company and Curtis, and
will build aeroplanes under the Dunne patents, as
well as aeroplane parts, motors, speed boats and
yachts. The officers are W. Starling Burgess, presi-
dent; Greely S. Curtis, treasurer, and F. H. Russell,
manager. Mr. Greely S. Curtis, whose interest in
aeronautics dates back to e.xperimental work with
Lilienthal in Germany, has not lost any of his en-
thusiasm in the developmetit of the art. His engi-
neering skill has been of great value to his associates
in the past, and his continued connection in the in-
dustry cannot help but be a strong factor in future
development.

F. il. Russell, manager of the Wright Company
until the development of the hydro-aeroplane by Mr.
Iiurgess, in the fall of 191 1, and since manager of
the Burgess Company and Curtis, will assume the
management of the Burgess Company.

It will be the policy of the Bur.gess Company in
all of its work to maintain the highest standard of
quality and the broadest business co-operation toward
its competitors, with the one aim constantly before
it of developing the flying machine into a safe
vehicle for military, sporting and commercial pur-
poses.

As stated some time ago, W. Starling Burgess, of
Marblehead, obtained the exclusive right for the
manufacture of the Dunne aeroplanes in America.
Before this contract was made, a very careful study
was made by Mr. Burgess in England of the opera-
tion of the Dunne machine (AERONAUTICS, Sept.,
1QI3), and he became convinced that the development
of aviation would be along the lines of inherent
stal)ility, as distinguished from the manually con-
trolled types of the past and the mechanically ope-
rates types which are now presenting themselves.

The Dunne machine, which is claimed to be non-
infringing, has never been adapted to marine flying.
Mr. Burgess's particular aim during the spring will
be the experimentation and construction of the Dunne
machine equipped with hydroplanes. Already one
machine has been constructed and flown among the
floating ice of Marblehead Harbor, and so far the
experiments lead to the belief that a complete solution
of the inherently safe flying boat is at hand.

The Hacker Safety Hydro-Aeroplane Company, of
Brooklyn, has been incorporated with a capital of
$75,000, and the following directors: David Hacker,
of Brooklyn, and Paul Sussman and Harry Lapin, of
New York City.

THOMAS BROS. ISSUE CATALOGUE.

The catalogue just issued by tlie Thomas Bros.
.Aeroplane Co. has an interesting chapter on "Acci-
dents and Their Causes," which has been written
with a view to endeavoring to disabuse the public
mind of the dangers they connect necessarily with
aviation. Stress is laid on the metal hull of the
Thomas boat. Another chapter is devoted to the
"Safety of the Flying Boat," in addition to a gen-
eral description of the Thomas flying boat for 1914,
and of the standard and Nacelle models of the land
machine.

DEATH OF NAVAL FLYER.

Pensacola. — Lieutenant J. McC. Murray, of the
United States naval aviation corps, stationed here,
w-as instantly killed on Feb. i6th, when his machine
]ilunged into Pensacola Bay. The machine was de-
molished, and Lieut. Murray's body was discovered
shortly afterward about 100 yards from the spot
where he fell.

Lieut. Murray had been flying out over the gulf
and was returning to the station when the accident
happened. An investigation seems to indicate that
Murray "stalled" his machine. He was coming down
in a succession of "steps," and at about 200 feet or
less he took the final plunge from a height too low
to recover.

ARMY AVIATOR BREAKS CROSS-
COUNTRY MARK.

San Diego, Cal., Feb. 15. — Flying 140 miles in 1.^3
minutes was the record made to-day by Lieut. C.
Willis, U. S. A. The second record of the day was
made by Theodore Maccaulay, who attained a height
of 4,200 feet in nine minutes.

Silas Christofferson completed at Los Angeles, on
Feb. i6th, his 382-mile flight, which he started at San
Francisco on Feb. 9th. A stop was made at Fire-
bough on account of a broken propeller (140 miles
from start). Then to Fresno (181 miles. His final
landing was made by moonlight at Lerdo (271 miles),
completing the longest one-day's cross-country flight
made in America.

The following day he flew into Bakersfield (283
miles). The railroad mileage is, of course, greater
tiian these map figures, as the first day's journey
figures 306 miles by rail.

On the iith five attempts were made to cross the
Tecliachapi Mountains, but return was finally made to
liakersfield to make a change of engines.

On the 1 6th he flew into Los Angeles (382 miles).
The original plan was to fly to San Diego (499
miles).

FLORIDA-NEW YORK AIR TOUR.

Tony Jannus is planning a trip from St. Petersburg
up the coast to New York, starting about the first
week in April. The object of the trip is to establish
the Benoist airboat in the minds of the public as
having made the longest over-water cruise up to that
time, and to include in this cruise the longest .Amer-
ican non-stop over water flight; this after completing
7,000 or 8,000 estimated miles over the St. Petersburg-
Tampa ferry route. The machine, ready for 200 miles'
non-stop flying, weighs 1.700 lbs. and will carry 400
lbs. more, the former weight including life preservers,
tools, rope, paddles, fire extinguisher, water, oil, gaso-
line — everything in cruising equipment save camp tent,
folding bath tub, portable range and steam heating
system.

DEATH OF FRANK M. BELL.

"Dr." Frank AL Bell was seriously injured in an
aeroplane accident near Meridian, Miss., and died as
a result of his injuries.

Aero Clubs would do good work if they would inves-
tigate accidents in the endeavor to arrive at the causes,
as is done by the U. S. Government and the British
aero clubs.

MARTIN MAKES NEW PASSENGER
RECORD.

Los Angeles, Feb. 14. — Glenn Martin started from
Los Angeles with two passengers to fly to San Diego,
with the intention of breaking the altitude and en-
durance records with two passengers.

He succeeded in all except reaching San Diego. An
accident to his engine off Oceanside forced him tc
land. They reached an altitude of 4,000 feet and
were in the air two hours, an American record.

Daytona, Fla., Feb. 5. — Mrs. Robert Goelet made
a flight with Ruth Law.

San Francisco. Feb. 5. — It is reported an arrange-
ment has been made by the Panama-Pacific Exposi-
tion with the Parseval Airship Company to operate
one of their ships in passenger service during the
exposition.

Dallas, Tex., Feb. 11. — J. H. Worden, a Moisant
flyer, Fred DeKor, Miss Katherine Stinson and
Frank Terrill flew during the National Corn Show
at Dallas.

Raymond V. Morris is now with the flying boat
colony at St. Petersburg. C. C. Witmer is flying
McCormick's boat at Miami. Walter Johnson, after
I)urchasing from the Thomas Bros, a flying boat of
his own, is teaching pujiils in Florida. Stephen
MacGordon is flying Thaw's boat at Palm Beach.

NEW MOTOR FOR GALLAUDET
BULLET.

A new Maximotor power plant is being put in the
Gallaudet's "bullet" flying boat and trials will soon
begin with this.

Man calls on the President and announces he
wants to teach Mr. Wilson how to fly. The police
found $1,022 in his pockets. — N. Y. Tribune.

Certainly, he was no aviator — not with that much
money!

AERONAUTICS, Feb. 28, 1914

Page 59

SPECIAL PREMIUM OFFER TO MODEL BUILDERS

A special premium offer is made to
new subscribers in the model field. A
complete set of materials for a model
Bleriot-type monoplane, shown in the
illustration with directions for con-
struction and flying, will be given free
with each new yearly subscription sent
in by a model flyer. This set of parts
sells alone for .$3. Tiie subscription to
AERONAUTICS is $3 yearly. Read-
ers of the model page may have both
for the price of one.

This unassembled model is built by

the Wading River Mfg. Co., of Wad-
ing River. N. Y., and includes com-
plete woodwork and rattan cut to
lengths, fabric for covering planes,
proofing solution, wheels, ball-bearing
propeller shaft, propeller blank, rub-
ber strands, nails, wire, tubing, axle,
etc., etc. This concern makes, in un-
assembled or assembled form, minia-
ture aeroplanes of all the well-known
types and furnishes supplies of all
kinds for the building of miniature
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Page 60

AERONAUTICS, Feb. 28, 1914

WHEN IS A FLYING BOAT A MOTOR
BOAT?

The question as to whether a flying boat and a
hydroaeroplane is to be considered a motor boat while
navigating on the water is now before the law officers
of the Department of Commerce for consideration and
an opinion will shortly be rendered. This is the result
of the question having been raised by AERONAUTICS
(see July, 1913, number), when Commissioner E. E.
Chamberlain ventured a personal opinion. The Aero-
nautical Society then forwarded the Department a copy
of a set of rules designed to cover the matter, which
had been prepared by a special committee at some
previous time. If this class of flying machines comes
under motor boat rules, Tony Jannus will be the first
to make application for a license for the operation of
the Benoist Air Line at St. Petersburg.

two motors are placed side by side and either one or
both can drive on the propeller shaft.

BOMB-DROPPING TEST AT SAN
DIEGO.

Experiments in the dropi)ing of bombs will be made
at San Diego very shortly, using the device of Riley
E. Scott, who will do the operating. Aerial bombs of
various weights have been manufactured at the Frank-
ford arsenal and shipped to the Signal Corps aviation
school. Plungers with varying arming ratio and non-
delay primers for use in dummy bombs were made a
part of this shipment. An incendiary and illuminating
projectile is in course of development, but it is not
known whether this will be tried out aerially.

The importance of boml) dropping from air craft is
indicated by the fact that these experiments will be of
a confidential nature, and the description of war ma-
terial is always confidential, and it is against the policy
of the War Department to print descriptions of espe-
cially designed apparatus.

Full descriptioH of the Scott device, with which he
won the Michelin prize two years ago, has been printed
in AERONAUTICS.

BOMB-DROPPING IN MEXICO.

Thomas J. Dean writes he is in charge of the aero-
planes for the Constitutionalists in Mexico. The illus-
tration shows the aeroplane that was seized as contra-
band of war by the United States when Dean was
bringing it from Los Angeles to Arizona in May, last

year. It was afterwards stolen and smuggled across
the border into Mexico and was flown over Ortiz,
Sonora, from the Constitutionalist lines. Eombs were
dropped at the Federal gunboats in Guaymas P.av.
Out of five trips over the boats one was close enough
"to get four men off the boat and disabled the Tam-
pico, putting her in the drydock for five days. The
picture shows the machine ready to leave the ground
for a trip over Cuaymas Bay at Maylorena, Sonora.
The bombs can be plainly seen under the center of
the machine."

TWIN MOTORS FOR TRANS-
ATLANTIC FLIGHT.

A. G. Watkins, of 27 N. Conestoga street, Phila-
delphia, Pa., is the inventor of a system of coupling
two motors together in such a manner that either can
be instantly disconnected or instantly thrown in. The

THE TRANSATLANTIC FLIGHT.

Editorial discussion of the Wanamaker-Curtiss trans-
atlantic project in papers from New York to San Fran-
cisco has been very reassuring to those who feel that
of late the American press has treated aviation cav-
alierly. With very few exceptions — notably the Boston
"Transcript," whose aviation editor cannot coriceive of
anything practical in aviation developing west of Mar-"
blehead — editorial writers have been at some pains to
base their opinions on the facts and figures given out
for publication. Tliey have given due consideration to
facts and possibjlities, and the result has been the
almost unanimous approval of the project outlined.

Lyman J. Seely, of the Curtiss companies, says:
"The few exceptions recorded seem to be based on
false premises. Some assume that the distance to be
flown is from 2,500 to 3,000 miles — instead of some
1,640. Or, that no reliance can be placed on any
compass— despite the assurance of Garros and other
distance fliers that they found the reverse to be the
case. Or, that in other duration flights (around closed
circuits), the average speeds have not exceeded 60
miles per hour — although it has been stated repeatedly
that the flight will be attempted only with a strong
following wind, backed by expert assurances that the
direction and duration of this wind can be depended
upon.

"As to the motor: the average runs of Curtiss 0-X,
loo-h.p. motors during- the past year have been 3,500
to 4,000 miles without overhauling. In one case a
motor with a record of more than 10,000 miles of actual
flight was, after overhauling, run for 40 hours under
load at flying speed without an adjustment and with-
out missing an explosion.

"The suggestion that more than 200 h.p. is needed
is refuted by duration flights recently made in Ger-
many. February 3, Bruno Langer flew 14 hours 7
minutes. February 8, Karl Ingold flew 16 hours 20
minutes. February 12, Langer, in an effort to fly 18
hours, flew 16 hours 1 minute, when, because of loss
of fuel, he was forced to descend. These flights were
made with jiractically standard machines equipped with
lOO-h.p. motors.

"On the basis of past performances, the optimists
seem to have a good many points on the pessimists in
calculating chances on the transatlantic venture."

BOATS SUCCESSFUL ABROAD.

Another shipment of Curtiss flying boats and Curtiss
motors started for Russia last week. The half-dozen
flying boats and twelve (J-X motors when packed for
foreign shipment filled three large box cars and rep-
resented a tidy fortune. From Italy G. F. Campbell-
Wood cabled a report on the successful acceptance
flights of the first of the new fleet of Curtiss machines
destined for that country. All of the tests for speed,
weight carrying, climbing, seaworthiness, etc., were
passed easily, and the machine turned over to the
admiralty.

I'aion D'Orcy cabled from Constantinople of an ar-
rangement with the Turkish Porte for the early demon-
stration of Curtiss flying boats for that country. Cur-
tiss flying boats now have been adopted for naval use
by almost all of the European governments, including
Ivussia, Germany, Italy, Austria, Spain, et al.

TRANSATLANTIC PILOTS.

Lieut. John IT. Towers, a prospective entrant for
the Wanamaker-Curtiss transatlantic flight, has tele-
i graphed from the Navy aviation camp at Pensacola to
Ci. H. Curtiss his intention to come North this week
to discuss plans for the prospective flight. If arrange-
ments prove satisfactory to him, he will then apply to
the Secretary of the Navy for permission to participate
in the attempt. Also insistent on going is John
Lansing Callan, of Albany, a very experienced oper-
ator of Curtiss machines, who is now stationed at
Pensacola to observe exj)eriments on behalf of the
Curtiss Com]iany. Callair flew nearly 12,000 miles last
summer, frequently making 500 miles a day for sev-
eral consecutive days, despite the fact that he landed
and changed passengers every 10 miles. William S.
I.uckey, winner of the race around Manhattan Island,
is anxious to volunteer and feels confident the flight
will be a success. As Lieut. Porte, the British avia-
tor, arrives here on the Campania Saturday, it is prob-
able the actual entrants will be finally decided upon
within a week.

iERONAUTICS, Feb. 28, 1914

Page 61

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Page 62

OFFICIAL BULLETIN
OFFICERS.

Clarence P. Wynne, President.
Jos. A. Steinmetz, 1st I'ice-President.
VVm. D. Harris, 2nd Vice-President.
George S. Gassner, Secretary
Laurence Maresch, Treasurer.

DIRECTORS.

Arthur T. Atherholt. Harold H. Knerr.
H. F. Bamberger. VVm. H. Sheahan.

Dr. Samuel C. Falls. Walter S. Wheeler.
Office of the Club, Bellevue-Stratford, Phila., Pa.

The Aero Club of Pennsylvania held its stated meet-
ing at the Bellevue-Stratford Hotel, Philadelphia, on
the evening of February 6, 1914.

The routine business of the meeting included the
appointment of a Committee on Arrangements for the
dinner to be tendered to Col. Samuel Reber, U. S. A.,
on Thursday evening, March 26, on which evening
Col. Reber will address a joint meeting of the Frank-
lin Institute and the Aero Club of Pennsylvania.

Arrangements were also made whereby members of
tliis club will in the future receive free of expense
tu themselves regular subscriptions of "Flying" as well
as AERONAUTICS, providing their dues are paid in
advance.

^\fter the business meeting a most interesting ad-
dress was made by Mr. Joseph A. Steinmetz, the
newly-elected vice-president, which was received with
much enthusiasm by the members present. Mr. Stein-
metz spoke particularly on methods of offense and de-
fense by aeroplanes and other air-craft during time of
war.

A movement is on foot for the purchase of two
30,000-ft. balloons with a view of having frequent
races during the coming season. It is expected that
there will be much activity in this sport in and around
Philadelphia in the very near future, due to the fact
thai the Aero Club of America looks upon this club
as a leader in that sport in the East.

PRACTICAL MEN WANT TO CALL
WORLD RACE OFF.

Aeroplane constructors, aviators, private owners and
others interested in bona fide progress have appealed
through AERONAUTICS to the management of the
Panama-Pacific Exposition to change the conditions of
the proposed prize for a round-the-world race and
make the offer for a flight to be accomplished in
North America.

J. Guy Gilpatric considers the world race "in its
present form absolutely impossible, but fear that the
'knock' to the science sure to follow the inevitable
failure to succeed would cripple it for several years."
Cecil Peoli subscribes to the same opinion.

It is urged that the prize money, variously figured
from $150,000 to $300,000, be made available for a
race between the Pacific and Atlantic Coasts. The
Curtiss Aeroplane Co. suggests a flight from New
York to San Francisco by way of the Panama Canal.
"That would have real significance for the Exposition.
Its advertising value would be greater than an around-
the-world flight because the American press could ob-
serve and report the progress of the fliers each day.
This would be absolutely out of the question in case
anyone were foolish to start through the Arctic Circle
on the proposed flight." "A race across the Siberian
steppes is of about as much value for an advertising
or boosting proposition as pasting circus bills inside
the tent," says another manufacturer.

It is pointed out in almost every letter that AERO-
NAUTICS is daily receiving from these practical peo-

AERONAUTICS, Feb. 28, 1914

29 WEST 39th STREET
NEW YORK

TELEPHONE BRYANT 4600

OFFICIAL BULLETIN.
Notice to Members.

At a meeting of the directors of the Aeronautical
Society, February ig, 1914, it was voted that the
magazine AERONAUTICS be sent to every member
in good standing as one of the benefits of membership
and that the said journal be made the bulletin and
official organ of the society.

In order that members may obtain the
benefit of this arrangement, it is earnestly
requested that those in arrears place them-
selves in good standing at the earliest pos-
sible date.
Announcements of meetings, papers presented, lec-
turers and other notices of the society will, until
further notice, be published in AERONAUTICS,
which will be mailed on the 15th and 30th of each
month to members in good standing.

Next General Meeting.

The next general meeting of the society will be
held in the rooms, 29 West 39th street. New York, at
8.30 o'clock, on Thursday evening, March 12, 1914.

Speakers.

S. S. JERWAN, aeroplane pilot, expert and lec-
turer, will address the society on THE ART OF
PRACTICAL FLYING. The talk will be profusely
illustrated with lantern slides. Mr. Jerwan will de-
scribe the sensation of aerial travel and give his hear-
ers a complete course of instruction in piloting, dem-
onstrating with stereopticon views and models.

CAPTAIN FRITZ E. UTTMARK, Principal of the
New York Nautical College, will treat of TRANS-
ATLANTIC AEROPLANE TRAVEL, telling how the
aeroplane may be navigated by instruments, how to
safeguard the journey, the dangers and ways to mini-
mize — all from the standpoint of the mariner. In
view of the proposed attempts to cross the ocean, this
lecture is most timely.

Members are invited to bring their friends.

New Members.

Harold B. Anderson, Wintor Motor Co., Cleve-
land, Ohio.

Ethelbert Favary, in Broadway, New York.
F. J. Mulder, 165 East 86th street. New York.

Membership Certificates.

Engraved membership certificates, size i i in. by
14 in., hand imprinted on Japan vellum, suitable for
framing, are now prepared and will be sent to all
members in good standing and to all members elected
in future.

Directors' Meeting.

Notice to Directors: — Directors' meetings will be
held regularly, as in the past, every Thursday evening
except those on which general meetings are held.

pie that very, very few entries could possibly be hoped
for under the present offer, owing to the enormous
expense alone; while a tour of North America, visit-
ing the principal cities, would really attract a large
number of entries, reduce the expense to competitors,
interest to an enormous extent the public through the
press and result in a great step forward in the popu-
larization of flying, toward which every effort of those
genuinely interested in the future of aeronautics
should be bent. The time and energy now spent in
making America lead in sensation woidd do wonders
if directed along optimistically intelligent lines.

The rovnid-the-world air race has proven thus far a
great advertising scheme for the Panama-Pacific Ex-
position, but even the accomplishment of sucli a flight
would have more of the attraction of novelty than the
merit of utility. It would prove nothing that could
not be proved with less danger and expense, and with
more practical results.

lERONAUTICS, Feb. 28, 1914

Page 63

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