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I T \ I

4ER0NAUTICS

July, igii

Whirling Table of Worcester Polytechnic Institute

PROPELLER TESTING DEVICE

By Professor David !■. Gallup, M.E.,

OF WORCESTER POLYTECHNIC INSTITUTE.

REALIZING the importance of aviation in
the development of engineering and ap-
preciating its special privileges for in-
vestigation, the Worcester Polytechnic
Institute has taken definite steps toward the
solution of the problems confronting the de-
signers of aeroplanes and their engines. On
account of the unusual lack of authentic data
concerning experiments with aeroplane sur-
faces and propellers, most of the attention so
far has been given to these two, leaving the
engine development for separate consideration.
Probably little is known concerning the experi-
ments which have been going on, so that a
brief description will be given:

The purpose of the investigation is to de-
termine if possible the proper design of a pro-
peller to give most efficient results, taking into
consideration the varying factors, such as
speed, pitch and diameter. Since whatever
tests have been made up to the present have
been of the "stationary" kind, our own experi-
ments are to include this method, so that a
I comparison may be made between such tests
and those made under "moving" conditions.

Bv stationary is meant operating the pro-
peller on a stationary stand. The moving tests
consist of placing the propeller on the end of
a long arm or boom whicli rotates about a
center in a relatively quiet atmosphere. The
arm may be rotated at various speeds from
up to any number of miles per hour desired.
The propeller at the same time may also be
operated at various speeds of revolution and
suflicient drag offered to the arm so that vari-
ous pulls may be obtained. It must not be
understood by the above that the stationary
type of test is considered of mucli value, for it
is very evident that the conditions existing,
such as circulating over and over a given
quantity of atmosphere, are very different from
those met with by a propeller on an aeroplane
which is going through the air. It is merely
for the sake of comparison with the proper
method of testing an aeroplane propeller — the
moving test — that the stationary test is to be
made. In the tests which have so far been
made, the horse-power input to the propeller
is determined, also the effective thrust and the

speed, from which curves may be obtained
showing these relations. Some very interest-
ing results have been obtained in these tests,
as would naturally be indicated by the use of
smoke, ribbons and Pitot tubes for showing
the quality and direction of the various air
currents set up by the different portions of the
propeller. Since details of these observations
are to be left for a special paper to be given
before the engineering societies, it is not
deemed necessary to give them here. It is
sufficient to say, however, that the results as
obtained are somewhat disconcerting to the
average designer of the present.

In the moving tests which are to be made
of the propellers, a 75-horse-power railway mo-
tor is used in driving the propellers. These
will be mounted on the end of the boom, turn-
ing in a hundred foot circle about the center
of a small lake which is the property of the
Institute. Tests will be run and observations
taken early in the morning to obviate the ex-
istence of air currents which would be present
later in the dav. The thrust and speed are to
be measured by delicate mechanisms, so that
there will be no measurable error. It is an-
ticipated that the results of these tests will
show a very interesting relation to those tests
made under the stationary conditions.

The moving tests are to be made during the
month of Julv, 1911, and many engineers and
others interested in aviation are to be present
as observers. It is expected that the i-esiilts
of these experiments will give valuable data
concerning the proper relations between pitcli,
rotation, speed and propeller diameter, some-
thing which at present is very indefinite as
will be readily appreciated by an exammation
of the various types of propellers used by the
present aviators. The two propellers, large
diameter, slow speed, and moderately high
pitch used by the Wright Bros., are a direct
contradiction to the high speed, small pitcli
propellers used by the various other aviators.
While it mav be admitted that each has its
particular field, let us hope that this field will
be more definitely outlined when the results of
these tests at the Worcester Polytechnic In-
stitute are completed. A very important Ime

UiRONAUTICS

July, igi

il-RONAUTICS

July, j(j] r

t work is to be taken up in the near future
itli reference to the proper shape of aero-
la nc surfaces determined by means of special
|il'.iratus, tlie lifting power and resistance of-
ii <1 by various sliape surfaces. Pitot tubes
ill Ije applied at every available spot in tlie
iiiiace of tlie plane to determine tlie above

ata.

M is hoped that any interested in the devel-
imicnt of the aeroplane will take advantage
f the opportunity to visit tlie testing plant
ny time, and especially during the time of
hese tests, which will undoubtedly be con-
inued througliout the summer.

CHARACTERISTICS OF PROPELLERS.

Jumber. Diam. Pitch.

1 7 ft. in. 4 ft. in.

2 7 ft. in. S ft. in.

3 7 ft. in. 4 ft. in.

4 7 ft. in. 4 ft. in.

5 7 ft. in. 4 ft. in.

6 6 ft. in. 5 ft. in.

7 6 ft. 6 in. 44 in.

8 6 ft. in. 41/2 ft. to 5 ft. (at diam.)

9 6 ft. 3 in. 3 ft. .5 in. to 5 ft. 6 in.

From the Ijeginning of successful e.xperi-
nents in operating aeroplanes, it has suggested
tself to many people that some adaptation of
lie parachute could be used to protect avia-
ors in case of accident. A recent adaptation
ind successful experiment with a paracliute
ittaclied to an aeroplane frameworli has ex-
cited considerable interest.

Tlie paracliute was carefully folded up,
ashed to a section of framework of an aero-
ilane, and a life-size dummy fastened in the
iviator's seat and the apparatus launched from
i section of the Eiffel Tower. In spite of ap-
larently numerous mechanical difficulties, the
Darachute opened quickly, reducing tlie speed

of fall to that found by experience to afford a
safe landing for a human being, and the whole
experiment was a great success. The para-
chute measured 8 metres in diameter, giving
a surface of 50 square metres, and weighed 16
liilograms, althougli this could be reduced to
10 kilograms by using silk instead of cotton.
The parachute was enclosed in an envelope
1 6-10 metres long by 8 centrimetres high and
50 centimetres wide.

The Queen Aeroplane Co., of Fort George,
New Yorli City, has under construction four
biplanes equipped with Gnome motors for the
McCurdy-Willard Co. One of these biplanes is
to have a 100-h.p. Gnome, and is expected to
render an excellent account in the speed con-
tests in the Chicago meet for which it is being
especially built.

A racing monoplane, costing $10,000, designed
by Willis McCornick, has been equipped with
two 50-li.p. Gnome motors and two 8-ft. iiro-
pellers, one pushing and the other pulling on
the central longitudinal axis of the monoplane,
and is now at the grounds of the Aero Club of
New York at Nassau Boulevard. Tlie trials
are being watched with great interest by ex-
perts who are especially interested in the ques-
tion as to whether two rotary motors revolv-
ing in the opposite direction will do away with
the gyroscopic action of a single rotary motor.
Mr. JMcCornick is the newly-elected president
of the Aeronautical Society of New York and
the treasurer of the Queen Aeroplane Co. He
is one of tlie firm of McCornick Bros., bankers
and brokers, members of the New York Stock
Exchange, the owner of the Norman, a 100-ft.
steam yaclit, and an all-around sportsman, ami
is devoting the best of his skill and business
knowledge to aviation.

Machine for Measuring Static Thrust
3

AERONAUTICS

July, IQIT

TESTS OF W^ O O D E N STRUTS
MADE FOR THE LABORATORY COMMITTEE OF
THE AERONAUTICAL SOCIETY OF GREAT BRITAIN

By Professor D. A. Iiow.

THE Aeronautical Society of Great Britain,
the first organization of its Icind in the
world, founded in 1866, has rendered
lasting services to aeronautics through
the researches of its members and committees.

Builders of aeroplanes have longed for data
on strengths of woods. Professor Low has
conducted at the University of London an
exhaustive series of tests for the Society's
Laboratory Committee with tlie object of de-
termining the strengths of comparatively slen-
der wood struts and to find, if possible, the
most suitable kind of wood to use for struts
in aeroplanes, having regard to strength and
lightness.

Each strut tested was of uniform cross sec-
tion throughout its length, the section being
rectangular, about 2 in. wide and about 1 in.
tliick. Seven of the struts were about 32 in.
long, one was about 30 in. long, and the re-
maining 15 were 24 in. long. The exact dimen-
sions are given in Table I.

The struts were tested in a 50-ton Wick-
steed testing machine. The ends were rounded
and fitted into grooves in iron blocks. Each
strut was placed truly vertical and the load,
applied vertically, was put on gradually until
the strut buckled or crippled. The crippling
load was quite definite in every case and was
the maximum load which the strut would
carry, any pushing of the ends of the strut
nearer to one another by working the pump
simply bent the strut more and more without
any increase in the load.

It was assumed that the Euler formula
for struts with hinged ends was the most
suitable for these struts. The formula is
P= (3.1416)2BI

P
where P is the crippling load, E the modulus
of elasticity of the material, I the least mo-
ment of inertia of the cross section, and 1 the
length of the strut.

The crippling loads P are given in Table I.
The values of E were calculated by the Euler
formula already given. But the values of
E calculated in this way were, in almost every
case, high, and were in fact, on the average,
about double the values which were obtained
by direct experiment on the elastic deflection
of the struts tested as beams.

It would seem, therefore, that the resist-
ance to buckling due to the friction at the
ends of the strut had the effect of fixing the
ends to a certain extent, so that using the
actual value of E from the elastic deflection
experiments the formula would be
P=2 (3.1416)=EI

P
which is the Euler formula for a strut fixed
at one end and free at the other, but guided
in the direction of the load. The formula
P=2 (3.1416)=EI

P
will therefore be used as applying to these
tests.

The following notes refer to the condition
of the various specimens when the crippling
load was reached.

Specimens 1, 2, 4, 5, 11, 12, 13, 15, 18 and
23 were bent but not fractured.

In 3 there were signs of fracture on the
conipreKsif>n side. In 7, 10 and 14, fracture
started on the compression side. In 16, 17 and
1!) tliere was decided fracture on the com-
pression side. In 6 fracture took place on the
tension side after the load was continued.
In 20 and 21 fracture took place on the ten-
sion side. In 8 and 9 fracture took place

in tension and in compression. In 22 fracture
started in tension and in compression.

Crusliing tests were made on pieces about
2 in. long cut from the ends of certain of
the specimens after they had been tested for
tlie crippling load. The pieces so tested were
in no way injured by the previous test for the
crippling load. The crushing load was applied
in the direction of the grain of the wood.
The results are given in Table II. The num-
ber of the specimens given in column 1 of
Table II are the same as the numbers of
the specimens in Table I from which they
were cut. The crushing load in each case was
quite definite.

The various struts were carefully weighed
and their volumes computed, and from these
the density or weight W in pounds per cubic
inch was calculated. The results are given in
Table IIL

In order to compare the suitability of the
various kinds of wood tested for struts foi-
aeroplanes, the results of the tests have
been used to calculate the dimensions fur
struts of each kind of wood 30 in. long tn
carry a crippling load of three tons. The
results are given in Table IV. The struts
are placed in order of their weights W in
pounds. The cross sections of tlie struts have
been made symmetrical, of breadth b and
thickness d, b being equal to 2d in each case.
The last column gives the number of test
struts upon which the 'results are based,
the values of E and w being the means from
that number of specimens.

The foregoing tests seem to indicate tliat
whitewood (American poplar), basswood,
spruce and mahogany are the most suitable
woods for the struts of aeroplanes. Hickory is
a very tough wood and may be bent to a
considerable extent without fracturing, but
it will be noted that it is the heaviest of all
the woods tested.

It would, of course, be more satisfactory
if a larger number of tests could be made
with specimens of the kinds of wood whiih
on account of tlieir strength and lightness are
obviously most suitable.

Table V gives the Euler formula in its sim-
plified form for use in designing struts of the
more suitable of the materials tested, the
constants being derived from the results of
the tests made. It must be understood, how-
ever, that the formulas here given are fur
struts loaded as in the tests here described.
As has been indicated the conditions of the
tests seem to be equivalent to that of a
strut fixed at one end and free at the otlier,
but guided in the direction of the load. The
Euler formula for this case being
P=2(3.1416)=E I

In an aeroplane the condition of a strut is
probably that of one fixed at one end and free
at the other, but not guided in tlie direction
of the load. For this case the Euler formula is
(3.1416)=E I

4xP
Hence, for aeroplane struts the expression.';
given for P in Table V should be divide.l
by 8.

If n is tlie factor of safety then the safe
working load will be

The cross section of an aeroplane strut will,
of course, not gonorally be a rectangle, but
whatever its form its least moment of inertia
I must be computed and substituted in the
formula for determining the crippling load.

AERONAUTICS

July, igiT

TABLE I.
N=: number of specimen. 1 r= length of strut in inches,

b =: width of strut in inches. d ^ thiclvness of strut in inches.

1
I =: least moment of inertia of section in inch units =r= — bd^

12
P=: crippling load in tons.
E=: modulus of elasticity in tons per square inch, calculated from the Euler formula.

2(3.1416)2EI
P-—

N. Material.** 1 b d I P E

1. American ash 31.9 2.024 1.073 0.209 2.44 604

2. American ash 24.0 2.038 0i.843 0.102 2.14 612

3. Basswood 29.87 1.862 0.866 0.101 1.88 843

4. Hickory 24.0 1.975 0.938 0.136 3.63 780

5. Hickory 24.0 1.956 0.980 0.154 4.29 818

6. Hickory 24.0 1.966 0.997 0.163 5.19 918

7. Honduras mahogany 32.0 2.025 1.042 0.191 2.78 756

8. Honduras mahogany 24.0 2.062 1.002 0.173 3.85 650

S. Honduras mahogany 24.0 2.073 0.971 0.159 3.69 682

10. Parang* 32.0 2.060 0.919 0.133 3.19 1,242

11. Parang* 24.0 2.192 0.780 0.087 2.48 832

12. Parang* 24.0 2.180 0.765 0.081 2.80 1,009

13. Spruce 31.9 1.950 1.104 0.219 2.95 696

14. Spruce 32.0 1.992 0.955 0.145 2.62 904

15. Spruce 32.0 1.897 0.990 0.154 1.85 1,073

16. Spruce 24.0 1.965 1.208 0.289 4.81 486

1 7. Spruce 24.0 1.957 1.206 0.286 4.83 493

18. Spruce 24.0 1.967 0.925 0.130 2.06 463

19. Spruce 24.0 1.969 0.972 0.151 2.24 433

20. American walnut 24.0 1.861 1.060 0.185 4.61 727

21. American walnut 24.0 1.818 0.928 0.121 3.21 775

22. Walnut 24.0 1.882 1.0^26 0.169 3.96 684

23. tWhitewood 31.9 1.866 0.842 0.093 1.66 922

*Parang is a hybrid wood from Eastern Asia. In appearance it resembles mahogany.

tAmerican poplar.

**There were three kinds of spruce amongst the samples Nos. 13 to 19. No. 13 is best
Quebec spruce, but this is ruled out for aeroplanes, as it cannot now be obtained perfect in
sufficient lengtlis. Nos. 14, 16 and 17 are silver spruce. This wood cannot be obtained
perfect in very long lengths, but it is fairly constant in quality. Nos. 15, 18 and 19 come
from different parts of America. This wood differs considerably, and only a few planks out
of a big parcel are perfect. Planks often have a large number of small knots.

We are not sure that the Parang was perfectly seasoned.

Basswood is often confused with American wliitewood (No. 23).

TABLE II.

frzzerushing stress in tons per square inch.

X. Material. f

1 Ash 2.92

2 Ash (American ) Vi

.■{ Basswood 2.98

4 Hickory 3.33

7 Honduras mahosany 2.53

5 Honduras mahogany 2.41

I (J Parang 4.12

I I Parang 2.97

V.\ Spruce 2.41

14 Spruce 2.46

1 5 Spruce 2.24

IG Spruce 2.62

18 Spruce 2.08

20 Walnut (American* 4.15

23 Whitewood 2.65

Specimens 8, ^^^. 14, 10 and 18 gave way by
crushing. Specimens 1. 2. .". 4, 7, 10. 11. 15, 20
and 23 gave way by shearing.

T.VBLE III.

N. Material. w.

1 Ash 0.020

2 American ash 0.020

o Basswood 0.018

4 Hickory 0.028

5 Hickory 0.026

6 Hickory 0.028

7 Honduras mahogany 0.018

8 Honduras maho^^any 0.017

9 Honduras mahogany . . .• 0.017

10 Parang 0.024

11 Parang 0.022

12 Parang 0.022

13 Spruce 0.016

14 Spruce 0.015

15 Spruce 0-014

16 Spruce 0.018

17 Spruce 0.017

18 Spruce 0.015

19 Spruce 0.015

20 American walnut 0.022

21 American walnut 0.023

22 American walnut 0.020

23 Whitewood 0.018

T.VBLE IV. No. Of

Material. b d E w W Tests.

Whitewood 1.94 0.97 922 0.018 1.02 1

Basswood 1.98 0.99 843 0.018 1.06 1

Spruce 2.12 1.06 650 0.016 1.08 7

Honduras mahoganv 2.08 1.04 696 0.017 1.10 3

Parang 1.90 0.95 1.028 0.023 1.25 3

Walnut 2.06 1.03 729 0.021 1.34 3

.\sh 2.16 1.08 608 0.020 1.40 2

Hickory 1 .98 0.99 839 0.027 1.59 3

(.Continued on page 20)

AERONAUTICS

July, igiT

THE TESTING OF AEROPLANE ENGINES

TIIK first official test of an aeroplane en-
gine in this country was made by the
Technical Committee of the Automobile
Club of America on May 11, 1911. The
motor tested was a Leigh ton two-cycle 4-
cvlinder motor. This test was not made as a
part of the Automobile Club's competition, but
was a private test for the Motor Sales &
Engineering Co., of 250 West 54th street,
agents for this motor.

The results of the test are given below.

NO ENTRIES FOR $1,000 PRIZE.

Up to the time of going to press, no
aeronautical motor manufacturer has entered
the lists in the club's $1,000 prize competi-
tion, and entries close July 1.

This is a rather remarkable situation and
one must admit it does not reflect very cred-
itably on the enthusiasm of the motor makers.

Here was not only the chance of winning
the prize, but of also showing tliat America

can produce as good an aeronautical motor
as any foreign country.

The Automobile Club has given makers an
opportunity of publishing to llie world their
genius at motor building, and this opportunity,
it is possible, will not be seized. "Oppor-
tunity knocks once at every man's door," but
it is nowhere stated that she carries a repeat-
ing alarm clock.

DETAILS OP LEIGHTON TEST.

The motor ran continuously for a period of
three hours at an average speed of 1,117
revolutions per minute, developing an average
torque (at 3 ft. radius) of 57.3 pounds, witli
a resultant average brake-horsepower of 36.4.
During tliis interval the total amount of
gasoline used was 104.8 pounds, making an
average consumption of 0.96 pounds per brake-
liorsepower-liour. The variations occurring in
tliese factors are shown in the accompanying
table. No excessive heating was evident dur-
ing or at the end of tlie test.

Temperature

Rate of

Fuel Con-

Time from Revolutions

Torque

Brake

Range of

sumption

per Brake

Start

Per

Horse

Cooling

Horse Power Hour.

Minutes Minute.

3. ft. Radius. Power.

Water. F"

Pounds.

Pints.

1114

56.0

35-6

22.

1118

55-9

35-6

0.91

1.21

1 105

55-9

35-2

1112

56.0

35-5

... .*,

1098

56.0

35-0

0.89

I'.is

1092

55-9

34-8

1 100

56.3

35-3

1099

56.5

35-4

. . .

1123

56.6

36.2

1113

56.8

36.0

1122

56.5

36.2

0.89

1.18

1112

57-0

36.2

nil

56.9

36.1

1115

57-1

36.3

0.92

1.22

1119

57-3

36.5

1 1 29

57-4

36.9

0.93

1.24

1132

57-4

37-0

1131

57-9

37-3

102

1118

57-9

36.9

0.91

1.21

107

1 104

57-9

364

112

1097

58.6

36.7

122

58.4

36.9

0.99

1.32

127

1 118

58.1

37-6

132

1117

58.1.

37-0

137

1109

58.6

37-0

0.96

l'.28

142

1 123

57-6

36.9

147

1123

57-8

37-0

152

1 1 28

s8.o

37-2

1. 01

1-34

^57

1 126

58.0

37-2

162

IT 13

58.2

36-9

167

III7

57-9

36.8

1.04

i'.38

172

113 I

57-2

36.9

1.07

1.42

177

1 1 30

57-6

37-1

180

TI54

57-7

3?-9

Average

1117

57-3

36.4

0.96

1.27

"mz

Readingfs

Taken During-
6

Test.

AERONAUTICS

July, igii

Lubrication of tlie motor tluring the test
was accomplislied by mixing the oil with tlie
gasoline in the proportion of 1 part oil to
14.5 parts gasoline, by weight. 7.2 pounds of
oil were- added to tlie gasoline during the
three-liour run. Beside this, approximately
0.8 pounds were added from a liand-operated
meclianical oiler.

The throttles were kept wide open during
the run, the position of tlie spark being varied
slightly from time to time. Near the end of
the second liour the mixture was richened
slightly by opening the needle valves. Tlie
only other adjustment was tlie replacement
of a cotter pin which held the inlet valve
spring waslier in position. During this re-
placement the speed of tlie motor fell mo-
mentarily three times to 850 r. p. m., but no
stop was made.

The motor is of tlie two-cycle type, having
four cylinders of 5-incli bore. The stroke is

4 5 inches. Automatic inlet valves are used
between the carburetor and crank-case, and
a third port also between the carburetor and
crank-case is opened by the piston when same
IS at the top af the stroke. Tlie compression
rf the charge is effected in the crank-case
as in conventional two-cycle motors. The
transfer ports register with ports in the piston
walls, through which the charge leaves the
crank-case in passing to the cylinders.

The weight of the motor with two car-
buretors, timers and its operating levers, plugs
and their wires, water pump and connections
thereto, and balancing counter weight (no
flywheel) was 276 pounds. A flywheel (weight
88.5 pounds), an exhaust header (weiglit 24.5
pounds), and an auxiliary hand operated oiler
(weight with piping and brackets 5.5 pounds)
were used during the test, but are not a part
of the standard equipment.

ARMY AND NAVY AVIATION

THE Curtiss aeroplane lately attached to
tlie Manoeuvre Division at San Antonio
has been shipped to College Park, Md..
where it was sliipped the latter part of
June. There will be on duty here five offlcers
and a detacliinent of fifteen enlisted men of tlie
Signal Corps. A summer's course of instruc-
tion in aeronautical work is being entered
upon. Within a short time it is expected to
have three machines at this field with two
officers assigned to each macliine.

A new Wright machine arrived on June 19.
Capt. Chas. DeF. Chandler has charge of the
College Park field.

The Army aeroplanes now total as follows:

Two Wright machines, one at San Antonio
in charge of Lieut. B. D. Foulois. and one to
be delivered shortly at College Park, IMd.

One Burgess biplane, to be delivered at Col-
lege Park in charge of Capt. Chas. DeF.
Chandler, Lieuts. IMilling, Arnold and Kirtland.

One Curtiss at College Park under the di-

rection of Lieut. Paul W. Beck and Lieut.
John C. Walker, Jr.

The Wright machine, loaned the Government
by Robert J. Collier, has been returned. The
first Wright machine sold the Government, in
1908, Is to go to Smithsonian Institute.

NEWS OF THE NAVY.

The United States Navy has now contracted
for three machines.

One of these will be a Wright machine of
standard type, the others a Curtiss water ma-
chine called the "Triad," and a Curtiss 4-
cylinder machine for instruction purposes only.
On .July 1st the naval appropriation becomes
available, but delivery will not actually be
made until the aerodrome at Annapolis is
ready. Preliminary work has been somewhat
de'ayed by the absence of Capt. W. Irving
Chambers, who has charge of all aeronautical
work in the Navy.

TABLE OF AMERICAN AERONAUTIC MOTORS

Compiled by £. !■. Jones and S. Y. Beach.

THE accompanying schedule covers, it is
firmly believed, every motor made in
America, with the exception of the
Brooke, a notice of whicii appears in
this issue. Details of this were not obtainable
at the time the motor table was compiled.

Several of the motors in this schedule cannot
claim actual presence on the market, as but
two or three motors have been made to date
and they are still in the experimental stage.
Some even are still on paper. It was decided
to include every motor known in America
expected to be eventually on the market.

In the blanks sent manufacturers, request
was made to state the weight as including
"all essential parts, including carburetor, igni-
tion system, lubricator, radiator, ready for
fuel and oil to start. Proofs of the schedule
were sent each maker and many additions
and corrections were made, but it may be said
that the weigiits in many cases are obviously
erroneous; evidently the bare engine weight
has been given in the first instance and left
uncorrected on the proofs.

The figures printed are those given us under
this condition.

Blanks — Dotted lines are used where in-
formation has been requested and not supplied.

A. L. A. M. Rating — The A. L. A. M. formula
is bore squared, times the number of cylinders,
divided by 2.5. The result times 1% gives
one rating, used above, for 2-cycle engines.

*Rotating motors. tThe Elbridge Company
niak; s siv :dzes as does the (General Ma-
chinery Company, makers of the Smalley.
ttThis is also made in 50, 70 and 100 horse-
power sizes. 4:;Made also in 50, 70, 100 and
150 horsepower sizes.

ttOther sizes are 40 and 60 horsepower. The
same sizes are also made in four-cycle engines.

At the last moment it has been found tlib
Goblin motor has been omitted. Following are
tlie details: 4%x5, manufacturers rating 50
h.p., A. L. A. M. rating 51 h.p., 6 cylinders,
radial, automatic intake valves, variable com-
pression, ball-bearing connecting . rods and
crankshaft. Church carburetor, air cooled (ro-
tar>), 4-cycIe, oiling by oil in the gas, Bosch,
magneto, cast-iron pistons and cylinders, ISO
lbs. weight.

C. P. Rodgers & Co., 2:5 (^ambi-idge Building,
Cincinnati, O., have entered the exhiliition busi-
ness with a Wright headle-ss, the first Wright
machine to give exhibitions by owners otlier
than the Wright Company itself. C. P. Rodgers.
who will be the aviator, learned at Daytorj.
His cousin, Lieut. Rodgers. U. S. Navy, liaB
also learned to operate a Wright machine ana
will undoubtedly fly the one just purchased by
the Navy Department,

AERONAUTICS

July, iQj I

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AERONAUTICS My, /p//

THE VALKYRIE MONOPLANE

THE "Valkyrie" machines, as built by the
Aeronautical Syndicate. Ltd., are of more
than usual interest, as they are of dis-
tinctive design and have many well-
worked-out details of construction. Three
types are put out by tliis comjiany: T.vpe "A"
being a single passenger machine, Type "B" a
cross country racing model, and Type "C" the
passenger-carrying machine. The Type "B"
machine, wliich is the one illustrated, is fitted
with a "Gnome" engine, driving an 8-foot
propeller. *.

In order to impart a certain amount of
automatic stability the main planes have been
given a pronounced diliedral angle. There
is also a longitudinal dihedral angle between
the main planes and the forward fixed plane
the former being set at an angle of nine de-
grees and the latter at an angle of tliir'ieen
degrees.

The main planes are in three sections, the
center one having a sliorter chord than those
at the ends to allow room to swing the pro-
peller. The planes are single surfaced and
are built up in the same way as the Henry
Farman.

The front fixed plane is situated 11 ft. 9 in.
in front of the main planes. The angle of this
plane may be changed in order to correct for
any change in the loading.

The elevator, whicli is below and to the
rear of the front surface, is on this machine
characterized by a slightly upturned trailing
edge.

Lateral stability is secured by the use of
flaps at the extremities of the wings, but
wing warping can be used.

The rudders are situated some three feet
from the rear of the main planes. It has been
found necessary to fit blinkers at the front
of the skids, as without them when making
a short turn the machine was likely to turn
completely about its radius of gyration and
come down in a heap.

The details of construction have been carried
out in a most thorough and workmanlike
manner. A great number of special castings
are used. Sketch No. 1 illustrates the neat
way in which the stay wires are attached to
the front and rear wing spars. By means of
the small oblique lug, all bends in the wire
are obviated. Special long nuts and the fine
cut thread on the wire result in the strength
of the wire being unimpaired. Fig. 2 shows
the joint used at the junction of tlie longi-
tudinal and vertical members of the fuselage.
The stay wires are accommodated in a similar
manner to tliat of the wing stays, the wire
passing through the castings both top and
bottom. Fig. 3 sliows the device for altering
the angle of the front fixed plane. It also
shows the position of the blinker, which sim-
ply consists in covering in the nose of the
fuselage with fabric. The elevator is operated
in a novel manner, as illustrated in Fig. 4.
All danger of slipping of the lower crank is
obviated by the coupling up to the front edge
of the plane.

In Fig. 5. the adoption of the Farman run-
ning-gear is shown. Instead of the rigid
radius rods being employed, flexible steel
ropes are used. This allows the wheels to act
as true casters, relieving the axles of a good
measure of strain. Fig. 6 shows the arrange-
ment of the seat and control gear. These
are arranged as on the Henry Farman ma-
chines, the fore and aft movement operating
the elevator and sidewise the ailerons. Fig. 7
shows the arrangement of the joint of the
main planes and fuselage, and the employment
of special castings. Fig. 8 illustrates the cane
fender under tlie rear end of the skid.

A considerable business has been worked
up at the English flying grounds taking up
passengers. The Valkyrie people will take up

The new Type B Cross
nttea with

Country Valkyrie Racer,
Gnome Engrine.

lERONAUTICS

July, iQii

AERONAUTICS

July, igii

1006

V'^f"':

r.j2.

passengers ut $iu il liead for a sliort fliglit
of about 21^ miles; "a longer and higher flight
$^5; an extended flight, considerably higher
and finishing with the famous 'volplane,' or
descent with engine stopped, $50; cross country
flights by arrangement." This is the only

io..Lt;rn known that has thus far attempted
passenger carrying on this basis.

The Aeronautical Syndicate has been estab-
lished since 1909 and was among the first in
England to take up practical work. The sum-
mer of 1910 saw their first really successful
fliglits with the present type of machine.

BALLOON ASCENSIONS
Wireless Received in Balloon

FORT OMAHA, Neb., May 24. — Captain Chas.
DeF. Chandler and four other officers to Wood-
bine, Iowa, 35 miles. Duration 50 minutes.
The balloon cont.nually received wireless mes-
sages from the Fort Omaha station during the
trip. Balloon wireless is not new, as the Sig-
nal Corps used it during the summer of 1908
on a trip from Washington, D. C.

To Church by Balloon

LOWELL, Mass., May 28. — Charles J. Glid-
den and J. J. Van Valkenburg in the "Boston
11" to Topsfleld, Mass., landing near a church,
where they attended the services.

ST. LOUIS, Mo., June 10. — J. M. O'Reilly,
Lieut. John D. Hart and Corp. L. Schmidt made
a night ascent, landing 3 1/^ hours later at
Springfield, 111.

HAMILTON, O., June 15. — Albert Holz, pilot;
Charles Troutman and E. Guggenheimer in
"Tlie Drifter." Duration 1 h., 25 min.; distance
about 5 miles.

LOWELL. Mass., June 17. — H. H. Clayton,
pilot, with J. r. Haworth and Harold H. Brown
m the "Boston II" to Hamilton, Mass. Dura-
tion 1 h., 45 mln.

PHILADELPHIA, Pa., May 19. — A. T. Ath-
erholt, Clarence Wynne and Wm. Shed wick in
the "Penn. I" to Haverford. Pa. For three
hours the balloon followed a circuitous course
over and around the environs of the city.

STOCKTON, Cal., May 13.— Dr. B. F. Walker,
Bernard Glick, John Morrissey and Thomas
Cook to near Bellota.

FORT OMAHA, Neb., May 7.— Lieut. Hart
and two other officers in an Army balloon to
Springfield, 111. Duration 7% hours.

PHILADELPHIA, Pa., June 3. — Dr. T. E.
Eldridge, Edw. Pyle, R. L. Barrett and D. H.
Simmermann, a four-year-old boy, in the "Phil-
adelphia II."

inti:rcoi.Iix:giati: bai.i.oon race.

Three colleges were represented in the first
intercollegiate balloon race, starting from
North Adams on the afternoon of June 3rd.
The University of Pennsylvania entered the
balloon "Philadelphia II," with A. T. Atherholt,
pilot, and Geo. A. Richardson, aid.

Dartmouth entered the balloon "Boston,"
with J. B. Barton, pilot, and J. W. Pearson,
aid. Williams entered the "Stevens 27," with
H. P. Shearman, pilot, and K. T. Price as aid.

The balloon "Philadelphia II" covered 115
miles in about 7 hours, landing near West
Peabody, Mass., winning the cups for duration
and distance. Tlie "Stevens 27" landed at
Paxton, Mass., after having covered 66 miles in
4 hrs. 40 min. The "Boston" landed at West
Pelham, Mass., after being in the air 3 hrs. 25
min., and covering 41 miles.

These figures are only approximate, as the
A. C. A. had received no report up to the time
of going to press.

AERONAUTICS

July, 191 1

FRENCH COURT FAVORS WRIGHTS

THE recent decision of tlie French court
liolds the Wriglits have made good their
claim, not only so far as the use of
wing-warping in conjunction with the
vertical rudder, luit to the use of either of
these systems separately. The latter is the
crucial point contested by other manufac-
turers.

HISTORY OF THE SUIT.

In France the Compagnie Genfirale de Navi-
gation A6rienne, the sole French concession-
naires of the Wright patents, brought actions
against the following manufacturers: Santos-
Dumont, Bleriot, Farman, Antoinette, Esnault-
Pelterie, Koechlin, Clement-Bayard, Fernandez,
and the Ateliers Vosgiens. Judgment in these
actions has been delivered by the Tribunal
Civil de la Seine (April 29). Santos-Dumont
alone withdrew all defence and, curiously
enough, he is the only defendant in whose
favor judgment was given, on the score that
his aeroplane was not built for purposes of
trade or private gain. In all the other cases
judgment was practically given in favor of the
Compagnie Generate.

At the same time the court appointed a
committee consisting of M. L6aut6, Major Paul
Renard, and M. Marcel Deprez to determine
whether the Wright patent (March 22, 1904)
had been anticipated, etc. (See last para-
graph).

Although the case is not, therefore, finally
settled, it is evident, nevertheless, that the
French courts are prepared to recognize the
whole extent of the Wright Company's claims.

TYPES INVOLVED

The types of aeroplanes involved in the liti-
gation were the Antoinette and Bleriot mono-
planes with warping wings, the Farman with
ailerons, or "flaps," at tlie rear lateral mar-
gins of the planes, and the Hautier-Vendome
with ailerons at the front of the wings. A
large part of the decision relates to matters
In the French law which render patents in-
valid under certain circumstances, such as
failure to work an invention within three years
of the time of applying for the patent, and
the revelation of an invention before patent-
ing it. Following are the main particulars of
the case.

CLAIMS OF THE PLAINTIFF.

The decision sets forth the claims of the
plaintiff as follows: "The Compagnie G6n6rale
de Navigation Aerienne, licensees of the
Wright patents, lays claim that the patent of
March 22, 1904. gives them the right to claim
as being its personal property not only the
joint and separate action of the mechanism of
the rear direction rudder and the variation
of the angles of incidence (to wit, the combina-
tion), but sepaiately each of the elements of
this combination in so far as it is employed
for the result ])rovided for; that is to say, for
the recstaljlishment of the lateral equilibrium
and maintaining the direction."

POINTS OF THE DEFENSE.

The main points of defense presented to the
Court by the defendants in the case were:
(1) That the Wright patent of March 22, 1904,
was not valid because (a) the Wrights had
revealed their invention before applying for
patent; (1>) they had not worked tlieir inven-
tion in France within tliree years after taking
the patent; (c) the invention was known in
the art prior to the time of tlie patent; (2)
that the French manufacturers did not In-
fringe the Wright patent, which gives thf
Compagnie Gi'^nfirale de Navigation ASrienne
the property of the combination employed by
the Wrights and not tlie distinct elements
which are employed •separately and Independ-
ently to permit obtaining the reestabllshment
of equilibrium elements which they assert are
jiublic iiroperty."

The claims of forfeiture were rejected by
the court.

ARGUMENTS PRESENTED.

After the evidence on both sides had been
presented and the case argued, M. Piede-
lievre, a substitute judge, sitting as advisor
on technical matters, advised the Court (1)
that the combination claimed in the Wright
patent of March 22, 1904, was patentable; (2)
that in an invention of this nature it would
be impossible to entirely keep the invention
secret, and that the descriptions and photo-
graplis published of the machine were not
sufficient to render the patent invalid; (3) that
the Wrights were the first to fly (Some of the
defendants had claimed that a flight had been
made in France in 1898), and that they had in-
vented the system of control that had made
it possible for man to fly; (4) that the patent
had been worked in France as soon as was
possible under the circumstances; (5) that the
patent was valid; (6) that the Independent
operation of the wings and rudder, as used by
the French, was not sufficiently claimed In the
Wright patent, and that therefore the French
machines were not infringments of the patent.

One month later, on the 29th day of April,
the Court, composed of three other judges,
rendered its decision. It held (1) that the
combination described in the patent of March
22, 1904, was patentable; (4) that the patent
had been worked within a reasonable time;
(2) that the photographs and descriptions of
the machine prior to the application for patent
were not sufficient to invalidate the patent;
(6) that, while the independent operation of
the wings and rudder were not specifically
claimed, in the words of the patent, yet the
independent operation of the parts could not
be considered as a new invention, but simply
as an improvement of detail of the original in-
vention, and that the patentees of the original
invention were entitled to tlie benefits to be
derived from it.

The words of the opinion follow:

"Considering the point once established
that the separation of the two elements
claimed is a type of improvement, this
separation ought to be considered as an
appurtenance of the patent of 1904, that
the Improvement is a natural development
of the primitive invention from wliich it
can not be separated, and that proceeding
from the master idea which is tlie genera-
tor of it, the patentees should have the
right to profit by it. Of what little im-
portance, tlien, is it, that in 1907 the
Wright brotliers took out two other pat-
ents in which the independence of the
warping and of the directing rudder was
expressly provided, except that the com-
bination of the two elements could be,
if desired, effected by tlie hand; ad-
mitting that these two patents of 1907 re-
peat in certain parts tlie things which
can be found in tlie patent of 1904 and
that even these improvements in detail
which were then meant to be patented
were without importance, they would not
have in them, to say the least, any utility
as patents of extension."

It will be noted that the Court reversed the
opinion of the "substitute" on the only point
on which he found in favor of the defendants.
In reversing this point, that the independent
operation of the wings and rudder circum-
vented the patent, the Court said:

"In the patent of 1904 the connection of
tlie warping device with (he rudder is so
minutely described that it can be under-
stood and applied b>- engineers and con-
structors of aeroplanes; there is no reason
to believe that the Wright brothers should
have made a more general claim and
sliould have claimed each of the elements,

AERONAUTICS

July, ipii

taken separately, but they should be con-
fined to the limits which they have de-
scribed in tlie patent.

"After the patent of 1904 the invention
consisted in a metliod of maintaining or
reestablishing the equilibrium of the aero-
nautic apparatus and of guiding the ma-
cliine in a vertical or horizontal direction.
Among other elements the patent provides
(1) the existence of two horizontal sur-
faces or wings, consisting of a frame on
which fabric is spread, and connected one
to the other by means of posts and articu-
lations, which permit of movements of
tortion and flection of the ends of the
wings in opposite directions; (2) of a ver-
tical rear rudder, connected to the cables
that produce the tortion of the ends of
the wings.

"The combination of the two elements
is well within the scope of the patent.
It says in lines 14 to 19, page three:

"'By this meaiis of attnclnnent the same move-
vient of the cables which actuate the ends of 1 tie
wings also presents to the wind that side of the
vertical rudder which is turned toward the end
having the smaller (ingle of incidence.'

"In vain tlie suing company cites two
other passages of the description. The
passage from the 34tli line to the 43rd
line of the third page does not say that
the rudder can be independent: nor is the
passage from the 45th line to the 57th
line more explicit:

'"This invention is not limited to the construc-
tion and attachment of the rear rudder herein
described, nor to this particular construction of
surfaces or wings, for one can employ this combi-
nation in the use of any moveable rear rudder
operated in covjuiction with any wings capable
of being presented at dilYerent angles of incidence
at their opposite ends, for the purpose of restoring
the lateral balance of a Hying machine and of
guiding the machine to right or left.'

"The words, 'actuate at the same time,
about which so much has been argued,
can be interpreted only in the sense that
there is a device which permits of the
movement of the two commands at the
same time. This point once established,
the disassociation of the elements claimed
is a type of Improvement.

"This disassociation must in principle be
considered as a dependent of the patent
of 1904, since this improvement is a
natural development of the primitive in-
vention, proceeding from the master idea
in which it had its origin, and from which
it can not be separated. The patentees
alone have the right to profit by it."

The Court, before pronouncing final judg-
ment, has given the defendants another oppor-
tunity to look for a machine that prior to the
time of tlie Wright invention contained the
same combination of parts. In the opinion of
the "substitute" the defendants failed to pro-
duce anything that could be considered an an-
ticipation of the Wright patent. The Court
has also given to tlie defendants an oppor-
tunity of demonstrating before the Commis-
sion of Experts appointed by the Court that
the combination of parts used in the French
machines is used for a different purpose from
that of the combination of the patent of 1904.
The Tribunal evidently did not wish to
pass final judgment and declare the defend-
ants infringing, for they expressed in the fol-
lowing terms the desire to have a knothole
through which they might later find it ex-
pedient, or otherwise, to crawl:

"The science of aviation which, since
the superb fliglit of tlie great white bird
above the camp of Auvours makes each
day some necessary progress and does not
cease to astonish tlie entire world by
the prowess and tlie audacity of aviators
who, at tlie risk of their lives, search for
the definite formula for the conquest of
the air, it is a science still so new that
it should be unwise not to turn for the
solution of the two questions in litigation
to men wliose judgment is not to be
questioned.

"If the action in pursuit of a claim is
established in principle, it is subordinated
to the double question of knowing if there
has not been one or more priorities of all
the parts opposed to tlie patent of 1904,
and if, on the other hand, it will not be
fovmd void as against certain of the de-
fendants as they may have made an en-
tirely new adaptation of the mechanical
means pointed out by the Wriglits for
the reestablishment of the lateral equilib-
rium, and of which they shall have con-
ceived a structural means constituting in
connection with the patented invention an
invention entirely new and original."
"The mission given to the experts is singu-
larly limited, and does not allow the defend-
ants any hope of emerging victorious from the
contest. So one should not be astonished that
many of the defendants are already express-
ing an intention of appealing from a judgment
which they consider disastrous to them."

This is the opinion of M. J. Imbreco as
given in the offlcial organ of the Aero Club
r.f France,

U. S. CALENDAR

June 24-25 — Flying at Kinloch Park, St.
Louis.

.June 29-July 4 — Detroit, Moisant aviators.

July 1 — Gordon Bennett aviation race, Eng-
land.

July 10 — Gordon Bennett balloon elimina-
tion, Kansas City.

July 12-21 — Winnipeg, Man., Wright exhibi-
tion.

July 20-22 — Saratoga Springs, N. Y., Wright
exhibition.

July Rochester, N. Y., Moisant avia-
tors. Captain Baldwin, and Curtiss aviators.

July 25-29 — Grand Forks, N. D., Wright ex-
hibition.

August 2-4 — Colorado Springs, Col., Wright
exhibition.

August 12-20 — Grant Park. Chicago, Interna-
tional Meet.

August 26-September 4 — Boston, meet of
Harvard A. S.

September 29-October 7 — Springfield, 111.,
Wright exhibition.

October 5 — Gordon Bennett balloon race,
Kansas City.

October Macon, Ga., Wright exhibition.

January 10-20, 1912 — Los Angeles, aviation
and arrangements not certain.

Lincoln, Neb., Wright exhibition.

Des IMoines, la., Wright exhibition.

July 3-4 — Battle Creek, Mich., Wright exhibi-
tion.

July 4 — Zanesville, O., Curtiss aviators.

September 30-October 8 — St. Louis, Mo.,
meet.

July 3-4— Corpus Christi, Tex., Wriglit ex-
hibition.

July 3-4 — Clearfield, Pa., Wright exhibition.

Julv 3-4 — Meridian, Miss., Wright exhibition.

July 3-4 — Troy, N. Y., Wright exhibition.

Julv 3-4 — Princeton, 111., Wright exhibition.

Frank W. Goodale sailed his dirigible from
Palisade Park down over New York as far as
Forty-second street the night of June 9 and
back without mishap.

AERONAUTICS

JlllW IQTI

CONSTRUCTION AIDS XVIII

AERONAUTICS

July, ipii

C(Q)iyJHT]llV

IiATEST CURTISS "TRIAD."

Glenn H. Curtiss has been experimenting at
Hammondsport with a still further improved
type of water macliine. It will be noted from
the photograpli tliat some changes have been
made. Tlie elevator is placed very low; in
fact, just above the bow end of tlie pontoons.
There is also a small liydro-surface just
forward and below the bow end. A standard
eight-cylinder, 50 H. P. motor is installed, and
tlie speed obtained is between 45 and 50 miles
an hour over the water. Lieutenant Ellyson,
United States Navy, has been a passenger.

It will also be seen from the pliotograph
tliat there are but two wheels, the front wheel
having been done away witli. Tliese rear
wheels are pulled up out of the way after the
machine is in tlie water by means of a hinged
brace which runs from the wheel hub to the
front beam.

SMALL MACHINE CARRIES PASSENGERS.

A four-cylinder machine is being used as a
teaclier in wliich tlie surface has been in-
creased by about 50 sq. ft. It lias been possible
to carry a passenger with this on account of
the increased surface. It will be noted tliat
the planes are not cut out for the propeller,
whicli is mounted on a long shaft. At tlie rear
end of the engine bed is a Hess-Briglit ball
bearing. Tliis supports the long shaft. Four
by twenty incli Pennsylvania tires are being
used in the rear and 214-in. in tlie front.

The school is in operation right along, the
pupils flying about five days out of the week.
The location is very favorable for a school, as
tlie weather is calm in tlie morning and even-
ing. The pupils at present are: Lieutenant
Ellyson, United States Navy; Roland B.
Middleton, Beckwitli Havens; Cliarles Russell,
Frank Paine and two men from Ohio.

ri-YING AT SQUANTUM, MASS.

The Burgess Conipan\- and Curtis P'lying
School opened formally Tuesday, May 30, at
Squantum, Instructor Harry N. Atwood giving
his first lessons on that date. Previous to the
formal opening, INIr. W. Starling Burgess, presi-
dent of the company, liad made trial flights
with tlie first school Burgess-Wright and two
other Burgess-Wriglit aeroplanes sold to Mr.
Charles K. Hamilton and others. The prelimi-
nary flights by Mr. Burgess had covered about
42 miles, on one-third of wliicli he liad taken
INIr. Hamilton as pupil, and on two of wliicli
he liad carried John W. Meyers, anotlier pupil.

On May 30 Instructor Atwood made 16
flights, covering a distance of 104 miles, while
Mr. Burgess in three flights flew 13 miles. On
tills date Messrs. Albert Adams Merrill, of
Brookline; Eugene Heth. of Mempliis. and
Doctor Percy L. Reynolds, of Amlierst, began
their lessons, the pupils being carried a total
of 60 miles. In addition five guests were taken
uii as passengers for a distance aggregating
29 miles.

Curtiss and Lt. Ellyson Iieaving the Water.
15

AERONAUTICS

July, ipii

PROPELLER ..-giFs^co PERFECTION I

PATENTED MARCH

OTH2R PATENTS PENDING

Douglas, Arizona, April 20, 1911

Maroh 21. 1911.

Ai!i«rioan Propeller Company,

Washington. D. C.
"•entloraen;

Beg to adviae you that I received the 7' 9*
propeller which you sent me and that the results obtain-
ed with the same are most gratifying.

To anyone contemplating the purchase of a pro-
peller you may quote me as saying thit I consider "Paragon"
in propellers the synonym of perfection in propeller con-
struction at this date. You may rest assured that I will
give you the order for the two propellers on the passenger
machine which I am now building.

Thanking you again for the courteous attention
and promptness with which you have made deliveries, I beg
to remain.

Sincerely

Anerican Propeller Co
Washington,

D.C..

Dear Sirs:

In regard to the propeller you mexle for me, a week
ago I mounted it on my machine, Elbrldge four. la took th»
thrust and speed of engine accurate; at 940 r. p. a. develop-
ed thrust of SOO Ibo. I flew at first atteapt, as clipping
will show. di miles at about 50 miles per hr.) On ny fourth
attempt I got causht in a gust and fell about eighty fost,
smashed up the machine a little and shittered the blade. Rusk
me another eane pitch and diameter, all spruce. I guess you
have a copy of blade you furnished ne. Didler Uasson was har«
with a machine but could not leave ground In this altitude
equipped with ••:;•-••••• Engine and Blade, thrust at 1100 r.p.B.
340 lbs. I hops ycur new blade sill be as gcod as the last.
Tourc truly.

0lUi:sea^

^ir^^^U^tZ^,*^^^^:;^

Mr. Williams has since purchased another Paragni
Propeller and reports that it gives even better results. H^
has ordered a third.

>♦•
>f

♦

Mr, G. Van Arsdalen, Vice-President
of the Mathewson Aeroplane Co., of Denver,
Colorado, wrote us as follows:

"Sometime ago you advised us to use a Paragon Propeller similar to that which jou
furnished Mr. C. F. Willard. In the the meantime we were talked into getting a propeller
of another make. Now then we are .5,280 ft. above sea level. Altogether, wc have had
ten propellers of this other make, some of which are quite freakish no two of them
measuring up the same or developing the same thrust at the same engine speed. We are
only getting ^2'M) from our best propeller the rest falling down to 180. I believe your
propeller will fly this machine, if our engine can handle it, and you know whether it can
or not. My success lies in what you can do for me."

On June I9th, Mr. Van Arsdalen sent the following telegram:

"The seven foot nine inch Paragon Propeller which you furnished us is giving entire
satisfaction. At nine hundred fifty turns we received three hundred pounds thrust with
Elbridge 1.0-60 Aero Special. On May »th, Thompson made his first cross-country flight
of twenty-two miles using a Paragon"'.

Mr. Van Ar.sdalen's case is typical of many others who have written us.

MR. WILLARD TELEGRAPHS— "Standing thrust 890 poundsat 1100 revolutions,
hard wood screw on Gnome engine {li feet diameter by 5.70 foot pitch)"'.

The ROBERTS MOTOR CO. TELEGRAPHS— ""Tlie eight foot Paragon Propeller
with five foot pitch gave a thrust of four hundred pounds on our forty horsepower motor when
running at only nine hundred revolutions per minute. We consider this a remarkable showing."

The GYRO MOTOR CO. obtained a thrust of 440 pounds on several tests with one
of our eight-foot propellers 4.4 ft. pitch at 1100 r.p.m. on their 7-cy!inder revolving motor.

Using a Paragon Propeller, Mr. Glenn H. Curtiss won the great speed contest at Los Angeles in
1910, defeating Radley (Bleriot), Ely (Curtiss), Parmelee (Wright), and Latham (Antoinette).

We have sold thousands of dollars worth of propellers with the remarkable record of
not a single dissatisfied customer, and only one exchange for a ditferent size or pitch ever
being recpiired.

The most successful aviators in America use and recommend PARAGON PROPELLERS.

We will si'iul price list aiul printed form for inforuiation about your machine so we
can advise you just what propeller to use.

AMERICAN PROPELLER CO.

WASHINGTON, D. C.

*
If

••••••••••••^•.^•^T^r.^^.^^.^^^.^.^.^.^.^.^^.^.^.^^^^^.^^.^.^.^.^^.^.^.^.^,^.^.^.^.^^.^.^.^.^

In answering advertisements please mention this magazine.

AERONAUTICS

July, 10 T I

50
Horse
Power

170
Pounds
Weight

DESIGN

Revolving cylinders
Mechanical intake valves
Variable compression
Double exhaust system

Large ball bearings throughout

Positive lubrication

Gyro fuel inspirator

Standard Magneto, tachometer, etc.

.Easy starting device
Aviator starts motor from his seat without priming

MATERIALS

Cylinders, Connecting Rods, Gears, etc. — 3} per cent, forged nickel steel

Cranks — Chrome nickel steel, treated. Crank-cases — Vanadium steel

Valves 30 per cent, nickel steel

PERFORMANCE

400 to 450 pounds thrust with 8 ft. Paragon Propeller
All motors furnished with PARAGON PROPELLERS to suit the aeroplane

THE GYRO MOTOR COMPANY

774 GIRARD STREET :: :: :: WASHINGTON, D. C.

The original pioneers in light-weight revolving cylinder motors

In answering advertisements please mention this magazine.

AERONAUTICS

July, 191 1

High winds interfered witli the progress of
lessons during the remainder of the week, only
60 miles being flown by the pupils, though In-
structor Atwood succeeded in flying 122 miles,
including two or three flights for altitude,
while two guests were each given flve-mile
flights. Mr. Burgess covered 11 miles.

In the course of the week ending June 10,
flying was practicable upon every day except
Tuesday. During the week Instructor Atwood
flew 385 miles; Mr. Burgess, 48 miles, and five
pupils covered a total of 310 miles, in addi-
tion to five guests who were carried 63 miles.

In the course of the week Instructor Atwood
took Charles K. Hamilton, first on Wednesday,
on a flight to Nantasket Beach and return, fol-
lowed the same evening by an over-sea and
cross-countrv trip crossing several promontories
of Boston, flying lengthwise of East Boston
and Revere, crossing inside of Nahant while
skirting Lynn, and on to the Tedesco Club at
the further boundary of Swampscott. The next
dav, after an exhibition of skilfuU flying by
Mr. Atwood at the Tedesco Club, he carried
Mr. Hamilton back to Squantum in a wind
which gave them a speed considerably faster
than a mile a minute. Two days later Aviator
Atwood carried Mr. Heth, another pupil, across
country to Franklin Field, in Dorchester, where
his exhibition of fancy flying added to the cele-
bration of Dorchester Day. Owing to the un-
controllable crowds, Mr. Atwood was obliged to
leave his passenger on the fleld, returning with
a special message from the mayor by a fast
flight to the Squantum fleld.

On the same date Mr. Hamilton, having
familiarized himself with the new type of con-
trol, took charge for the first time of another
Burgess- Wright biplane, carrying passengers
on flights about the fleld.

Thus in the last 12 flying days the four
Burgess-Wright biplanes used for school pur-
poses at Squantum have been flown by In-
structors Atwood and Burgess 611 and 81
miles, respectively, while the flve pupils and
guests have covered the following distances:

Miles.

Charles K. Hamilton 200

Albert Adams Merrill... 47

Dr. Percv L. Reynolds 67

John W. Meyers 28

Eugene Heth 105

Guests 102

Mr. J. V. Martin at the Waltham meet flew
the " Grahame-White Baby," designed and built
by Burgess Company and Curlis, while Mrs.
Martin has been provided with a full size
Burgess-Parman delivered from the Marble-
head factory. Earl Ovington, the third aviator
of note at "VS^altham, is negotiating ^wlth the
Burgess Company for a Gnome motor to re-
place his own motor which was recently dis-
abled.

WRIGHT SCHOOI. NOW AT BEIiMONT.

A. L. Welcli, aviator, arrived at Belmont tlie
middle of June with three Wriglit headless
machines, one of which is a regular exhibition

/^^-^i^t^

/7?^5<^'z

-^ --^

Wrig-ht Flexible Running- G-ear.

macliine, while the other two are highly finished
aeroplanes for delivery to customers. Tliree
purchasers are taking lessons now under the
instruction of Mr. Welch. These are supposed
to be William C. Beers, of New Haven, and
Richard Gallagher and William Crosby.

Turnbuckles are now being used on some of
the wires in the center section. All metal parts
are nickel plated, even the guy wires. The
cloth wliich has been used on all Wright ma-
cliines is now especially treated by the Good-
year Rubber Company. Even the Goodyear
tires liave "Wright Flyer" moulded in the
rubber. Each link of the nickel-plated chains
which go over the control pulleys is now com-
posed of three-clieek pieces instead of two as
in ordinary chains.

The Goodyear rubber springs as used on the
Wright machines measure 2V» in- outside diam.
by 11/4 in. inside diam., 2-in. face. These iiave
a strength of 500 lbs. and an ultimate stretch
of 10 in., and the cost is but 75 cents eacli.
Goodyear single-tube tires 20 by 2-in. are used.
Tlie Wriglit running gear is very flexible and
there is no danger of tearing off tires or
wheels by "side swipes," the rubber bands tak-
ing all the strain.

One of the two new machines belongs to
Alexander S. Cochran, the yachtsman, who is
now in Europe.

IiEWKOWICZ FIiIES HOUR.

The Aero Club of New York's grounds at
Nassau Boulevard, L. I., saw on Saturday, June
24, tlie greatest amount of flying yet seen in
one afternoon in the East outside of meets and
exhibitions. More than a thousand people were
present, by invitation, to see Tom Sopwith
carry passengers in his Howard W'riglit. His
were the only promised flights, and he kept
busy all the afternoon.

Lewkowicz, who has started a school here,
flew his 5-cylinder Anzani-engined Bleriot for
an hour, and was so high during the whole of
his flight that he could be made out with diffl-
culty bv the naked eve. He estimated his own
height at 5,000 to 6,000 feet. Hammond, a
student of Captain Baldwin, made several fine
circles of the field on his nintli flight. Mars
and McCurdy, as well as Captain Baldwin, all
made fliglits in the Baldwin machine. A. L.
Welch flew his Wright over from Belmont
with a young man by the name of Beattie,
who is about to purchase a Wright, and after
making some short circles and swoops landed
on the field. At the close of the afternoon
Welch and his passenger flew back and Ham-
mond took the Baldwin machine over to Min-
eola to its slied.

HAMII.TON FI.i:W OVER NEW BRITAIN.

Charles K. Hamilton made his debut in his
new Burgess-Wright biplane last month, and
after a half hour's practice had the new con-
trol well in hand. He said he <lid not find it
very hard to change off from the Curtiss ma-
chine to the Wright. He made his practice
flights at Squantum, Mass. There, witii At~
wood, one of the most latest gradual ?s from
the Wright school, Hamilton made a great
many cross-country flights; the longest was
when the two aviators flew from Squantum to
tlie Tedesco Club, about 30 miles away.

On June 14, Hamilton towed his big biplane
from Boston to New Britain, Conn., behind hi."i
automobile. He had to have his aeroi)hine in
New Britain on June 15 and could not trust to
the trains, so hauled it down himself. On June
15, Hamilton made a splendid flight witli his
Wright over his home town, circling around
the cliurch steeples and landing, after twenty
minutes in tlie air, at Walnut Hill Park. Again
on June 19, he flew from New Britain to Hart-
ford, circled over the buildings and started to
fly towards Springfleld, Conn., but had to re-
turn because his gasoline supply was ex-
hausted.

'ERONAUTICS

July, 10 1 1

$200,000 FOR CHICAGO MEET.

Two liundretl thousand dollars will be avail-
able to carry out the plans of the Aero Club
of Illinois for its meet at Grant Park, in tlie
heart of Chicago, August 12-20.

A new system of awarding money is to be
inaugurated. Each aviator will receive $2 for
every minute he flies during flying hours. If
the total due each aviator under tliis basis is
bigger than the amount of prizes he has earned,
he will receive the larger amount. Tlie prizes
total $80,000, and $100,000 has been raised al-
ready. The only arrangement in the way of a
guarantee is an offer of $500 to each entrant,
which would merely cover about the actual
cost of transportation.

The Wright Company is being ignored in the
arrangements for the meet, no license fee hav-
ing been paid them nor any arrangement made
for entry of any of their machines. Moisant
and Curtiss have been practically signed.

NEW UNOFFICIAL SPEED RECORD BY
BALDWIN.

Captain Baldwin took the Morsehouse-Mar-
tens Cup at the Columlnis flight exhibition.
May 29-June 3, for the fastest 5 miles around
the track, wliich he made in 5:32. One lap of
a mile was done in 59 seconds, representing a
speed of 61 miles per hour, which is a big ad-
vertisement for his Hall-Scott motor. This
was around a course with no watchers at thtj
corners.

Parmalee and Sopwith contested in a slow
race which was for 3 miles, Parmalee winning
by going it as slow as 5:51, while Sopwith took
but 5:49, quite a shave at that. Parmalee's
slowest lap was 2:02, an average of 29 miles
per hour. Parinalee also secured Governor
Harmon's and ex-Governor Herrick's silver
cups for excellency in bomb dropping and quick
start contests, which were held on all four
days of the meet.

Parmalee's Wright was equipped with a
Horton wireless outfit, and successful mes-
sages were sent froin tlie aeroplane.

AT THE MOISANT SCHOOL.

There are now, or will lie. rather, about the
end of June six jNIoisant monoplanes in use at
the school at Hempstead Plains, four of them
of 30-h.p. and two of them of 50-h.p. Of the
four 30-h.p. machines one is made heavy and
is intended only for the use of beginners, so
that they cannot possibly get off the ground
with it. The other three 30-h.p. machines are
lighter and all of them fly. Tlie five fireproof
concrete hangars, which are being erected, will
be completed by the 10th of July, and it is
hoped to start immediately thereafter on the
construction of a concrete club house for the
use of the school pupils, and of a grandstand
for the school aerodome, so that exhibitions
and meets may be held there. Tlie ground.s
have been rolled and are thoroughly prepared
for flying now, with V)oth a 21/2 and a 5-kilo-
meter course surveyed and laid out. It is ex-
pected that before the 15th of .July at least
three of the present Moisant pupils will be
prepared to ciualify for their pilot's licenses.
Included in this list is Miss Harriet Quimby,
the dramatic editor of Leslie's Weekly, the
first American woinan aviator.

The MoLsant aviators have entered in the
open Detroit aviation tournament, which starts
on June 29 and closes on July 4 — Rene Simon.
Rene Barrier. .lohn J. Frisbie, St. Croix John-
stone, A. Raygorodsky, a Russian biplane flyer,
and another aviator. It is the Moisant policy
to compete for prizes rather than for guaran-
tees, and to place aviation in the United States
on a competitive sporting basis rather than a
series of circus performances.

"Unless this method is adopted by every
aviator in the business, everyone in the United
States will tire of hippodrome performances
with the splendid vehicle wliich cannot possi-
bly take its place among accepted conveyances
unless its merits are established by competi-

tion and clean sportsmanship," says A. S. Le
Vino, press representative.

Roland Garros and Edmond Audemars mav
return to the United States at the end of the
present Paris-London tour, provided cross-
country prizes sufficient to warrant their com-
ing here at that time are posted. In the event
that no prizes are put up in this country before
July 15, Garros and Audemars will stay abroad
to (ly under the Moisant management in Moi-
sant machines for the rich prizes that are
posted in Europe. The JMoisant Companv is
prepared to bring Garros to the United States
as soon as a cross-country prize commensurate
with the distance to be flown is posted, and it
is suggested that a long cross-country race of
1,000 or 1,500 miles for prizes aggregating
$100,000 be arranged. For such a race at least
two Moisant aviators are promised, one of them
to be Roland G. Garros. Unless the foreign
competitions keep him too busy, Garros will
be here to fly in the Chicago tournament in
Avigust.

GOULD PRIZE EXTENDED.

As only one machine was promised to be
ready on July 4 for the contest for the $15,000
Edwin Gould prize, offered "for the most per-
fect and practicable heavier-than-air flying ma-
chine, designed and demonstrated in this coun-
try, and equipped with two or more complete
power plants (separate motors and propellers),
so constructed that any power plant may be
operated independently, or that they may be
used together," the offer has been repeated for
another year.

PLY OVER BOSTON.

The Waltham aviation meet was opened on
June 15 with flights by Earle L. Ovington and
Harry N. At wood over the city of Boston.
Ovington dropped a message to the Boston
"Journal" from an elevation of 3,000 feet dur-
ing a sensational flight over the city from the
Waltham field, lasting more than half an hour.

Less than an hour after Ovington's flight.
Atwood left the field on the Squantum marshes,
passing over South Boston and Dorchester, he
circled the State House and continued to the
field at Waltham.

James V. Martin, vice-president of the Har-
vard Aeronautical Society, and hailed about
the sheds as "the man who came back," also
flew in this meet, flying a Grahame-White bi-
plane built by the Burgess Co. & Curtis.

Early in the day Atwood made a cross-coun-
try flight with Dr. Percy L. Reynolds from the
Squantum field, covering a distance of 45 miles.
Dr. Re> nolds is one of the pupils at the Bur-
gess school in which Mr. Atwood is instructor.

Charles K. Hamilton and Harry X. Atwood
inade a cross-country flight on June 7 in the
Burgess- Wright machine owned by Hamilton
from the field at Squantum to the Todesco
Country Club. The distance covered was ap-
proximately 30 miles. As the machine is fitted
with duplicate control both aviators took turns
in handling the machine. The flight was filled
with many stunts, racing with trains, etc.

The new Mathewson headless biplane at Den-
ver was given a very successful trial on June
13. With George Thomson as aviator, the ma-
chine was sent out in a stiff breeze and at once
demonstrated its ability to negotiate a high
wind better than any machine heretofore tried
out at this altitude. Thomson flew for 22 min-
utes, attaining an altitude of several hundred
feet. The machine proved so successful that
this type will be used in future in all the ex-
hibition flights of the Mathewson aviators.
The headless machine is equipped with an 101-
bridge Aero Special, 40-60 h.p.

The Kansas City Aviation School has a real
French aviator for instructor at the training
camp at Overland Park. They have secured
Henri De la Roche, formerly of the Bleriot
school, to teach the students how to fly and
how to land safely.

AERONAUTICS

July, ipii

The Aerodrome at Garden City Estates.

NOT a shed is to be had at any of the
grounds near New York. Mineola, the
home of the Aero Club of America and
tlie Aeronautical Society, Nassau Boule-
vard, where Is situated the new Aero Club of
New York, and Belmont Park, where the
twenty sheds erected for the meet last fall are
filled, are seeing daily flying by experienced
aviators as well as by amateurs.

Next to Belmont, Nassau Boulevard has the
biggest aggregation in its ten sheds, and ten
more sheds liave already been started. The
field, while a little small in one direction for
learners, has been rolled very smooth, and the
cafe in the club liouse, to which the members
of the Aero Club of New York and their
friends have access, is a great boon to would-
be and "is" aviators who find flying dry
sport.

On June 10 the club had a formal "opening,"
with flying by Baldwin, Shriver, Russell and
Lewkowicz.

AT NASSAU BOULEVARD

Ladis Lewkowicz, who is conducting a school
with a Bleriot machine, has been making short
flights, tuning up his new 5-cylinder Anzani.

A 4-cylinder Curtiss is in the next shed,
belonging to George Russell. A novice, Mr.
Moore, has a Curtiss-type machine with which
he has made some excellent short flights. The
third time out he made a circle, flying over
the sheds. Alexander Williams has a machine
and engine of his own make. A sort of gate
control operates his stability device. The ele-
vators, similar to that of a Bleriot XI, may
be moved either in conjunction or in opposite
direction.

Harry M. Horton now owns the old Wilcox
'plane, which is being rebuilt and fitted with
an 80-horsepower Hall-Scott motor. A new
Parman-type landing gear is to be put under
it, with 4 by 20 in. Goodyear tires.

Sopwith, "Tom," comes after Horton, wilh a
Howard Wright, which he wrecked at the
Columbus affair. He has made no flights here
as yet.

The Aerial Exhibition Co., of 1777 Broadway
New York, has a Curtiss-type fitted with "a
6-cylinder Kirkham nearly completed.

A new monoplane, of beautiful construction,
along the general lines of a Bleriot, with a
modified landing gear, fitted witli a 7-cylinder
rotary engine of his own make, is being assem-
bled for its designer, W. Irving Twomblv of
220 Kast 41st street. New York.

The Church Aeroplane Co. has just completed

a Curtiss-type for A. N. Ridgely. This fol-
lows the late Cvirtiss, with shortened front
outriggers, single elevator and fan tail, fitted
with a 6-cylinder Kirkham.

Howard Dietz, of Mill Road, Hempstead, L.
I., has a monoplane over which is fitted a
hollow mast containing a parachute.

A Bleriot copy, built by the Queen Aeroplane
Co., is laid up with a broken gear in the
3-cylinder Anzani.

A new stunt in running gear has been
brougtit out by the Aerial Exhibition Co. and
A. Williams. Instead of two wheels eacli side
of a skid, as in the usual Farman device,
there are two skids and a single wheel is
placed between, with the ordinary rubber
sliock absorbers employed in the usual fasliion.

THE MINEOLA FIELDS

Hadley & Blood have been cutting down
their big Farman-type with the Roberts motor.

A number of students have been taking
lessons from Capt. Baldwin, who returned from
Columbus on June S with liis smashed ma-
chine. It was put in shape in one day by
tlie Wittemann Brothers, who made the 'plane,
and on the lOtli he flew over to Nassau Boule-
vard, along with Tod Shriver, who has just
returned from the Orient, and both made
flights on that day before a tliousand invited
guests and members of the Aero Club of New
York wlio came down to see the grounds and
some flying on this, the opening day. Lew-
kowicz got his 5-cylinder Anzani-engined
Bleriot going after a while, but did not get
a quarter mile before his motor stopped and
lie made a very flat glide to earth in a nearby
street newly cut through. Russell also en-
tertained the crowd with a fliglit or two. Both
Baldwin and Sliriver flew back to tlieir Min-
eola sheds after the affair was concluded. The
Sliriver machine is the ordinary Curtiss type
with Hall-Scott 60-horsepower motor, witli
which tlie Baldwin machine is also equipped.

One of Baldwin's students. Hammond, has
already made some fine fliglits.

Dr. H. W. Walden is building another mono-
plane of the same type, with a 4-cylinder Hall-
Scott motor.

The Curtiss-type built by students of the
Aeronautic School of Engineers is still being
repaired.

Walter T.,. Fairchild has made some changes
in tlie monoplane, bringing the bottom of the
frame closer to the ground. No flights have
yet been made tliis month.

AERONAUTICS

July, ipii

Two Antoinettes of Harry S. Harkness are
now reposing peacefully in their shed.

St. Croix Johnstone has been making great
llit;hts and has acquired a whole lot of ex-
lit'iience since he attached himself to the
.Moisant company. During the international
polo game lie flew over tlie field at Westbury
and dropped some carnations during an Inter-
mission in tlie game. Teaching is going on
early every morning at tlie Moisant school.

BELMONT FLYERS

Arthur Stone has been doing good flying
with the Bleriot copies made by tlie Queen
Aeroplane Co., of Fort George, N. Y. On the
18th he made a 26-minute flight with an
Anzani engine — an American duration record
for this motor.

Earle Ovington, who has a shed here, has
been away flying some dates.

A. B. Salliger has a big headless biplane,
with a 100-horsepower Emerson engine, spread-
ing 36 ft. by 61/2 ft. by 6 ft. between planes.
The engine, witli Mea magneto, pulls to the
limit of the scale, which is 500 pounds. Tlie
tail is a biplane, with the elevator hinged to
tlie rear tliereof. Steering and operating
ailerons is done by one universally mounted
lever. The fittings are of light cast bronze.
Tiie landing gear is unique and very heavy.

A nicely built miniature Farman type has
been built by tlie Moroli Aeroplane Co., of
303 Fifth avenue, New York, with a 4-cylinder
water-cooled V-sliaped Anzani 30-horsepower
motor, G. and A. carburetor. Ailerons are
fitted to upper wings only. All struts are of
Honduras maiiogany, the planes are covered
one side only witli Naiad fabric, wliile Good-
year wlieels and shock absorbers are used.
Chrome leather is used for hinges for ailerons
and rudder instead of metal.

Fred Shneider lias two Curtiss-types, witli
Elbridge engines. One of these lias been doing
sliort flights with Tony Castellano as aviator,
who lias purcliased the macliine. Twin El
Arco radiators are noted on one of tliese and
tlie usual Curtiss style landing gear has been
changed for a shock absorbing arrangement
very similar to the Farman. Hartford tires
are standard, with Gibson propellers and
Bosch magneto.

Elevator on Salligper Headless Biplane.

W. J. Diefenbach and Harry Bachand liave
a well-built Farman copy, with a 6-cylinder
Kirkham. Tlie tail is a single surface, with
the rear part acting as an elevator in connec-
tion with tlie front one. Bacliand spent two
weeks at tlie Kirkham factory to rusli along
his motor, witli wliich he is greatly pleased.

John H. Davis, agent for tlie Hall-Scott
engine, has a monoplane of novel construction.
Everything about the fuselage is triangulated.

A large passenger-carrying Farman copy is
in course of construction by Dr. William
Greene.

Anotlier shed is occupied by Joseph Novo-
selsky.

Horton Turnbuckle Iiock.

Romaine Berger is still at work on a Bleriot-
type, and a man named Charles Silversteine,
of 70 East Fourth street. New York, has a
curious machine, resembling notliing else so
much as a turtle. Another experimenter has a
monoplane shaped like a triangle as to the
plan view.-

Morok Uses Leather for Hingres.

A beautiful little monoplane has been built
bv the Johnson brothers, who came to Bel-
rriont from San Francisco. The fuselage re-
sembles that of the Bleriot XI closely, while
the landing gear is like that in the Hanriot,
with 4 by 20 in. Pennsylvania wheels. The
wings are single covered, wntli a varnished
linen. The power plant is a 3-cylinder Anzani
with G. and A. carburetor.

The tail-less biplane of Wilbur R. Kimball,
twin propellers, is ready for trial. The vertical
rudders are placed between the planes at
the end, hinged to the front strut. They
can swing inward toward the center of the
machine bv pulling the control wires or by
the force of the air if a change in direction
is made during flight. They can not swmg
outward for they are prevented by the cross
guyins between the outer front and rear struts The
steering gear for these vertical rudders is
unique. Two-foot levers are pivoted at a
central point. To turn to right, one pushes
outward on the left foot, and vice versa.
A coiled spring attaching the cable to the
rudder pulls it back into stream lines after
the foot pressure is taken off. The ailerons
are positivelv operated downward only, the
air pressure "lifting them, as in the Farman.
A stop is arranged, however, to prevent their
pulling down too far or hitting the ground.
Goodyear tires ^nd shock absorbers are fitted.

10.

AERONAUTICS

July, ipii

AROUND ST. LOUIS.

The Benoist school at Kinloch Park, Mo., is
as Inisv as a bee. An ever-increasing number
of pupils are being enrolled and many are
making successful llights. One of the students
is a Denver woman. Two sheds are occupied
by the Aeronautic Supply Co. with Mr. Ben-
oisfs machines, with American-British and
Roberts motors.

The Goodrich Brothers, of St. Louis, have a
Farman-tvpe and has shown itself to be a suc-
cessful flyer. Charles Kuhno has his seventh
machine at the same place, a Farman-type,
with a 4-cvlinder Hall-Scott motor. C. I.
Sweinhai-dt has a Curtiss-type with a Maxl-
motor. H. A. Robinson has the Curtiss ma-
chine he bought, with the 8-cylinder Curtiss
motor. L. L. Prince has the Bleriot copy he
built, with Boulevard engine. A monoplane
has been built by C. O. Prouse, with Elbridge
engine.

On June 19 the first circular flight of Charles
A. Zorne's new Elbridge-engined biplane was
made in public by Hugh Robinson. Mr. Robin-
son made a couple of straightaway flights to
test the machine, and then circled the field a
couple of times. The machine is equipped with
an Elbridge "Featherweight" engine, taken
from Zorne's last year's machine.

Otlier machines here include a Demoiselle-
type and two disassembled machines.

At East St. Louis, 111., are located .1. N.
Sparling witli his school, and J. W. Curzon,
who was the first Amei-ican to bring a Farman
to this country, the Michelin winner of 1909.
Both machines have been doing flying during
the inonth past.

CHICAGO FLYING.

The permanent aviation field located in
Cicero, neaf Chicago, is now open and in full
swing. Every shed is filled and there is but
one macliine on the ground that has not Vjeen
in the air. Cicero, although not yet a part of
("liicago, is almost surrounded by the city and
tlie new field is but a short distance from the
old Hawthorne race track, wliere the Chicago
novices practiced most of the winter. Several
short flights liave been made at tlie new field
lately and there was also a notable cross-
country flight by Harry Cowling, instructor in
the Chicago School of Aviation.

Cowling was invited to dinner in Cicero on
.Tune 9 and flew tlie 7 miles over from Haw-
thorne with his lOlbridge-engined biplane. On
.lune IS he made another flight of nearly 1 .'>
miles over the city of Benton Harbor, Mich.,
and surrounding towns.

I.,enard, the builder of a baby headless bi-
plane and :i 4-cylinder air-cooled motor used
in driving it, had tlie flrst accident since the

B^fKi srn/p

' PERU ott Top or^ PLa^e.
5_^ ^'^'■OTH TOP oVLy

The Johnson Brothers' Control and Skid.

field opening while trying to fly in a higii wind
a day or so ago. The outrigging and a Para-
gon propeller were smashed, but the driver was
uninjured. Otto W. Brodie was out the same
day for several flights in his Gnome-eQuipped Farman.

The following men are at the new field:
Haiold McCormick, monoplane. Gnome engine,
I';uMgon propellers; Young-Hearne biplane,
Hall-Scott engine. Young propellers: Franco-
American Aviation Company, Otto W. Brodie,
aviator, Gnome-engined Farman, Paragon and
Requa-Gibson propellers: Lenard, headless baby
biplane, with Lenard air-cooled motor. Paragon
propellers: Aeronautical League monoplane,
Valkyrie type, no engine: D. Kr«amer, Curtiss-
type biplane. 50-h.p. Harriman engine and pro-
peller; D. Kreamer, Curtiss-type. Boulevard
motor, Paragon propeller: International Aero-
plane Manufacturing Company, Curtiss-type,
Roberts engine. Paragon propeller; Aeronauti-
cal League, biplane, no engine; William Mat-
tery, Curtiss-type, Harroun engine. Paragon
propeller.

The Modern Scliool of Aviation and the In-
ternational Aeroplane Manufacturing Company
have merged and are now known as the Mod-
ern and International Schools of Aviation,
CoinI)inod.

IN AND ABOUT SAN FRANCISCO.

Activity in aviation has been more or less
hindered in the near vicinity of San Francisco
by reason of the lack of suitable grounds or
practice fields, such as Minco'a or Doniinguez.

*=^

iii'jii

A Iiockingf Wire Tightener made by Wittemann
Bros, for Capt. Baldwin and others,

lERONAUTICS

July, iQii

Selfridge Field, used for the San Francisco
meet, was cliosen by persons wlio l^new noth-
ing of aviation and could not be told. This un-
fortunate selection was tlie cause of the nu-
merous accidents to botli professionals and
novices. Witli very few exceptions, experi-
menters have had to go some little distance
out of the city for suitable grounds.

Fred. Wiseman, the best l<nown of local fly-
ing men, served his apprenticesliip at Petaluma
and Santa Rosa; Clarence Walker at Palo
Alto; Ivy Baldwin at Alameda. Prof. J. J.
Montgomery, of Santa Clara College, wlio has
international fame as one of tlie pioneers in
aviation, is expected to resume experimenta-
tion in aeronautics sliortly. Eugene Ely, the
aviator, is a well-known San Franciscan.

Among the novices wlio have liad some de-
gree of success miglit be mentioned Young,
Smith, Fortney, Case, Free, O'Brien, Crosby,
Clarke. Loose, Hagen of San Francisco, Peters
of Santa Rosa, MeyerhofCer of Oroville, Kerns
of Clilco, Hall of l''resno, Brewer and Guey of
Oakland, Timothy of San Mateo, Gordon of
Bostonia, St. Henry of San Diego. A note on
tlie macliines used by the above appears below.

Clarence Walker, a professional aviator, is
touring Australia with an 8-cylinder Curtiss
machine.

Fred. Wiseman, using a Farman-type ma-
chine of his own make, with a Hall-Scott 8-
cylinder motor, is touring tlie Northwest.

Touring California is Ivy Baldwin, profes-
sional aviator, witli a Curtiss-type machine of
his own make.

^- -I- , -

"Camasco" All-Steel Strut and Beam Connector.

Frank Johnson, who flew a 4-c>iinder Cur-
tiss, has retired from the profession.

R. St. Henry is on an exhibition tour with a
genuine Curtiss machine. Re.x Young is prac-
ticing short flights with a 4-cylinder Curtiss.
S. Smitli has made some sliort fliglits with a
Curtiss, equipped witli 4-cylinder Curtiss mo-
tor and Gibson propeller.

J. Clarke has made some short fliglits witli
a Farman-type machine of his own, fitted witli
a 4-cylinder Elbridge engine and Gibson pro-
peller. Orver Meyerhoffer is making sliort
flights with an original triplane made by tlie
"Camasco" people and fitted with a 6-cylinder
Elbridge engine, Gibson propeller. G. H.
I.iOose, wliile making some short flights re-
cently, wrecked his Farman-type machine.

The I''arnian-type of C. O'Brien, equipped
with an 8-cylinder motor, lias been wrecked.
T. Kerns lias been practicing short fliglits and
turns witli his home-made Curtiss-type ma-
chine, using a 4-cylinder Elbridge motor and
Gibson propeller.

Roy Brewer damaged liis Farman-type ma-
chine, wliich had an automobile motor and pro-
peller of his own design, while making some
short flights.

The Farman-type macliine of C E. Hagen,
fitted with an automobile engine and propeller
of own design, was wrecked while some short
flights were being attemyited. The sliort fliglits
of Fung Joe Guey. in his Curtiss-type macliine,
have not been publicly observed. Louis Fort-

ney wrecked his Antoinette-type machine,
equipped with an automobile motor and pro-
peller of own design, trying to make some short
flights. S. R. Timothy is practicing short
flights with liis Antoinette-type machine of
local make, equipped with an S-cylinder Cur-
tiss air-cooled motor.

Several short flights have been made by I>.
H. Gordon in his Curtiss-type machine, fitted
with 4-cylinder Curtiss engine and own pro-
peller. On account of lack of power, W. C.
Wheeler has not been able to fly with his
Bleriot-type machine, which has an automo-
liile engine and propeller of own design. J. W.
Hudson is building, a new engine for his
Bleriot-type machine, and will use a Gibson
propeller. T. R. Goth has an original hydro-
aeroplane which is equipped with a local en-
gine and will be fitted with his own propeller.

The Berg'er Monoplane Has a Brake and a New
Tumbackle.

The original multiplane of C. E. Lambreuth,
which has an autoinobile motor and local pro-
peller, has been poorly designed.

George AVagner is now building an original
multiplane which will liave two Adams-Far-
well revolving motors and Paragon propellers.
A machine of the Demoiselle type is now being
built by M. P. Desmet, and is to have a De-
troit "aeromotor" and propeller.

Tlie Bleriot-type machine of John W. Ham-
ilton, which has an Elbridge "Aero Special" of
4 cylinders and Gibson propeller, shows every
possibility of proving a success. P. L. Criblet
is building a Curtiss-type machine and will use
a 4-cylinder Elbridge engine and Gibson pro-
peller. A Curtiss-type machine is now being
built by the Diamond Aeroplane Co., and will
be fitted with a 4-cylinder Elbridge engine and
Gibson propeller. Ed. Dony is building an
original monoplane and will use an automobile
engine. An original monoplane is being built
by S. Doi which will be equipped with a 3-cyl-
i rider Elbridge engine and Gibson propeller.

J. A. Froberg is building an original mono-
plane. W^. A. Merralls is constructing an orig-
inal biplane and will use his own propeller, as
is E. H. Morton. E. L. Reidling is construct-
ing an original monoplane. IMr. Stewart is an-
other who has an original biplane, not yet
tried. Leever's original biplane, fitted with a
Holmes rotary motor, has not yet been put to
a test.

The Curtiss machine of P. J. Butler, the
Demoiselle of Siefert & Rybitcki, fitted with an
automobile ensrgine and Gibson propeller, the
Bleriot-type of P. F. Gillette, the Demoiselle
of Sullivan & Erickson, the original biplane of
Frederickson. which will have a power plant
of own design, and the original monoplane of
the California Aero Manufacturing & Supply
Co., which will liave an Aero Special motor and
Gibson propeller, to be used for experimental
work only, have not yet been tried out.

Knieling it Pillsbiiry ai-e building an original
biplane to be fitted witli power plant of own

BACK

ELBF

CHAS. F. WALSH, Los Angeles

HE only real test of an aviation engine that is cone t
Engines have been used in more successful amate

successful flig i

Back

View

4 Cyl.

"Aero

Special"

cally every p ]
titudes, andui j

d We gu I
Engines wi i
type of M( 1
size and w

C Write for cat.
Aviation" or cal

GEORGE SCHMITT, Mineola, N. Y.

ELBRIDGE

10 Culver 1 1

Jas. M. Wait Co.
Chicago

Mathewson Auto Co.
Denver

Cal. Aero Supply & Mfg.
San Francisco

In aiisK'criiifr advcrliscmcnts please mention this magazine.

AERONAUTICS

July, ipil

IGHTS
^IMS FOR

ENGINES

MATHEWSON BIPLANE, Denver

il flight. "Elbridge Featherweight" and "Aero Special"
lights, in the United States, than any other, and these
lade in practi-- ^^^^^ .^, \ A A

View
4Cyl.

iry, in all al-
:ier conditions.

• of these
J, standard
, of proper

"Feather-
weight

lerican Amateur

COMPANY

ler, N. Y.

e Engine Supply Co.
Los Angeles

arman & Bowes
Philadelphia

A. P. Homer
Boston

WM. EVANS, Kansas City

In answering advertisements please mention this magazine.

AERONAUTICS

July, igii

design. P. Takahashi is constructing an orig-
inal biplane.

A "dirigible helicopter-aeroplane" of own de-
sign is being built by one Murray, and will
have three auto engines and three propellers.

A Wright-type machine is being built by
Sutro & Kierulf which will be fitted with an
automobile engine.

A Curtiss-type machine is being built by the
California Aero Manufacturing & Supply Co.
which will have an Elbridge "Aero Special"
motor and Gibson propeller, and used for pro-
fessional work. In this machine a change in
metal strut socket and beam connection has
been evolved. The piece of steel "A" in sketch
is bent double and inserted in a slot in the
strut. A ferrule keeps the end of the strut
from splitting. The "insert" being rectangular
In section, the strut is prevented from turning
round as it would if it were a round pin. This
does away with cast socket-, is neater in ap-
pearance and saves the v.z2 of a bolt through
the beam.

Sprague & Lekas, of San Francisco, are build-
ing a Bleriot-type machine, spread 30 ft. fore
and aft, 27 ft, 3 in. The machine is of some-
what crude construction and parts will un-
doubtedly have to be changed, as they are con-
structionally weak. The square fuselage is
very rigid and strongly built, but is probably
too narrow for the aviator's comfort or engine
setting.

(liiiiii([(|(/(l(f(/'%

*-^^i. /C07

Kimball Budder System.

The planes: cliord 7 ft. 6 in., camber 6i/4 in.,
37 Vi In. back from entering edge. Have five
wing bars or beams, tlie first being %x2% in.;
second, %x2%; third. 2y8xy8; fourth, 78x1%;
fifth, %xiy8. The planes, unlike most of the
rest of the machine, as can be seen from the
foregoing, are quite strong enough. Ribs about
15 in. apart. Tlie rear construction, or em-
penage, differs from the Bleriot in that it is
much larger and that tlie center section is
movable and constitutes tlie elevator, while the
ends are used for lateral balance, moving in
opposite directions. This scheme, to the writer,
is very doubtful even if the frame were wider
and properly cross-braced. The torsion would
be very perceptible and would cause excessive
twisting stresses on the fuselage, and, aside
from this, it is improbable that it would work
properly.

An odd feature in the running gear is the
use of solid iron connections to the wheels,
which are 20 in. in diameter. Tlie size, %x%.
Is very heavy, and it is doubtful if it has the
strength of the usual tubing.

Jolin W. Hamilton, of San Francisco, is put-
ting the fini.shing touches to his Bleriot-type
machine in tlie shop of the California Aero
Manufacturing & Supply Co., the machine be-
ing practically a duplicate of the original
Bleriot cross-channel type. An Elbridge Aero
Special is installed.

S. R. Timothy, of Palo Alto, made a short
flight on his big monoplane, purchased from
the California Aero Manufacturing & Supply
Co. recently. He rose to a height of about
15 feet and flew steadily for about 600 feet.
This was Mr. Timothy's first attempt at flight.

Charles W. Walsh is flying in Portland, Ore.
Mr. Walsh has been doing some very fine fly-
ing and is making a hit. He has left for Vic-
toria, B. C, for a two days' exhibition, thence
to Seattle.

Jack De Pries, who is connected with the
Manning Bros., is now practicing, and as soon
as proficient will start on the road with Mr.
Walsh. Mr. Walsh stays up for 15 minutes at
a time, and makes very good landings. He is
not particular about the country he flies over,
as he is doing a lot over mountains and for-
ests. In one flight his rudder cable slipped off
the pulley and got jammed, making steering
impossible with the rudder. He was able to
pull it enough to one side to enable him to
make a very large turn, wliich took him sev-
eral miles out of his way, and by using liis
ailerons as a lielp in steering, lie managed to
return to the enclosure and land safely.

IiOS ANOEI-ES BOOMINa.

Aviation is booming in tlie neighborhood of
Los Angeles. Great progress has been made
since the meet last December. There are at
present more than a dozen amateurs who have
made successful flights.

Clias. P. Walsh has graduated to the pro-
fessional ranks and is now touring Oregon.
Beryl Williams and Edward Loudinclos have a
splendidly-built Curtiss-type machine of their
own construction, with which Williams has
been making some very good fliglits. Earle
Remington has Radley's Bleriot. He has had
several smashes in trying to learn its tricks.
William Stevens has a steel monoplane of his
own construction which will be tried out in
the near future. Remington has anotiier small
inonoplane somewhat on the order of the
Bleriot, fitted with a 5-cylinder motor, built
by C. H. Day, a local man. This machine is
used for short practice flights.

C. M. Crosson is making successful flights
with a large Farman-type machine, and hopes
to try for his pilot license in tlie near future.
Harry Holmes has been flying a monoplane of
unique design which was constructed by
Charles Skoglund for Harry V. Schiller. Bob
Greer has a monoplane equipped with a 40-h.p.
automobile engine. So far only short flights
have been made. J. Gage has ordered a more
powerful engine for his machine, as the oM
one was too small. This machine is very well
and solidly built, and it is Mr. Gage's intention
to start an aeronautical school. Bernard Bir-
nie, of Long Beach, has a machine of his own
design and construction. The most noticeable
feature is the employment of metal ribs.

J. J. Slavin's machine has made several short
flights. This machine is equipped with an au-
tomatic lateral stability control, which has not
as yet been thoroughly tested on account of
the motor being too small to keep the machine
up on the turns.

The death of Mattie Hartle was the first
tragedy in the local colony.

The Aerial Construction Co., of New York is
another instance of an automobile concern
launching out into the fleld of aeronautics.

F. T. Sanford, the president of the F. T. San-
ford Automobile Company, is the leading spirit
in the new Aerial Construction Co., which has
taken a lease upon an additional building in
West Forty-third street to be devoted exclu-
sively to aeronautical work.

For the past six months Mr. Sanford has
been turning out propellers which have shown
up well in comparative tests for design, con-
struction and finish.

From a visit to the works the new concern
evidently means business, and with well-estab-
lished reputation for thoroughness and atten-
tion to details, one may predict a prosperous
future for the tompany.

AERONAUTICS

July, igii

Htj^r^^H^

NEW COMPANIES ORGANIZED.

Moisant Company $1,000,000 Concern.

The Moisant International Aviators was in-
corporated under tlie laws of the State of New
York in November. 1910, as the International
Aviators. Its capital stock at that time was
$250,000. all paid in. Permission has been
secured from tlie secretary of state, of New
York, to cliange the name of that corporation
from tlie International Aviators to the IMoisant
International Aviators, and to increase the
capitalization to $1,000,000, of which $,'^00,000
is 7 per cent cumulative preferred and $500,000
common stock. The increased capital is to be
used for the erection of a tiioroughly up-to-
the-minute factory, wherein they can make
their aeroplanes from propeller to tail, includ-
ing propellers, motors and everything that
goes into an aeroplane except the fabric. It is
quite possible that they will manufacture the
wing and tail fabric as well. Manufacturing
riglits of several aeroplane power plants have
been acquired, and tlie best of tliese will be
developed and manufactured by the Moisant
factory. It is planned also to increase the
number of aviation schools to ten, exactly
similar in appointment, course of instruction,
etc., to the present scliool at Hempstead Plains.

The board of directors of the Moisant In-
ternational Aviators has been increased from
three to seven as follows:

Alfred J. Moisant, president and treasurer;
Adolph E. Wupperman, secretary and general
manager; W. .1. Taylor, capitalist. No. 3 Broad
street. New York City; H. W. Jacobs, assistant
superintendent of motive power, Atcliison,
Topeka & Santa Fe Railway, Topeka. Kans. ;
Edwin E. Bush, assistant general traffic mana-
ger, American E.xpress Company. No. 65 Broad-
way, New York City; James S. Herrman, trus-
tee of the Union Dime & Savings Bank, No.
407 West Fourteentli street. New York City;
Cliristopher J. Lake, vice-president of the Lake
Torpedo Boat Companj-, Bridgeport. Conn.

At a meeting of tlie directors, held June 16,
it was unanimously decided to increase the
manufacturing and school facilities of the
company, and to devote their energy to the
manufacturing and sale of Moisant aeroplanes,
the directors authorizing a progressive pro-
gram for the next 12 months.

McCurdy-Willard Partnership.

J. A. D. McCiirdy, one of the original mem-
bers of the Aerial Experiment Association,
who. at its dissolution, took up exhibition fly-
ing for Glenn H. Curtiss for the purpose of
securing greater experience on tlie actual op-
eration of macliines, has joined liands with
Charles F. Willard, the first man in this coun-
try to give exliibitions of flying, and they
have formed a company called the McCurdy-
Willard Aeroplane Company, at No. 1780
Broadway, New York City.

This company will conduct exhibitions for a
while on a large scale, making tliem more in
the nature of real meets, and will have as-
sociated witli tliem four other aviators of
reputation who are now flying exhibitions.

C. F. Willard & Co. and the McCurdy Aero-
plane Company have also been formed to
manufacture aeroplanes from designs of
Messrs. Willard and McCurdy. The McCurdy
machine will be of tlie headless biplane type,
with a direct connected propeller in the rear.
The elevator will be placed just forward of

the rudder, and there will be no fixed tail
surface. The macliine will spread 25% ft.
The first macliine is promised for the middle
of July, and is now being built in the shops
of tlie Queen Aeroplane Company, at Fort
George. No ailerons or plane warping will be
used for stability, but the ribs will extend
back of the rear beams considerably and will
be warped.

The Willard company will build a biplane de-
signed by Willard of the headless type with
two sliaft and gear-driven propellers in front.
There will be no shoulder control on this, all
stability and control movement being obtained
by a universally mounted steering post. This
machine will be ready .luly 1. They will be
built in two sizes for one and tliree men, re-
spectively. Botli machines will be fitted with
Gnome engines.

OTHER NEW CONCERNS.

Eagle Aeroplane Company, Brunswick, Ga.;
$100,000. Incorporators, John M. Biggs, P. J.
B. Morris, C. A. Lincoln, J. H. Worden and
Lieut. Edward Shelnutt.

International Aviation Meet Association, No.
64 East Congress street, Chicago, 111.; for the
purpose of conducting an international meet on
August 12-20, 1911.

Aerial Construction Companv, No. 44 West
Forty-third street. New York City. F. T. San-
ford, proprietor.

Brooke-Kuhnert Company. No. ,321 South
Wabash avenue, Chicago, 111.; motor manufac-
turers.

American Motors and Aviation Companv, 206
McPhee building, Denver, Colo.; $100,000; to
make aeroplanes, motors, etc. Incorporators,
M. F. Murray. W. J. Aujand, M. C. Dolan, E. L.
Aujand, Joe Murray, H. V. Kennedy and P.
Devault.

H. Angus Conners Aviation Company, Bos-
ton, Mass.; $50,000. Incorporators, Frank S.
Corlew and H. A. Conners.

Morok Aeroplane Company, No. 303 Fifth
avenue. New York City.

The Mercury Aviation E.xhibition Company,
$20,000, Brooklyn, N. Y. Directors: R. A. Mac-
Gregor, of Brooklyn; James E. O'Brien and
William A. Walirow, of Manliattan.

Wildwood Aero Company, Wildwood, N. J.,
to promote tlie building of a compound biplane
invented by Aviator Bowman. Officers include
.1. Thompson Baker, president; Robert Kay,
secretary; Wilbur Young, treasurer; O. I.
Blackwell, solicitor.

The Bachclder Aeroplane Company. Cleveland,
Ohio. $20,000. J. E. Bachelder, B. J. Guthery,
W. C. Malin. G. E. Mann and E. R. White.

Kays Exhibition Aviators Companv, 140
Broadway, New York City, $100,000.

Pacific Aeroplane Company, San Francisco,
Cal., $50,000. Incorporators include F. H. How-
ard, A. Knieling, E. C. Fabe and R. G. Reylard.

VANIMAN TO CROSS THE OCEAN.

It has been definitely announced that Melvin
Vaniman. chief engineer of tlie "America," in
wliich Walter Wellman first essayed to reach
the North Pole, and wliicli later lost when he
attempted to cross the Atlantic Ocean in It,
will again attempt to sail across the ocean,
and this time in a ..sliip which is being built
according to his own ideas. Tlie total expense
of the venture will be approximately $150,000.

His non-rigid dirigil)Ie, tlie parts of wliic'i
are already being built, will be equipped with
two 105-h.p. sleeve-valve Knight engines, and

AERONAUTICS

July, igii

will measure 268 ft. long by 47 ft. wide, ap-
proximately the size of "America," winch was
abandoned in midocean by the members of the
Wellman expedition last October. Its gas ca-
pacity will be 350,000 cu. ft., and it will be
capable of lifting 25,000 lbs.

"The crew will include myself," said Mr.
Vaniman, "a wireless operator, a navigator,
two mechanics, a cook and the cat which ac-
companied us on the previous attempt. Tlie
balloon will be completed on August 1, after
which time several trial trips will be made at
Atlantic City. The real start will be made in
October."

The Vaniman expedition, which is to cross
the Atlantic Ocean in a dirigible balloon, is
being financed by Frank A. Seiberling, presi-
dent of the Chamber of Commerce of Akron,
O., and of the Goodyear Rubber Company.
Besides being a capitalist and philanthropist he
is himself an inventor of distinction and has
long taken an interest in aeronautics.

Mr. Seiberling early became interested in
the rubber industry and he invented and
patented the quick-detachable rim for pneu-
matic tires which has done so much to make
automobiling pleasant and popular. Ever since
aviation became a practical reality instead of
a theory he has closely followed the develop-
ment of both the aeroplane and the dirigible.
He imported special machines for the manu-
facture of rubberized fabric especially for the
Vaniman dirigible and suitable for the wings
of gasless machines and for the envelopes of
balloons.

Naturally, Goodyear cloth is to be used in
the new Vaniman dirigible; of two different
kinds of fabric — one for the balonette, and
the other for the outer envelope. The balonette
cloth will be two-ply, and the other ' three-
ply.

BOOKS RECEIVED.

NOTE — Any of these books may be obtained
directly from' AERONAUTICS, 250 West Fifty-
fourth street. New York.

THE AEROPLANE, by Claude Grahame-
White and Harry Harper: Hvo., clotli. .519 pases, fully
illustrated, published at $.i..")0 by the J. B. Lippincott
Company. Philadelphia, I'a. To the miin who knows
nothing about aeronautics from a technicnl st,nndpoint
but, at the same time, has heard of "WHiite as
one of the world-famous aviators, this book
will be extremely interesting, both on account
of its text and the beautiful illustrations, and
will, in addition, not have his mind at all dis-
abused of the greatness of "Grimy" Wliite.
The 87 illustrations are the finest that have
appeared in any recent book, and of these more
than one-third are of Mr. White, of his ma-
chine, or of both. Why the book should have
White as author is not readily apparent, as
all the articles but three are by other men
such as Col. J. E. Capper, Louis Bleriot, Henry
Farman, Howard Wright, Holt Thomas. Louis
Paulhan, C. G. Grey and C. G. Grunhold.

What would have been a valuable section
of the book is a more or less complete list of
aviators, but apparently no serious attempt
whatever has been made to have this accurate.
One learns from this that Xiieut. Paul Beck
flies a Wright aeroplane, and that some "Mr.
Humphry" recently took up Colonel Roose-
velt. A man named "Kimball" is another
Wright pilot, while "S. .1." Moisant flies a
Bleriot. The fame of Ralph Jolinstone, Capt. Thonu-is S.
Baldwin, W. Starhng Burircss, William Hilliard. Karlc
Ovington and others has apparentlj' not
reached Messrs. White and Harper.

WHITE MOTLEY, by Max Pemberton; 8vo.,
cloth, 314 pages. Published by Sturgis &
Walton Co., 31 East Twenty-seventh street.
New York City, at $1.30 net. An absorbing
novel, with an aeroplane of 1913 type, the
vehicle of the hero in a hair-raising flight over
the Alps.

ROTATIONS FLUGMOTOREN, by Friedrich
Hansen. Pamphlet of 30 pages, with 27 pic-
tures, bound in paper; published at 40 cents
by C. .J. E. Volckmann Nachf. G.m.b.H., Ber-
lin W. 62, Germany. Special attention is given
the Gnome, of which photographs are shown
of every part. Other (principally German)
rotating motors are naentioned.

PEITT-ON VOLAR SANS AILES, par Paul
CoUiard. Eight vol., paper, 108 pages, with
diagrams. Published at 3 francs by Librairie
Aeronautique, 32 rue Madame, Paris.

Les accidents d'aviation si nombreux, et
souvent mortels, qui viennent d'assombrir la
fin de I'annee, appellent I'attention du public et
surtout des specialistes de I'aviation sur le
nouvel ouvrage qui vient de paraitre: "Peut-on
voler sans ailes?"

L'auteur etudie les differents modes de
sustentation d'un corps pesant dans I'air et
demontre la possibilite de realiser ce qu'il
appelle: La sustentation en vitesse.

Cet ouvrage donne lieu a un debat scienti-
flque interessant, et tous ceux qui s'occupent
d'aviation voudront le lire, pour prendre parti
pour ou contre la theorie de I'Aerolet.

FLYING APPARATUS OF THE BLOW-
FLY, by Dr. Wolfgang Ritter. Published by
the Smithsonian Institute, Washington, D. C,
from the Hodgkins Fund. This is the latest
of the many free publications on aeronautical
matters issued by the Institution; that is, a
contribution to the morphology and physiology
of the organs of flight in insects. It is
illustrated with many diagrams and plates.

BIRDFLIGHT AS THE BASIS OF AVIA-
TION, compiled from the experiments of Otto
Lilienthal, by Gustav Lilienthal. Large Svo.,
cloth, illustrations and plates; $2.50 net, from
Longmans, Green & Co., Fourth avenue and
Thirtieth street. New York City, . or from
AERONAUTICS. Contents include: Evolution,
introduction, the fundamental principles of
free flight, the art of flight and dynamics, the
force which lifts the bird in flight, general
remarks on air resistance, the wings considered
as levers, the energy required for wing mo-
tion, the actual path of the wings and the
sensible wing velocity, apparent effort of birds,
the over-estimation of the energy requisite for
flight, the work required for various kinds of
flight, the foundations of flight technique, the
air pressure on a plane surface moved per-
pendicularly and uniformly, air pressure on a
plane rotating surface, the center of pressure
on the wing during the down stroke, increas-
ing the air resistance by beating movements,
economy in energy due to accelerated wing
lift, the expenditure of energy for flight with-
out locomotion (hovering), the resistance of
the oblique movement of a plane surface, the
energy required in forward flight with plane
wings, the superiority of natural wings over
plane wing surfaces, the determination of the
wing shapes, the most favorable wing section,
the advantages of curved wings over plane
surfaces, the difference between plane and
curved surfaces as regards air resistance, the
influence of wing outlines, the determination
of the air pressure on birds' wing surfaces,
the air pressure on birds' wings determined
on rotating surfaces, comparison of the direc-
tion of the air pressures, the work necessary
for forward flight with curved wings, birds
and wind, the air pressure on a bird's wing
measured in the wind, the increase of lifting
effect due to wind, air pressure on the bird's
wing in calm air deduced from measurements
in wind, the energy required for flight on calm
air as deduced from the wind experiments,
surprising phenomena observed when experi-
menting with curved surfaces in the wind, the
possibility of sailing flight, the bird as our
model, the balloon as an obstacle, calculations
of the work required for flight, the construc-
tion of flying apparatus, concluding remarks,
addendum and index.

AERONAUTICS

July, igii

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Published by

AERONAUTICS PRESS, Inc

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ADVERTISING REPRESENTATIVES:

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No. 48 J U L Y . 1 9 1 1 Vol. 9, No. 1

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

C AERONAUTICS is issued on the 30th of each month
All copy must be received by the 20th. Advertis-
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AGENTS rOR "AERONAUTICS."

NEW YORK — American News Co., 15 Park PL;
Brentano's, 5th Ave. and 27th St.

ST. LOUIS — Aeronautic Supply Co., 3932 Olive
St.; H. F. Mardorf, 4068 Olive St.

JERSEY CITY — A. W. Castellanos, 231 Vir-
ginia Ave.

BOSTON— I. N. Chappell, 26 Court St.; J. F.
Murphy, South Terminal Station.

SAN FRANCISCO — Foster & Orear, Ferry
Bldg. ; San Francisco Stationery Co., 20
Geary St.; California Aero Mfg. «& Supply
Co., 441 Goldengate Ave.

CINCINNATI — J. R. Hawley News Co., 11 Ar-

MEMPHIS— R. M. Mansford, 26 S. Main St.
CHICAGO — P. O. News Co., 178 Dearborn St.;

H. S. Renton, 49 Wabash Ave.
BOISE — Rawl's, 917 Main St.
PORTLAND, ORE. — S. S. Rich, 267 Morrison

St.
SALT LAKE CITY — Sheppard, the Magazine

Man.
DALLAS — S. W. Aeronautic Supply Co., 214

Main St.
LOS ANGELES — Wlialen'.s News Agency, 233

S. Spring St.
WASHINGTON — Brentano's.
BERLIN — W. H. Kuhl, 82 Koniggratzerstr.,

S.W.
PARIS — Brentano's, Place de I'Opera.
LONDON — Aeronautics, 27 Chancery Lane: Cieo.

H. Scragg, 12 Newgate St., London, E. C.
BERNE — A. Francke's Sortiment.

Frank A. Krause, 21 years old, of 4325 East
Eighteenth avenue, Denver, Col., is building a
big machine, similar to the Wright, he saf.'s,
with a a wing spread of 32 ft. The planes will
be 6 ft. the other way. It will be equipped
with a 40-60-h.p. Elbridge engine.

Frank Fitzsimons, who has been flyin.g witli
an Elbridge "Featherweight" at Mineola during
the pa.st month, has two new machine. Both
are biplanes of the Curtiss type, equipped with
Elbridge Aero Special engines.

WHAT IS THE MATTER
WITH AMERICA?

WHAT is the matter with aviation in
America?
That there is something seriously the
matter no one who will take the trouble
to compare the indifferent state of affairs here
with the brilliant achievements in Europe can
deny. Americans returning from abroad have
expressed themselves as astounded at the
progress and activity there; while foreigners,
coming here, can scarcely understand our
lukewarm interest and lack of progress. In
1908. the epoch-making flights of the Wright
brothers in France and at Fort Myer electri-
fied the world, but, in the short space of
three years, we have changed places from
the head to the foot of the procession. In the
present year of grace, 1911, progress seems
to be at a standstill in this country and not
one first-class event is scheduled for the pres-
ent summer. What is the matter?

A diagnosis of this interesting case would
seem to point to one of three ailments, or,
possibly, a complication of these.

The first symptom that attracts our atten-
tion is that of a frigid condition of the pedal
extremities, commonly called "cold feet."

"What!" you say, "impossible that America,
the mother of the aeroplane and foster-mother
of the automobile, should suffer from such a
malady!"

Well, let's see. Of course, you, hot-blooded
young would-be aviator, who have just spent
your last two bits for a copy of this invalu-
able magazine, cannot understand such a con-
dition, but let's put it to the test. Drop in
at your aero club or aeronautical society to-
night, being careful to wear a wrist watch,
propeller scarf pin or any other article that
will indicate that you are a "bug." If your
club is of the "common, or garden variety,"
there will probably be, among the assembled
"enthusiasts," several men of means; maybe
one or more millionaires. Do not "butt in" on
any of the learned discussions on "centers
of pressure" or "cyclonic swirls," but, biding
your time, innocently ask one of the afore-
said gentlemen of means what style of plane
he drives. Do not show your surprise when
he tells you that he considers aeroplaning al-
together too dangerous at the present time,
but that he expects to "get into the game
when aeroplanes are a little bit safer."

After having satisfied your curiosity bj-
further questions, quietly slip out and blow
yourself to a beer. While pensively sipping
the same, you will begin to wonder why these
gentlemen who take no active interest in
aviation belong to aero clubs at all. Do not
rush back to the club, but wait until to-mor-
row morning, buy a copy of the morning paper,
read about the clvib meeting, observe the
names that are mentioned and your question
will be answered.

The second symptom that we notice is an
extremely nervous condition of the trousers
pocket. In other words, aviation, outside of
the exhibition business, does not seem to be
sufficiently profitable to attract the attention
and interest of men of capital. They do not
see in it a sufficient future, from a business
point of view, to warrant their encouragement
by offering prizes and inaugurating contests.
As a sport — well, as a spoi-f, aviation must
rise to the high level of other sports in this
country — automobile racing, for instance — and
show substantial returns in the form of gate
receipts, otherwise it may be neglected. Has
anyone noticed any strenuous efforts being
made in this country to build a machine that
will give us a ghost of a show to win this
year's Coupe Tnternationate <l'Arintion?

In fact, the interest shown was so slight
that the elimination contests had to be dis-
pensed with. Why? Surely not because our
sportsmen and men of wealth have had to

AERONAUTICS

July, iQii

spend too much for fizz water and furbelows
at the coronation, doncherknow! Surely not
because aviators and builders over here could
not spare the time from exhibitions at county
fairs to take part in this contest of pure
sport! Oh, dear, no!

The third and probably most pronounced
symptom seems to be a species of klepto-
mania. It is a known fact tiiat America did
not take hold of the automobile seriously until
it had been developed in Europe, and then we
appropriated wliat we needed. It is barely
possible that the same high purpose has had
some effect in producing the deplorable state
of affairs that now obtains in tliis country
with respect to aviation. Our army, or Con-
gress, at least, seems to hold this view, for
the opinion has frequently been expressed by
high officials that it is advisable to wait and
see what foreign nations do before "wasting
money on aeroplanes." A very economical, if
rather unsafe, policy, indeed; but suppose that
we get caught napping sometime? Suppose
that one of our diplomatic toes — the Monroe
Doctrine, the Philippines, Panama — and they
all have corns on them — gets badly trodden
upon? What are we going to do? "Oli," you
say, "we have Fifteen Thousand (capitals,
please) soldiers down in Texas and — three
aeroplanes!" Ahem! So we have! I had
quite forgotten them for the moment.

Well, these are the symptoms. What shall
the remedy be? What shall those who are
genuinely interested in aeronautics do to put
America abreast of the times? Surely the

relatively few recent disasters in Europe have
not given us "cold feet"; neither are we such
poor sportsmen that the almighty dollar will
be allowed to overshadow this new sport!
Then lefs wake up and do something!

Til ere are several dozen aero clubs in this
country whose members number several thou-
sand. These clubs have been formed for the
advancement of aeronautics — at least their
constitutions and by-laws say so. Cannot tiiese
clubs, working separately or together, organize
cross country and inter-city flights with
prizes sufficiently large to induce keen compe-
tition? Are we so poor or parsimonious that
we can't get up fifty or a hundred tliousand
dollars in prizes for a race between New York
and Chicago, New York and St. Louis, New
York and Atlanta, New York and Washing-
ton, or even between New York and Atlantic
City? Or, better still, a circuit including sev-
eral large cities?

Tell us not in mournful numbers that the
Summer and Fall are to pass without some
big aviation event in America! Let our pub-
lic-spirited citizens, backed by our public-
spirited newspaper and aero clubs, get together
and show the world that America is not "tak-
ing the count," aeronautlcally speaking, but
intends to wear the championship belt again.

As the country woman said when she saw
her husband hugging the hired girl, "Some-
thing must be did!"

R. E. SCOTT.

DETROIT CLUB'S MEMBERS TOURNAMENT

THE first aero club in America to take an
active part in arousing interest among
its members, is the Aero Club of Michi-
gan, located at Detroit. In a most prac-
tical way this club took a definite step in ad-
vance when it obtained a Wright aeroplane for
the use of its members during the three days
of June 19-21, with Frank Coffyn as pilot. The
machine has been purchased by a syndicate
headed by Russell A. Alger, and two other
combinations of the same nature are now or-
ganizing to purchase two other Wright ma-
chines for purely sporting purposes.

45 Flig-hts Without Incident.

Mr. Coffyn made 45 flights, ranging from 21
to 5 minutes each, and took up 41 passengers.
Many nationally prominent men and women
had trips at this first club flying tournament,
among whom were, naturally, Mr. and Mrs.
Russell A. Alger, Mr. and Mrs. Fred M. Alger,
S. D. Waldon, officer of the Packard Motor
Co., Mary Mannering Wadsworth, her husband
and their three children, aged 5, 12 and 15,
and C. H. Taylor, a well-known automobile en-
gineer. C. B. DuCharme, secretary of the club,
E. W. Lewis, secretary of the Timken-Detroit
Axle Co., R. D. Chapin, a famous automobile
designer; Wm. E. Metzger and Howard E.
Coffyn, motor car manufacturers, were some
of the others who enjoyed flights from the golf
grounds of the Grosse Pointe Country Club.
A most beautiful flight was made out over the
lake in front of the club by Aviator Coffyn
alone, a demonstration of the capabilities of
the machine in spectacular flying.

Offers were made some time ago by the
Wriglit Company to various aero clubs
throughout the land offering tliem the use of a
Wright machine and the services of an aviator
for the taking up of club members in the hope
of arousing a greater interest among the
people who have the means to buy aeroplanes
for sporting purposes only, but outside of the
Aero Club of Michigan not a single club took

advantage of the offer or saw its way clear to
attempting anytliing similar under club aus-
pices.

The aero clubs of the country, it is regret-
table, though unnecessary, to mention, liave
been quite too fond of parlor aviation, and that
condition still obtains. It is barely possible,
however, that the experience of tiie Detroit
club will result in a mild sort of enthusiasm
here and there. Nothing very startling, how-
ever, may be looked for.

The congratulations of Aeronautics are ex-
tended to the Aero Club of Micliigan and its
members and guests wlio were privileged to

fly.

TESTS OF WOOD STRUTS

(Continued from page '')

TABLE V.

. No. of
Material. Formula. Tests.

Whitewood P ^ 18,209 — 1

Basswood P = 16,864 — 1

Spruce P = 12,832 — 7

Honduras mahogany P = l.S,848 — 3

Parana; P = 20,350 — 3

Walnut P = 14,393 — 3

Ash P = 11,007 — 2

Hickory P = 16,864 — 3

AERONAUTICS

July, igii

HOW TO BUILD A CURTISS-TYPE BIPLANE

By G. H. Godloy.

(.Continued from May number)

NOTE. An error lios been noticed in the draic-
inr; on page 101 o/ the March, 1011, number of
(I cross section of the struts. The front of the
stmt is marked 1 inch "radius." This should
rend 1 inch ••diameter.''

However, as air Is so unsubstantial an ele-
ment, a propeller work in it has considerable
"slip"; that is, it does not actually advance
its full rated pitch at each turn, but onlv a
more or less great per cent, of it. The bet-
ter the propeller, the less the slip.

SOINIE advice on tlie selection of a motor
was given in the first article, wliich ap-
peared in the February number. It was
there stated tliat any fairly liglit auto-
mobile motor which would actually develop
30-horsepower at 1,000 revolutions per minute
would fly the machine, and that the total
weight of the power plant should not exceed
400 pounds. Considerable weight may be
saved on an automobile engine by removing
the exhaust manifold and tne fly wheel, the
propeller taking the place of the latter. A
lightweight aeronautic radiator should be
used in preference to the automobile type.

When placing the engine in position, it
should be remembered that the complete ma-
chine, with operator on board, should bal-
ance on a point about 1 14 feet back of the
front edge of the plane. As the operator and
motor represent much the larger part of the
total weight, the balance may easily be regu-
lated by moving them forward or back slightly,
as the case may require. Of course, the en-
gine should be far enough back to let the pro-
peller swing clear of the planes.

The installation of the engine should have
no difliculties for anyone who has had experi-
ence in automobile work. The engine rests
on the two engine beams, just as on the frame
of an automobile; the propeller takes the place
of the fly wheel. Just in front of the engine
is the best place for the gasoline tank, which
is often cylindrical in shape and should hold
about ten gallons. A cigar-shaped motorcycle
tank might be used, suspended from the upper
plane. Be sure there is a fair amount of drop
to the pioe before it reaches the carburetor.
In front of the tank is the radiator. The El
Arco people make a twin radiator, each half
being placed on either side of the operator
to assist in cooling.

Controls can be arranged to suit the pref-
erences of the operator. Usually the magneto
or battery switch is on the steering column,
just below the wheel; there may be also an
additional one of the "knife" variety placed on
the seat. The throttle and spark advance may
be by pedals or by levers at the side of the
seat. Another pedal should work a brake on
the front wheel. The brake shoe is a strip of
sheet .steel, hinged or pivoted at one end
to the front end of the skid, and pressed
ag-ainst the wheel by a bamboo rod running
dfrect to pedal. An emergency brake can also
be made by loosely bolting a stout bar of steel
on the skid near the rear end; one end of the
bar is connected to a lever near the seat, so
that when this lever is pulled back the other
end of the bar is forced to dig into the ground.

DESIGXIXG THE PROPELLER.
The propeller deserves careful consideration;
it is as important in an aeroplane as in a
high speed boat. The terms used to describe
aeroplane propellers are the same as those
for boat propellers. The pitch is the dis-
tance the propeller theoretically forces the
aeroplane ahead at each revolution. The pro-
peller cuts through the air just as a screw
cuts through wood. At each turn a screw
advances the distances between adjacent
threads, called the pitch. The pitch of a pro-
peller is harder to measure, as the propeller
blades are only narrow sectors of the com-
plete screw thread; but it is still a very
definite quantity.

The aeroplane should have a sneed of 35 to
40 miles an hour, at say, 1,200 revolutions;
with these figures it is easy to work out the
proper pitch for the propeller.

40x5,280x100 „,, • * ,

— „ , ' ^ ^ — ;r-=:3i^ approximately.
60x1, 200x 85

Explanation: 40 (miles an hour) times 5,280
(feet in one mile) divided by 60 (minutes in one
hour) gives the speed of the aeroplane in
feet per minute, dividing this by 1,200 (rev-
olutions per minute) gives the number of feet
advance for each revolution. The 100/85
allows for 15 per cent. slip. The result, for
this particular case, is a pitch of about 3*4
feet. P'ortv miles an hour is the maximum
speed to be expected; the number of revolu-
tions of the engine should be that at which
it works to the best advantage.

AERONAUTICS

July, iQii

For a machine of this .size and power the
propeller should be 6 feet in diameter. There
are a number of makes of propellers on the
market, but as the prices average $50. many
amateurs will prefer to make their own.

FINDING THE PITv;H ANGLE.

Obviously a point near the tip of a propeller
moves faster than a point nearer the hub — •
just as in rounding a curve, the outer wheel
of an automobile goes farther than the inner
wheel. Therefore, if these two parts of the
blade are to advance through the air equally,
the inner part must be set -at a greater angle
than the outer "art.

Each part of the blade must be set at such
an angle that at each revolution it will move
forward through the air a distance equal to
the pitch. The pitch divided by the circum-
ference of the circle described by any part
of the blade will give a quantity known as
the "tangent" of an angle for that particular
part. The angle corresponding to that tan-
gent can be found in a book of trigonometrical
tables.

For example, take. that part of the blade of a
31/^-foot pitch propeller, which is 6 inches
from the center of tlie hub.

-?^^^^^i|=^=1.1141, tangent of 48°5'
6 X 2Pi

Here, i^xl2 reduces the pitch to inches;
6x2 Pi. (Pi^.3.1416) is the circumference of the
circle described by the point 6 inches from the
center of the liub. .

However, in order to give the propeller blade
a grip on the air, it must be set at an angle
slightly greater than these figures would indi-
cate; that is, it is given an "angle of inci-
dence," just like tlie main planes of the ma-
chine. This additional angle runs from 2°30'
to 4°, depending on the speed at which that
part of the blade travels; the greater the
speed the less the angle.

Here is the complete set of figures for a
blade of 31/2 -foot pitch, the aivgles being
worked out for sections of the blade 3 inches
apart:

Pitch
angle.

4S°.5'

36°36'

29°7'

24°!'

20°24'

17°40'

15°40'

13°54'

12°40'

11°27'

These angles are used in the accompanying
drawing, .showing one blade of the propeller
and its cross-sections.

It should be understood that these calcu-
lations apply only to that type of propeller
known as tlie "true" pitch, as distinguished
from tlie "variable" pitch. Tlie variable pitch
nropeller has advantages when properly made,
but there are only aljout three men in the
United States who know how to make them

lad..

Tan-

ins.

gent.

1.1141

.7427

.5571

1.5

.4457

.3719

21,

.3183

.2785

.2476

.2228

.2025

Final

Add.

angle.

48°

37°

3°13'

32°20'

3°9'

27°10'

3°6'

23°30'

3°0'

20°40'

2°50'

18°30'

2°46'

16°40'

2°45'

15°25'

2°43'

14°10'

matter of per-
rdly capable of

properly. Their design is a
sonal skill and experience, h;
jexoression in a formula.

The laminated blocks of wood from which
the propeller is carved is l)uilt up of eight
:boards, four of tliem of spruce y?-incli thicli,
and four of maple 14-incli tliick. Otlier woods
are fi'e<iuently used.

Spruce is tlie strongest wood known in pro-
portion of its weight, Init is soft and cracks
easily. IMaple is tough and hard; the two outer
layers make a good backing for tne steel
flanges at the liub, and the rear layer extends
the full length of tli(> tliin rear edges of tlie
•blades.

The hoards sliould l)e (> inches wide and 6
feet 1 inch long. They must be glued together
with great care. The glue must be of even
consistency and smoothly applied, and the
boards must tlien be clamiied under great pres-
sure to a solid block of wood, so that tliey can-
not assume a curve. For tliis purpose the rib
press described in a former issue will come in

handy. The blocks are laid together and used
as a liase, and the boards clamped down on
top of tliem. After the glue is thoroughly
dried the laminated block may be cut out to
the outline of tlie propeller on a power saw.

ACCURACY BY USE OF TEMPLATES.

The rest of the work must be done by hand,
witli spokesliave, plane and gouge. For finish-
ing, pieces of 1)roken glass ^re often used to
scrape the wood to a smootn surface, followed
by sandpaper. Templates .sliould be made from
the drawings to use in finishing the work
accurately. Draw the sections out full size
on sheets of cardboard or tin and cut out along
the curves, finally dividing the sheet into two
parts, one for the upper side and one for the
lower side. Care should be taken to get the
sides of the templates square, and when the
templates are used the propeller should be
laid on a perfectly flat and true bleck. Each
template should be carefully marked to indi-
cate what part of the blade it fits.

The hulj should be of the same diameter as
the flange on the engine crank shaft to which
the fly wheel was bolted, and should have its
bolt holes drilled to correspond. In case the
fly wheel of the engine is keyed to the shaft,
some other expedient must be found. It may
be possible to cut out the hub of the fly wheel
and bolt the propeller to its web or spokes.

The drawing shows the rear (concave) side
of the propeller. From the viewpoint of a
man standing in its wind and facing forward,
it turns to the left, or anti-clockwise. On
many of the propellers on the market the
curved edges goes first; this type may have
advantages, but the straight front edge is
easier for the ainateur to make.

The engine is started by swinging the pro-
peller, and this is an operation requiring far
more caution than ordinary cranking. The
man who is doing the cranking should be care-
ful to keep both hands on the same blade .and
always to pull the blades downward — never
upward. With the switch off, first turn the
propeller over several times to fill the cylin-
ders with gas, leaving it just ahead of dead
center of one of the cylinders and with one
blade extending upward and to the left at
about 45°. After the switch has been put on,
take the left blade with both hands and swing
it downward, getting out of the way of the
following blade as ciuickly as possible with
dual or battery ignition alone it is possible to
start by merely "cranking" and then closing
the switch.

TESTING FOR SPEED AND THRUST.

The first thing to be done after the propeller
is finished and mounted on the engine is to
test the combination for speed and thrust.
From these two quantities can be figured the
power that the engine is delivering. The in-
struments necessary are a spring balance that
will read to 300 pounds or over; a revolution
counter, such as may be had for a dollar or so,
and a watch. One end of the spring balance is
fastened to the front end of the skid and the
other to a stake firmly driven in the ground a
couple of feet back. The wlieels should be set
on boards so that they will not offer any re-
sistance to the forward thrust. When the
engine is started the spring balance will show
the forward thrust of the propeller.

At the same time the thrust is being read
another man should be counting the number
of revolutions the engine is turning per min-
ute. A small hole should have jireviously
been countersunk in the center of the pro-
peller hub, to receive the rubber tip of the
revolution counter. The observer stands be-
hind the propeller, watch 'in one hand and with the
other firmly pressiiifr the counter afrainst the propeller.
The horsepower delivered is liRiired as follows a.s.suni-
ing for the example a thrust of >M pounds at l.iOO
revolution*:
'i.-)0 X 1^00 X sjx 100
;M,000 X 8.i"

As before the 10()/8.j makes allowance for the slip of the
propeller. The :W.00( is the niunber of foot-pounds per
minute oiiual to one hor.sepower, and the 3^ is the pitch
of the propeller.

37 H. P.

AERONAUTICS My, igii

FLOCK OF BIRDMEN CIRCLE EUROPE

900 MIIiSS POB $90,000.

AS the magazine goes to press more than a
dozen daring men are speeding against
^time around a 917-mile circuit over tlie
whole of Europe in the biggest of the
five wonderful cross-country contests that have
been held this year from Prance and Germany.

Imagine fifty actual starters, leaving one
after the other like homing pigeons, biplanes
and monoplanes, piloted by the world's best
flyers, on a tour comparable to an automobile
road race from New York to Chicago, witli
"controls" at various points along the way!

There aie nine stages to the circuit, besides
a number of compulsory stops, as follows:

Paris-Liege, Belgium, 212 miles.

Liege-Spa-Liege, 37V2 miles.

Spa-Utrecht, Holland, 112 Va miles.

Utrecht-Brussels, Belgium, 93% miles.

Brussels-Roubaix, Prance, SGV-i miles.

Roubaix-Calais, France, 621/2 miles.

Calais-London, England, 93 Y^ miles.

London-Calais, 93i/4 miles.

Calais to Paris, 156 1/4 miles.

The total of prizes in the race, organized by
the Paris Journal, London Standard and Brus-
sels Petit Bleu, and for which these papers
offer munificent prizes, as well as do municipal-
ities along the route, is more than $91,000.

On June IS the race started and seven
reached Liege the saine day, despite the furious
winds. Many dropped by the wayside to coine
on later or to return disconsolate to that dear
Paris. Eleven arrived the following day.

On the 21st fifteen flew the Spa-Liege stage
and seven got to Utrecht on the next day,
where they rested and made exhibition flights
until the 26th, when they started for Brussels,
where seven arrived safely by the time the
control closed. The best time was made by
Naval Lieut. Jean Conneau (Bleriot). 37 hours,
21 minutes. This is not the actual time, but
the elapsed time figured, since the official start
and considering the controls.

Fatalities Mark the Start.

Three fatalities and a number of otlier avia-
tors were injured the first day in landing at
various points.

THE DEAD.

CAPTAIN PKIN'CETAU — Planes caught fire just
as he got in the air. Before he could unstrap
himself he was burned and fell d' ad to the
ground. He was one of 12 officers in the
race.

THEODORE LE MARTIN — Fell in the high
wind at the very start and dropped in a
clump of trees. The steering gear of his
• Bleriot was blamed.

LANDRON — His Pischoff machine cauglit fire
in the air and the gasoline tank exploded.
Enveloped in flames, the aviator jumped and
was burned to death on the ground lielow.

MAinr OTHER AVIATORS KIIiliED.

HAVANA, Cuba, June 5. — Marcel Penot died
of injuries received in making a landing with
his Curtiss-copy biplane at San Antonio de los
Banos, near Havana, a few days before. He
apparently was gliding all right, but the ma-
chine struck on the front elevator and one of
Penot's ribs punctured his lung. Only the
front outriggers and elevator were broken. He
was filling an exhibition contract for P.
Brauner & Company. Louis Rosenbaum took
his place after repairing the machine. The
Hall-Scott engine was not damaged.

JOHANNISTHAL, Germany, June 9. — Georg
Schendel and his passenger. Chief Mechanic
Voss, of tlie Dorner factory, were killed by
losing control, consensus of opinion by experts
states, of the Uorner monoplane in a high wind
while up after the 2-man altitude record. Hi.s
barograpli sliowed he had broken the record
with 5,800 feet.

ST. PETERSBURG, May 17.— An aviator
named Vladimir Smith died in a hospital from
injuries received in a fall from a height of 120
feet in giving an exhibition with a Sommer
biplane.

VOGHERA, Italy, May 28. — Ciro Cirri, an
Italian aviator, died from injuries received dur-
ing a flight.

STRASBURG, Germany, May 23. — Carl
Laemmlin was killed by falling from his aero-
plane when it hit the tree tops after he made
a turn over the crowd to avoid another ma-
chine.

ROME, Italy, June 8. — Marra was killed by
striking a high power electric wire in making
a turn and was killed by shock, one report has
it. Another is to the eft'ect that a strong wind
overturned the machine.

WIENER - NEUSTADT, Austria. — Vincenz
Wiesenbach was killed by his own built mono-
plane, which doubled up at a height of 50 feet.

NICE, France, June 5. — Lieut. Bague, the
French aviator, who holds the over-sea flight
record, left Nice on a flight to Corsica. No
news has ever been received of the airman,
and it is feared that he may have fallen into
the sea.

Torpedo boats have been sent out from Nice
and Corsica to search for him. The distance
from the French inainland to the island of
Corsica is about 130 miles.

He expected to continue from here and fly
across the Mediterranean to Tunis.

l,166-MIi;i: GERMAN CIRCUIT.

An aeroplane race, 1,166 miles, around Ger-
many for $25,000 prize, offered by a Berlin
newspaper, and other prizes aggregating $106,-
250, was interesting enough to have 25 entries.

Seven actually started on June 11 from Ber-
lin, five of which carried passengers.

Lindpaintner (Farman) was only one to get
tlii-ough the first stage, to Magdeburg, 140 kil.,
in 2 \\., 11 m., the same day, thougli the second
and third days saw two more reach here.

The following day four more started from
Berlin, all with passengers, and these reached
IMagdeburg. One man who started on the 11th
got to Magdeburg on the 12th, though not in
time to start with the four. Another got there
on the 13th.

On the 13th five left for Schwerin, all of
whom reached this place. 182 kil.

The remaining stages were to Hamburg (120
kil.), Kiel (110 kil.), Luneburg (153 kil), Han-
over (115 kil.), Munster (180 kil.), Cologne
(168 kil.), Dortmund (140 kil.). Cassel (153
kil.), Nordhausen (102 kil.), Halberstadt (112
kil.), back to Berlin (203 kil.).

Various stops of several days having inter-
vened at each place, in June 26 six aviators left
Hanover for Munster, though two of these only
have made all the sclieduled flights, each stage
to this point having totaled 396 miles.

If some aero club should get up a race like
tliis in America the surprise would be so great
that a large number would succumb to the
shock.

NINE HUNDRED MII.ES IN POUR DAYS.

The Paris-Rome-Tiirin Race.

This race was organized by the "Petit
Parisien," of Paris, and was for prizes amount-
ing to $100,000. The aviators were permitted
to land as often as they pleased, they having
from Mav 28 to June 15 in wliich to cover the
distance of 1,300 miles. Tlie race was in three
stages, the first from Paris to Nice being a
distance of 538 miles witli recording stations
established at Dijon. Lyons and Avignon. The
second stage, Nice to Rome, was 372 miles, the
recording stations being at Genoa and Pisa.
In the last stage the aviators expected to re-
trace part of their course and reach Turin by
way of Florence and Bologna, the distance of
this stage being 391 milps.

AERONAUTICS

July, ipii

Of the twenty-one entrants only twelve
faced the line. Vedrines, the winner of the
Paris-Madrid race, had not returned in time
for the start.

The Race.

The first stage of the race began at 6 A. M.
on the morning of Sunday, May 28, when
Garros (Bleriot, 50 Gnome) crossed the line
closely followed bv Lieut. Conneau (Bleriot,
50 Gnome). Lieut. Conneau flew under the
name of Beaumont in the Paris-Madrid race.
They were followed in the following order
by the other ten starters: Vidart, (Deperdus-
sin, 50 Gnome); Kimmerling, (Sommer, 50
Gnome); Manissero, (Bleriot, 50 Gnome); Frey,
(Morane, 50 Gnome); Weymann, (Nieuport,
70 Gnome); Level, (Savary, 70 Labor); Gaget.
(Morane, 50 Gnome); Bathalt (Sommer, 50
Gnome) ; Bielovucic, (Voisin, 70 Gnome) and
Molla, (Sommer, 50 Gnome).

Lieut. Conneau and Garros alternated in the
lead all the way. They were the only ones
to reach Avignon the first day, Conneau tak-
ing 12 hrs, 43 min., 51 sec. and Garros 13 hr.,
38 min., 32 sec.

Of the twelve starters four reached Nice
(538 miles), the rest abandoning the race as
the results of accidents. Lieut. Conneau was
first in 37 hr., 19 min., 51 sec; Garros second
in 37 hr., 57 min., 50 sec; Frey third in 50 hr..
2 min., 19 sec, and Vidart fourth in 76 hr., 9
min., 36 sec Onlv Conneau and Garros ar-
rived the following day, the 29th. The other
two followed later.

Lieut. Conneau increased his lead in the
stage from Nice to Rome (372 miles), arriving
there May 31, after changing his motor. His
total time was 82 hr., 5 min.; Garros was sec-
ond, 106 hr., 16 min.; Frey third, 132 hr., 41
min.; and Vidart fourth in 171 hi'., 13 min.

Bad weatlier kept the aviators in Rome for
some time; finally Frey started out on Monday
morning, June 12, but returned on account of
the fog. The next day he started again in
spite of warnings. After landing at Casti-
glione to inquire his way, he was not heard of
for some time until he was found in the woods
where he had fallen, near Ronciglione. Both
his arms and legs were broken. Tiie other
aviators were forced to abandon the idea of
completing the circuit.

FlilES 80 MIIiES AN HOUR.
Gordon Bennett Entries.

Flying in the French elimination trials to
select the Gordon Bennett team, Alfred Le-
blanc, with a 100-h.p. Bleriot, called the
"Bleriot 23," beat all speed records up to 150
kiloms. Five kiloms. were covered in 2 min.,
24 sec, a speed of 125 k.p.h., the speed record
for the world. This was on June 12, at
Etampes.

The supporting surface totals but 9 sq.
meters; weight ready to ily, 315 kilos.; spread,
9 meters. The propeller is 2.3 meters pitch by
2.5 meters diam., turning at 1,100.
The new records are as follows:

5 kiloms 2 m. 24 s.

10 kiloms 4 m. 51 s.

20 kiloms 9 m. 46.2 s.

30 kiloms 14 m. 42 s.

40 kiloms...". 19 m. 37 s.

50 kiloms 24 m. 30.8 s.

100 kiloms 48 m. 58.2 s.

150 kiloms 1 h. 13 m. 35 s.

Fastest speed, 125 k.p.h. [77.6 m.p.h.]
It is expected that there will be thirteen
aeroplanes in the Gordon Bennett aviation race
to be held July 1 at Eastchurch, on the Isle of
Sheppey. These are as follows:
France — •

Alfred Leblanc (100-h.p. Bleriot).
E. Nieuport (70-h.p. Nieuport).
L. Chevalier (70-h.p. Nieuport).
Emile Aubrun is substitute with a Deper-
dussin. Nieuport, on June 16, flew a distance
of 145 kilometers at the rate of 80 miles an
hour. Leblanc's best speed in the 1910 Gordon
Bennett was 67.8 m.p.h.

Germany — The names of the German entries
have not been given out. Lindpaintner is pos-
sibly the best man, and he has been flying a
Sommer monoplane, as well as Farman bi-
planes.
England — •

Alec Ogilvie (30-h.p. "Baby" Wright).
G. Hamel (100-h.p. Bleriot).
A third representative is to be named yet.
Austria — But one man has been selected out
of the three, Yosef Flesch.

New 2-Man Record.

On June 12 Nieuport, and a friend, beat his
own world's passenger speed records at
Chalons, as follows;

5 kil 2 m. 52.8 s.

10 kil 5 m. 44.8 s.

20 kil 11 m. 23.2 s.

30 kil 17 m. 2.4 s.

40 kil 22 m. 35.8 s.

50 kil 28 m. 9.8 s.

100 kil 1 h. 6 m. 47.8 s.

150 kil 1 h. 28 m. 24.8 s.

Fastest speed, 108 k.p.li. [67 m.p.h.]

New 2-Man Altitude Record.

Helmut Hirtli, in a Rumpler-Etrich mono-
plane, established on June 6 tlie new 2-man
world altitude recoi-d of 1.600 meters. This is
the third time he has made a world passenger
height record. His machine has a Bosch-
equipped Daimler motor of 65 horsepower, 4
cylinders, vertically arranged.

Maximotor makers, Detroit, have tripled their
capacity in the last two months and are put-
ting on more men every week. Their present
program calls for the building of 300 motors
this season.

They are now specializing on their 40-50-h.p.
4-cylinder, 5-in. bore by 5-in. stroke, and their
60-75-h.p., 6-cylinder, 5-in. bore by 5-in. stroke.

Their present quarters are too small for tlie
work, in spite of the fact tliat they have given
up building marine speed engines to devote^
themselves to aerial motors. Plans are now
being arranged for the building of a new fac-
tory. .

While Louisville may not be the actual cen-
ter of the aeroplane manufacturing industry in
the United States, it by no means is on the ex-
treme outer rim, for already the enterprising
young firm of R. O. Rubel, Jr., & Co., scarcely
three years old, has had to enlarge its quarter^
to accommodate the rapidly increasing busi-
ness that is coming its way. This firm, which
has been manufacturing aeroplanes and aero-
nautical supplies since its birth, has just leased
another three-story building two doors north
of its present location which will be used ex-
clusively for the assembling of aeroplanes.

The new addition increases their floor space to
more than 20,000 square feet, all of which is
badly needed, as ordei-s are coming in rapidly
for their machine, the Gray Eagle.

This firm also lately has leased a smooth
tract of land embracing 93 acres for an avia-
tion camp. Three purchasers of Gray Eagle
biplanes are now being taught to operate their
machines tliere and several other builders of
aeroplanes are expecting to bring their craft
for trials at an early date.

Everything from a nut to a complete power
plant, or a complete machine, is listed in the
catalogue of the E. J. Willis Co., 85 Chambers
street. New York. Tliis was the first eastern
concern to carry a line of aeronautical supplies,
to which they have kept adding as the state
of the art advanced, so that now they are in
a position to fill orders for anything one could
imagine in their line.

That tills has been no little task is well
understood by those wlio have followed the
rapid progress in the art of aviation closely.
To those who have not, it will be a revela-
tion to see this progress so clearly indicated
as it is in this catalogue.

AERONAUTICS

July, iQil

AERO CI.UB HAS OWN HOME.

Aero Club of America— The formal opening
of the new Aero Club of America's home oc-
curred on June 14. attended by more than 100
members and gviests.

This was the first occasion that most of the
memliers had had to see tlie new clubhouse,
and it was very seriously inspected from cellar
to garret. A collation was served, and there
was music by an orchestra. In the absence
of the president and first vice-president of the
club, Dave Hennen Morris, second vice-presi-
dent, acted as toastmaster and called upon T.
O. M. Sopwith, Clifford B. Harmon, Thomas A.
Hill, James K. Duffy and Alan R. Hawley to
reply. Everyone, including the speechmakers,
made public acknowledgment and complimented
highly the committee which has certainly
labored very industriously in outfitting the
club. The success of the committee was due
to no small extent to the strenuous efforts of
James A. Blair, Jr., who, on this evening,
turned over the building to the club.

This is the only aero club, so far as known,
whicli has an entire clubhouse of its own. It
was recently realized that to a large extent
the future success of the club depended upon
having suitable quarters, and a number in-
terested themselves actively in looking around
for the right kind of a building. A private
house at 297 Madison avenue, corner of Forty-
first street, owned by a wealthy New York
man, was leased for a period oif two years.
Little change was necessary, principally in the
furnishings. The liouse shows a lavish dis-
play on the part of the original owner in the

way of elaborate wood mantels, carved leather
wall hangings, stained-glass windows and
chandeliers. On the first floor is the grill-
room and main reception hall. Here it is
possible to have simple meals, and members
can arrange dinner parties. Out-of-town visi-
tors may secure lodging. On the second floor
is found the reading room, library and secre-
tary's office. On the floors above are card,
lounging rooms and bedrooms.

The Intercollegiate Aeronautical Association
cf America has l)een incorporated with George
.4twell Richardson, University of Pennsylvania,
nresident; Cyrus McConnick, Princeton; R. n!
Bird, University of Virginia; Elmer Rae,
Cornell; Prof. David Todd, Amherst; James R.
McConnell, James K. Duffy and Fred J. Dol-
linger.

The Nashville Aero Club has been organized
at Nasliville. Tenn., with Charles H. Dezevallos
as president. It conducted an exhibition by
Curtiss aviators on April 27-29.

The Aero Club of California has appointed
the following standing coinmittees through its
president, George B. Harrison, for the ensuing
12 months:

Membership — Raymond I. Blakeslee, Los
Angeles; E. Roger Stearns, Los Angeles; Ed.
R. Maier, Los Angeles; Leon Escallier. Los
.\ngeles; William Stevens, Los Angeles; Glenn
L. Martin, Santa Ana; Frank T. Searight, San
Diego: E. H. Earle, Poniona; James R. Ricketts,
Long Beach; Harvej- H. Hinde, Riverside;
Louis Mortimer, Los Angeles; James R.
Townsend, Los Angeles, and E. J. Campbell,
Pasadena.

House — Charles F. Walsh, M. C. Tunison,
Mrs. H. La V. Twining, R. S. Stratton and
Charles Forman.

Entertainment — L. P. Barrett, Earle Reming-
ton, C. H. Temple, L. K. Freeman and F. G.
Calkins.

Technical and Contest — H. La V. Twining,
H. S. Dosh, AV. S. Eaton, Charles Rilliet and
Buel H. Green.

Financial and Auditing — J. J. Slavin, W. H.
Leonard. M. H. Gallagher, Chas. Skoglund.

Investigating — R. C. Hamlin, C. H. Dav. W.
B. Cannon, W. H. B. Kilner. Alfred Solano.

Member National Council of Aero Clubs of
America — Earle Remington; alternate mem-
ber, Ernest L. Jones.

New York Representative Committee — E. L.
Jones, T. A. Hill and F. E. Moskovics.

Foreign Representatives — London, R. J. H.
Hope; Paris, Louis Paulhan.

The Illinois Aeroplane Club, 2Sr)2 North
• 'lark street. Chicago, is endeavoring to sell a
$1.00 stock certificate to ."lO.OOO Illinoisans for
the purpose of building a dirigible balloon.

The Aeronautical Society's annual election,
wliich should have been held in April, and
which was somewhat belated owing to tlie
amount of work required in the preparation of
the banquet, took place on June S at the club
rooms, 250 West ]''if ty-fourtli street. New York.
The following officers and directors were
elected through the votes cast by those present,
there having been no proxies used:

President. Willis McCornick: past presidents,
Lee S .Burridge and Hudson INIaxim ; vice-presi-
dents, Thomas A. Hill, James M. Beck, Dr. John
Henry McCracken, Roger B. Whitman. Capt.
W. I. Chambers; Board of Directors. Willis JIc-
Cornick. Lieut. F. W. Humphries, Senator J. F.
Duhamel, Col. E. A. Havers, Geo. F. Camobell
Wood, Francis T. Sanford, Carlog cleZafra,

AERONAUTICS

July, iQU

Thomas A. Hill, Hiram P. Maxim, James M.
Beck, Capt. Thos. S. Baldwin, John H. Mc-
Cracken, Lee S. Burridge, Hudson Maxim, Roger
B. Whitman, Arnold Kruckman. W. Irving
Twombly, William J. Hammer, Hugo C. Gib-
son, Louis R. Adams. C. Wesley Howell, Geo.
S. Bradt, Wilbur R. Kimball, H. A. Wise Wood,
Capt. W. I. Chambers; treasurer, Geo. S. Bradt;
general secretary, Arnold Kruckman; recording
secretary, Raymond Beck; technical board,
Hugo C'. Gibson, chairman; William J. Ham-
mer, Prof. A. Lawrence Rotch, Prof. Dwight
W. Hering, Prof. David Todd, A. Leo Stevens,
Earl Atkinson, W. L. Fairchild, Prof. John J.
Montgomery, Greely S. Curtis, Capt. W. I.
Chambers, Prof. Herschel C. Parker, J. Bernard
Walker, M. B. Sellers, W. Irving Twombly,
Carlos de Zafra, Ernest V. Lallier, Prof. C. P.
Bliss, Prof. D. L. Gallup, Prof. Wm. Hallock,
Wilbur R. Kimball, Lewis R. Compton, Harry
R. Burt, Earle L. Ovington.

Many committees were also elected.

The plan of voting for members of commit-
tees was done with a view of putting some re-
sponsibility on these various committees and
particularly the chaii-men, and was intended as
a recommendation for the coming president,
who duly confirmed all the committees at a
following meeting on June 15. when a meeting
of the new directorate was held and new plans
of activity were formulated, and the commit-
tees are now meeting to make recommendations
in every department so as to increase the use-
fulness of the organization.

While the election was going on. Col. E. A.
Havers, the noted lecturer, gave the most en-
livening talk on his impressions of the possi-
bilities of the art and described a fanciful trip
to Europe in a vivid manner.

Mr. Thomas A. Hill moved the following res-
olutions concerning the bill going through the
Legislature at Albany, which were adopted.
The bill provides for the establishment of a
State "Aviation License Board":

Whereas, Many serious accidents from
flying machines can be prevented if badly
constructed machines are not permitted to
be flown and if incompetent persons are
prevented from Hying machines in public
places, and

"Whereas. Those attending aeronautical
meets, exhibitions, shows or contests will
have better protection if due provision is
made for proper safeguards.

Therefore be it resolved. That the bill
before the New York State Legislature en-
titled "An act to amend the State Boards
and Commissions Law, in relation to estab-
lishing an Aviation License Board" is for
the best interests of the science of aero-
nautics and is essential for safeguarding
life and property within this State, and

Be it further resolved. That the Secre-
tary of the Aeronautical Society forthwith

send a copy of these resolutions to the
members of the Senate and Assembly of
the State of New York.

At the regular meeting of the society, June
22 (general meetings being held on the second
and fourth Thursday of each month), a small
attendance was present owing to the heavy
storm. Mr. Jolin B. IVIaus, of the Goodyear
Tire & Rubber Co., spoke of the advisability of
tlie members using extreme care in the selec-
tion of their cloth and the danger of what
could happen should it slirink or stretch with
dampness as some cloth does, and the great
care used at their factory to make all the
manufactured product impervious to weather
changes. A great deal of money was being
spent to make tlieir cloth now fireproof, v/hich
was the next great desideratum in view of the*
recent unfortunate accidents in France in which
tlie aviators lost their lives through the planes
catching fire. Mr. Maus also referred to the
president of the company, Mr. Seiberling, who
was magnanimously financing a new expedition
of JNIr. Melvin Vaniman to cross the Atlantic
this fall in a dirigible airship to be built on
new lines from the "America," which failed
last year. This would cost from $150,000 to
$250,000, and was to be expended by Mr. Seiber-
ling purely through public spirit to keep the
United States in the fore of world aeronautic
efforts.

Mr. Wilson S. Howell, Jr., Mr. J. Marschucci,
and Mr. William File each described new in-
ventions of their own, illustrated by working
models, which were examined with much care
and interest.

Mr. Hugo C. Gibson related his experiences
in hydroplaning at the Polytechnic Institute
in Worcester, Mass., where a rotating boom is
employed to test propellers through electric
current, and his experiments were made in a
flat bottom dory attached to the end of the
boom which he was carried at tlie rate of
40 miles an hour, and could lean to one side to
have the boat skim over the water very suc-
cessfully till he was finally thrown uncere-
moniously into the water.

Detroit Club Has Fligrlits.

Tlie Aero Club of Micliig'an is active in De-
troit. l'"rank Coit".\ n was here June 19-21 and
made 45 flights, on 41 of which passengers
were carried. Among these were many club
members and their wives and female friends.
On tlie 23 Augustus Post lectured before the
club. Leo Stevens will be on hand .luly 20 for
some balloon trips. From June 29 to July 5
an aviation meet is to be held for prizes in
the neighborhood of $25,000. This club is the
first to arrange aeroplane flights for members
in this country.

The Aero Club of California at its annual
meeting elected the following: President. Geo.
B. Harrison; first vice-president, L. P. Barrett j
second vice-president, H. S. Dosli; secretary.
Van M. Griffith; treasurer. H. LaV. Twining;
directors, Chas. E. Rilliet, W. S. Eaton.

NATIONAI. BAI.I.OON RACE.

Seven balloons are expected to be in the
race July 10 to select the Gordon Bennett bal-
loon team. The last two are still but tenative
entries.

Kansas City Aero Club — ^"Kansas City," H. E.
Honeywell, pilot.

— — ■ — "Million Population Club," with John
Berry, pilot, and Paul McCullough.

"Buckeye," J. H. Wade, Jr.

Aero Club of St. Louis — "St. Louis IV," Lieut.
F. P. Lahm, pilot, and Lieut. J. P. Hart.

Aero Club of St. Louis — "Miss Sophia," Wm.
F. Assmanii,

Aero Club, of America — "New York," Clifford
B. Harmon.

Western Aero Association — "Topeka II," by
a Mr. Jacobs.

The German entrants in the Gordon Bennett
balloon race have been selected by an elimina-
tion race, as follows: Hans Gericke, Lieut. Vogt
and Baron de Polt. The two former were con-
testants in 1910.

The American Aeroplane Suppl.v House, 266
l'"'ranklin street. Hempstead, L. I., has just
conii)Ieted a duplicate of the 1911 cross-country
Kloriot 70, similar to the one Earle L. Oving-
ton has been flying. This duplicate is for Wil-
liam Haupt. who has been flying the Wana-
inaker Bleriot XI, and a Roberts motor has
been installed. A two-seated machine is also
being built, with the same engine, for J. Albert
Brackett, of Boston, and a one-seater for A. C.
Mengis, of Mempliis. This will have a Gnome
70 engine. The concern now has facilities for
turning out a machine a \\eek in the new quar-
ters.

AERONAUTICS

July, ipii

AMONG THE MAKERS

/«>//

■J

Assembling" iSooiii

Calif. Aero Mfg". and Supply Co.

New Pedersen Iiiibricator.

The accompanying drawing shows a new
multiple feed rotary pump lubricator brought
out by the Pedersen Lubricator Co.. 644 First
avenue. New York. A novel feature of this
lubricator is its extreme simplicity. Anotlier
feature is that it allows for a wide I'ange of
attachment to a motor.

Front View

This pump comprises a casing and cover,
tlie casing having a cylindrical end bore with
inlet and discharge openings. Witliin the cas-
ing there is a rotating shaft, witli head and
stem fitting the bore of same, and with the
end of the head wearing against the under
surface of the cover. This liead is recessed in
its outer face and transversely slotted, witli a
sliding piston fitting in same, this piston
being also recessed, forming at one end a
head and at the middle a pin or stud. Fas-
tened in and projecting from the under side
of tlie cover are one or more studs, according
to the number of feeds required. Equally
spaced between the fixed studs in tlie cover
and passing tlirough same are adjusting screws
having tapered ends. Tliese act upon the neck

Side'.View

of the piston, vvliich is of a correspondmg
t;ii)er. This action takes place when the piston
is in line with the outlet port. The amount
of discharge can be varied by means of the
taper ended screw, as when same is at its
extreme inward position it gives the piston
its greatest movement, consequently discharg-
ing more oil, and vice versa when at its out-
ward position.

In the face of tlie casing is a circular
recess having openings leading to the circular
bore, forming inlet or suction ports. Equally
spaced between tliese are the discharge ports,
communicating direct from the bore to the
outlet connections. The operation of tlie pump
is as follows: By rotating the shaft the
piston is given a transverse movement oppo-
site the inlet port. This draws in the oil
which is confined between the casing and the
piston until opposite the outlet, when tlie pis-
ton is again acted upon by the tapered screw
and the oil discharged.

AERONAUTICS

July, iQii

The Brooke "Non-Gyro" Motor.

The principal feature of the Brooke "non-
gyro" motor, as manufactured by the Broolce-
Kuhnert Company, 320 South Wabash avenue,
Chicago, III., is the absence of any gyroscopic
effect. This effect is claimed by the builders
of this engine to be a very serious menace to
the safety of aviators. In the Brooke motor

Brooke Motor on Testinif Frame.

this force has been entirely eliminated, the
motor may be sustained by a single chain and
operated at top speed, and may be turned in
any direction by a slitrht touch of the finger.
The style "E" niotdr, wliidi sells for ?2,500, is

No Vibration Can be Noticed.

of 10 cylinders arranged in two sets of fives,
which may be run either independently or to-
gether. The cylinders, which are 414 by 4^
bore and stroke, are offset slightly. The makers'
rating is 75-S5 H.P. The feature of operating
either one or both sections is very desirable in
long cross-country flights, as, in case of acci-

dent to one set, the other can be easily and
quickly brouglit Into action. The lubrication is
positive, a nine-tube forced feed oiler being
ised. Two Stromberg carburettors are used, one
for eacla unit. Bearings are of phosphor bronze,
of liberal proportions. The intake valve is
situated in the piston head, tlie exhaust head
being in the cylinder head. The cylinders are
air cooled, as is usual with all rotary engines.
There are no springs in operation to weaken
or break. This should be an advantageous
point, as the best of springs will break. There
are a set of light springs employed to hold
the valves in place while the motor is at rest,
but these are not necessary when it is running.
A Boscli 2-cylinder magneto is used with only
12 inches of high-tensioned cable in tlie entire
motor, there being no contact between the
stationary and revolving parts. This makes
a very simple and positive electric system,
which is a point that will be appreciated by
all who have had trouble witli complicated
wiring systems.

The G & A. Carburettor.

The great object in the design of carburet-
tors is to obtain a perfect mixture at all
engine speeds under all atmospheric condi-
tions. That tliis is hard of attainment can
readily be seen by tlie number of carburettors
on tlie market. Most of tliem require more
or less complicated adjustments for difference
in altitude as well as for differences in atmo-
spheric conditions.

Hoi Water Jacket ,
lo insure Even. Proper
Temperature
Hot Water Outlet
Hot Water Inlet

iWheii More Air
isNeeded lo.
Meet Changes
ofTeiTiDeratureor
V 5peed. Additional
\Air li Supplied by
[/ ^ Means otltie Ball -
J^ Cage G as Ex-
Y pbined intheBody of
this Advertisement.

Gas Enters at. .

Passes Needle Valve B ,
Tlien Up Through 5pray Nozzle C
Into theVenturi Tube D>

mio me vemuri luDe U' • n^ j ^

Where it is Picked Up by Ihe Inrushitw Air From the Mam Air Take E-* I
The Mixture of Air ar\d OasThen Passes Through the Upper 7
End of the Venturi Tube Into the Mixing Chamber F i ^

Grouvelle and Arguembourg have spent 25
years in the study of the problem of obtain-
ing a carburettor which would positively make
all tlie changes for different conditions auto-
matically. The result of this labor is shown
in the present G & A carburettor. This is
made so there are no adjustments for the
operator to make. Every carburettor is fitted
to its particular engine, and is so calculated
that it will deliver the proper mixture to the
engine at all times. The three features of
construction which enable the G & A carburet-
tor to perform these functions are, first, the
location of the spray nozzle in the Venturi
tube. The second point is the uniform tem-
perature maintained in the mixing chamber,
resulting in the supplying of the mixture at
the right temperature. The third feature is

l::

AERONAUTICS

July, ipii

the use of a cage of balls of varying sizes and
weiglits to automatically regulate tlie auxiliary
air intake. It is tliis feature that allows the
carburettor to meet all the varying conditions
of temperature, moisture and speed. That
tliese carburettors do meet all requirements is
shown by their employment by Panliard, Le-
vassor, Delauney-Belleville, Otto Gas Engine
Company, Humber, of England, and other well-
known automobile firms. They are also fitted
to the Clement-Bayard engine, the well-known
Anzani, the Gnome and other aeronautical
engines.

N O T I

R. O. Rubel, Jr., & Co., importers, jobbers
and makers, of Louisville, Ky., have put out
a catalogue which can be studied with profit
by those who are contemplating the construc-
tion of a macliine. In it are listed not only
the usual assortment of parts and accessories,
but a large line of motors, including their own
make. "Gray Eagle." Sets of complete parts
for machines are listed for tliose who wish
to build their own 'plane. These parts are
cut out and semi-finished and are accom-
panied with complete sets of blue prints, thus
enabling the novice to do tlie work himself
and save the greatest item of expense.

The ten cents asked for this catalogue will
be well expended, as tliere are a great number
of cuts and line drawings whicli give a much
better idea of the articles than mere descrip-
tion.

The new six-cylinder Kirkliam motor is
being used with success by Aviator Howard
LeVan in the Chas. .J. Strobel's biplane. The
motor used in this 'plane is the very first one of the
new Kirkham motors to be built, ard Strobel has placed
his order for two more, to be delivered just
as soon as possible.

Chas. B. Kirkliam is now located in a new
plant at Savona, N. Y., where a large force
is working day and night and the size of the
factory is being increased.

Many sales have been made of the new
Roberts engine to the International Aeroplane
Mfg. Co., of Chicago; Aeronautic Supply Co.,
of St. Louis; J. N. Sparling, of E. St. Louis,
and John C. Kirby, of Houston, Te.x., all for
Curtiss-type machines. There was one sold in
Chicago whicli has already been installed and
flown a macliine.

The International Aeroplane Mfg. Company
is conducting a scliool of aviation at 2025
Michigan avenue, Chicago. Iv. M. Driver is
instructor on construction. Associated with
him is S. D. Dixon. Lester W. Bratton is
their meclianical engineer. S. D. Dixon has
been making successful flights with one of
their aeroplanes in wliicli they have one of
the Roberts motors. Tliey speak very higlily
of the motor and say that it will do even
more tlian tlie Roberts Co. claim for it.

The Bosch Magneto Co. lias added to its
facilities by taking tlie building at 154 West
'54th street. New York, for use as a garage
and for its publicity office. Mr. Alfred H.
Bartsch, advertising manager, is now located
at the new address.

It is possible that C. F. Willard will at-
tempt a new American duration record for
the purpose of testing out the new "Gyro"
motor made by the Gyro Motor Co., 774 Girard
street, Washington, D. C. He lias been to
Washington to inspect the engine and just as
soon as one or two arrangements are made it
is probable tliat lie will make tlie attempt.

W. .1. Jackman, author of the book, "Flying
Machines," has withdrawn liis connection from
the Chicago School of Aviation. His address
at present is 633 Plvmoutli Court, Chicago,
111.

ENGINES FOR SAIiZ!.

ENGINE FOR SALE — A. Harrinian, 30-
H.P. engine; Eisemann magneto; late model;
bargain at $400. Address Harriman, care
AERONAUTICS.

RINEK ENGINE FOR SALE— A Rinek S-
cylinder engine, 1910 model; just completely
overhauled by factorj-; in perfect condition;
complete witli El Arco radiator, magneto and
gasoline tanks; $600. Address Rinek, care
AERONAUTICS.

FOR SALE — One 50-H.P., 4-cylinder. 4-cycle,
Harriman engine. We bought this engine for a
monoplane, but the plane was a failure and
was never completed, the reason we are sell-
ing. Harriman Co. is selling this engine for
$1,650; our price with propeller, $700. LeBron
Adams Aeroplane Co., Omaha, Nebr.

FOR SALE — 50-h.p. H. F. or Harriman avia-
tion engine; new; $500. This is the same size
engine that tlie Harriman Motor Works are
charging $1,675 for. Address "Box 3, Girard,
Kans." TF

Aeroplanes for Sale.

AMATEUR AIRMEN — Full size monoplane
read.v for power; $75 one-passenger; fine flyer;
2-cent stamp for particulars; send now. E. C.
Minert Aero Co., 1122 ^\^ Locust St., Daven-
port, la.

FOR SALE — Hydro-aeroplane, guaranteed to
fly from land or water; the finest construction
of any macliine in tlie world. Intending purchas-
ers must call in person or send representative,
and will teach you to fly from water first, as it
is the only safe method. We only have one
machine for delivery. You liad better telegraph
me you are coming. The price is $5,000 com-
plete, with Emerson 4-cyl., 2-cycle motor. The
Brown Aeroplane Co., 3813 Roland Ave., Balti-
more, Md.

Aeroplanes Wanted.

BIPLANE, new or second-hand: send de-
scription and best price; with or without
engine. Breeze, care AERONAUTICS.

Capital VTanted.

IMONOPLANE — Experienced man wants $3,-
500 to build machine in (luiet way; $10,000 can
be made this season; exceptional machine; en-
dorsed by leading engineers. Address S, care
AERONAUTICS.

Business Cards.
J. ED. SHERIFF, MECHANICAL ENGI-
NEER AND INVENTOR. ORIGINAL DE-
SIGNS A SPECIALTY. 125 WATTS ST., NEW
YORK.

Positions Wanted.

YOUNG man desires position as aeroplane

operator; has had seven years' experience at
steam and electrical engineering; 28 years old;

can give best of references as to character,

etc. Address J. P. Allison, care AERO-
NAUTICS.

EQUILIBRIST, SLACK WIRE WALKER,
well educated, good business training in office,
experienced in sliop work, four seasons operat-
ing own automobiles, wislies to associate witti
manufacturer to give flying exhibitions, train
others and prosecute business generally. Ex-
cellent reputation. Address "Equilibrist," care
"AERONAUTICS." Sep.

Back Numbers Wanted.
JANUARY, I'Jll, wanted by J. J.
Brown University, Providence, R. I,

Long,

AERONAUTICS

July, ipii

UNITED STATES PATENTS ABSTRACTED

Jean M. AUeas, Boston. Mass., 001,680. May
9. 1911, filed Oct. 21, 1900. HELICOPTER.

Max Dingfelder, Detroit, Mich., 991,770, May
'.). 1011. filed Dec. 2. 1009. Novelty in PLANE
(•(INSTRUCTION. Stability and steering rudders.

Daniel P. McLaughlin. Chicago. 111., 901,794.
May 9, 1911, filed June 30, 1909. HELICOPTER.

Sevvall A. Witherspoon. St. Louis. Mo., 991.811,
May 0. 1911, filed Jan. 26, 1910. Flying-machine
osp'ecially designed to act as a parachute in case
of fall.

Otto Haselau, New York, N. Y., 991,846, May 9,
1911, filed May 3, 1909, renewed Oct. 21. 1010.
Flying-machine with special arrangements for au-
tomatic stability.

Charles Lakeman Tweedale. Weston, near Otley,
England. 992.086, May 9, 1011. filed Oct. 30, 1900.
P,OX KITE with propeller actuated by means of a
string.

John Zimmerli, Providence, R. I., 992,099, May
9. 1911. filed April 23, 1910. Combined HELI-
COPTER and AEROPLANE.

Edward J. Elsas, Kansas City, Mo.. 992.410-,
May 16. 1911, filed Oct. 5, 1910. AEROPLANE
in which there are two motors, to run separately
or together.

Edward L. Ault. lola. Kans, 902.470. May 16,
1911, filed Dec. 23, 1910. Biplane with ailerons
hinged to horizontal bars connecting front struts,
to act as resistance means for turning or to pre-
serve transverse STABILITY. In front of oacl*
of these two ailerons is a propeller. A third
propeller is at the rear of the machine, in usual
position. Engine placed below lower plane.

Charles N. Newcomb, West Palm Beach, Fla.,
902. .570. Mav 16. 1911. filed Ausr. 5, 1908. OR-
NITHOPTER of which the wings are capable
of change in conformation.

Valentime M. Kutscha. Scotch Plains, N. Y.,
002,678, May 16, 1011, filed Jan. 0, 1911. Mono-
plane in which the SUPPORTING PLANE is
pivotally suspended from vortical masts, with
means for rcaoring the plane automatically to
normal position.

Edwin Lyman Madden, Ingersoll, Okla., 992,726,
Mav 16, 1911, filed May 19, 1910. HELICOP-
TER.

Willi, -n F. Smith, Roodhouse, 111., 992,816,
Mav 23,. 1911. Filed Aug. 22, 1910. Aeroplane,
with means for TILTING SUPPORTING
SURFACE.

Frank W. Jatunn, Los Angeles, Cal., 992,874,
May 23, 1911. Filed Feb. 21, 1910. Plurality
of FEATHERING PADDLE WHEELS.

.lohann Schutte, Langfuhr, near Danzig,
Germany, 992,909, Mav 23, 1911. Filed Dec.
29. 1910. Means for STIFFENING AIRSHIP
FRAMES.

Robert Ernest Heath, Yorkville, S. C, 993,063,
May 23, 1911. Filed Feb. 3. 1910. Triplane
with lower PLANES capable of being TILTED
on axes transversely as well as parallel to
tlip line of flight.

Thomas Rhoades. Hanna, Utah, 993,108 INIay
23. 1911. Filed May 7, 1910. Aeroplane with
pivotally suspended frame, propeller capable
of being turned through an arc of 180 degrees,
automatically operated stabilizing planes.

Timothy Henry Konrad, San Mateo, Cal.,
993,2.'-,fi. May 23. 1911. Filed April 20. 1910.
ST KF RING DEVICE and tubular body for fly-
ing macliines.

Robert P. Hall, Searchlight, Nev., 993.297,
May 23, 1911. Filed April 9, 1910. AIRSHIP
witli series of gas tanks.

Henry Bernegger, West New York, N. J.,
!^93,948, May 30, 1911. Filed Feb. 25, 1910.
BALLOON.

John T. Rydberg, Garwood, N. J., 993,623,
May 30, 1911. Filed March 22, 1909. FLYING-
MACHINE combination of fixed and adjustable
propellers and tillable supporting surface.

Oliver G. Simmons, Washington, D. C, as-
signor of one-half to Kenneth L. Kintzel,
Tamaqua, Pa., 993,724, May 30, 1911. Filed
Aug. 13, 1910. AILERONS operated by shafts
and gears by sideways movement of operator's
seat.

W^illiam Kriedter and William Henry Bour-
don. New York, N. Y., 993,842, May 30, 1911.
Filed Feb. 23, 1910. WaNG SURFACE with
a box or cell at outer extremities.

John W. Harrison, St. Louis, Mo., 993,987,
May 30, 1911. Filed Nov. 12, 1910. Aero-
plane.

•Victor P. Fleiss, Lakewood, N. J., 994,072,
May 30, 1911. Filed April 27, 1910. Aeroplane
witli plurality of superimposed supporting sur-
faces, which increase in length from the bot-
tom one to the topmast.

W^illiam Charles Hurst, New York, N. Y.,
991,104, May 30, 1911. Filed Dec. 1, 1909.
MOVABLE GROUPED AILERONS.

William Boyd Alexander, Montreal, Que.,
Can., 994,106, June 6, 1911. Filed Feb. 10,
1911. Aeroplane in which FRAME (fuselage)
is triangular in cross section, inverted, with
baffle flanges" extending on either sicie later-
ally from the top edges thereof.

Henrv P. Rhett, Hempstead, N. Y.. 994,197,
June 6, 1911. Filed June 11, 1910. Triangular
supporting planes pivotally mounted at enter-
ing edge, for purposes of AUTOMATIC STA-
BILITY.

Henry P. Rhett, Hempstead, N. Y., 994,198,
June 6, 1911. Filed June 11, 1910. Rectangu-
lar planes, pivotally mounted at entering edge,
one operating opposite to tlie other, by action
of unequal pressure, for purposes of AUTO-
MATIC STABILITY. The previous patent is
tlie same in operation.

Gustav Scheel, New York, N. Y., 994,202,
June 6, 1911. Filed June 17, 1910. AIRSHIP.

Paul Seller, San Francisco, Cal., 994,339,
June 6. 1911. Filed June 13, 1910. OSCIL-
LATING WINGS.

Nathaniel L. Mahew, Beaumont Tex., 994,-
417, June 6, 1911. Filed July 15, 1910. Heli-
copter witli plane surface, composed of flaps,
capable of being used to lessen speed of de-
scent in case of failure of propellers.

Maurice E. Wright, San Diego, Cal.. 994.490,
June 6, 1911. Filed April 5, 1911. TOY
PARACHUTE.

George Kunicke, New York. N. Y., 994,757,
June 13, 1911. Filed Nov. 4, 1910. Flying
machine, with plurality of propellers pivotally
mounted for purpose of STEERING.

Robert Paton, Carrington, N. ID., assignor of
one-third to Lucas K. Silvertson and one-third
to Thomas N. Putnam, both of Carrington,
N. D., 994,782, June 13, 1911. Filed Dec.
14. 1910. Pendulum device for STABILITY.

David A. Albright, Gainesville, Fla., 994,897,
June 13, 1911. Filed Jan. 22, 1910. Com-
liined aeroplane, helicopter and ornithopter.

James W. Woodington. Folcroft, Pa.. 994.966,
June 13, 1911. Filed Nov. 14, 1910. Helicopter.

Georges Barbaudv, Marseilles. France, 994.968,
June 13, 1911. Filed June 4. 1910. SUPPORT-
ING SURFACE in which lateral extremities
form a more or less complete cone.

John A. Hoffman. San Francisco, Cal., 995,-
004, June 13, 1911. Filed Nov. 21, 1910. Means
for tilting the supporting plane fore and aft,
at the same time tilling it transversely.

Earl M. Ralls. Sacramento, Cal., 995.033.
June 13, 1911. Filed Feb. 12, 1910. AIRSHIP,
rectangular in cross section, with plurality
of gas bag units, laterally extending planes at
the sides.

Emile Losse, Villeneuve-St. -Georges, l<"'rance,
995,361, June 13. 1911. Filed Marcli 22. 1910.
AEROPLANE witli semi-c>'lindrical body, two
lateral surfaces consisting of revoluble discs
having blades.

AERONAUTICS

August, igii

HUGH L. WILLOUGHBY

IN the lonely Southern beaches
Where the frigate-bird is seen,
He has studied out perfection

In a gas-propelled machine
There the buzzaids told their secrets

To the aeroplanist wise,
And he learned from them the action
Of their pinions in the skies.

He has sailed beneath the ocean,

He has raced in auto cars.
But it's now his pet aml)ition

To explore the distant stars;
And if something like a comet

Shoots along at close of day,
'Twill be Willoughby the fearless,

Spinning down the Milky Way.

AERONAUTICS

August, ipii

BBACHE^Y'S PERILOUS DIP.
OVER NIAGARA FAl^L^S, UNDBR THE
SUSPENSION BRIDGB AND DOWN THBGORGC —
BOSCH — EQUIPPED OE COURSE

JUNE. 27Iil 1911

hi ansiverin^ advertisements please mention this magazine.

AERONAUTICS August, 1911

SCIENTIFIC DEVICE FOR BOMB-DROPPING
FROM AEROPLANES

THE great number of bomb-throwing experi-
ments made by aviators at contests and
exhibitions has shown the utter impossibility
of liitting a target from considerable alti-
tudes without the employment of some scientitic
method. The hand-and-eye method, without instru-
ments of any sort, ha.s given indifferent results at
heights of a few hundred feet, and the consensus
of opinion of aviators who have made experiments
along this line is, that from a safe height of, say
:;.iMH» ft. or more, it would be foolish to attempt
ti> drop bombs in this manner with any expecta-
tion of hitting a target. An occasional hit migkt
lie scored, but such hits would be without method
and the result of accident,

1 >espite the thought put upon the subject by
military men all over the world since it became
evident that the aeroplane would be used for
military purposes, it has remained for an American,
IJeiit. Riley E. Scott, a graduate of West Point,
to evolve a scientific method for launching bombs
from aeroplanes. This method is based upon the
laws of mechanics, and talies into consideration
thi' velocity of flight of the aeroplane with refer-
ence to the ground, the acceleration due to gravity,
and makes corrections for atmospheric resistance
ami wind-drift.

In an illustrated lecture before the Aeronautical
Siicii'ty. on the evening of July 13, Lieut. Scott
di'scrilii'd in detail the principles of his device and
his method of accurately determining the speed of
an aci-oplane with respect to the ground. Until
Worked out by Lieut. Scott, there has been no
known method by which an aviator, or his pas-
senger, could determine the velocity of an aero-
lilane except by the use of the anemometer, wliich,
at best, is an inaccurate instrument and only
mi'asures speed through the air and not with re-
spect to the ground. The method employed by the
inventor is so remarkably simple that it seems
almost incredible that it was not developed before.

3 SBEE^B-BHSCf 1

FIG. 1

The device employed by Lieut. Scott, which has
been patented in this country and for which
liatents have been applied for in foreign countries.
consists essentially of a series of movable rings,
universally mounted (that is, mounted on gimbals
placed at right angles to each other), in such
:i manner that the center of gravity being below
tile plane of mounting, the inner ring assumes
a horizontal position in the same way that the
compass of a ship retains a horizontal position.

At the centeL' of this inner ring is mounted a
suitable telescope in such manner that the line
of collimation describes a plane at right angles
to the plane of the inner ring when the telescope
is revolved. The telescope is provided with a
graduated arc and vernier so that the telescope
may be set at any angle in the vertical plane
containing the line of flight. This inner hori-
zontal ring, also, usually bears the projectiles, in
order that they may be carried in a fixed position
with respect to the ground. Figure 1 is a certain
modification of this device suitable for dirigibles,
showing the universal mountings, the telescope
and the projectiles carried bv the inner ring.

B-^^E

FIG. 2.

Figure 2 shows the condition of fall of a body
dropped from a moving air craft. Considered in
vacuo, the path, or trajectory, of such a body
would be a parabola, the form of which is de-
termined entirely by the height of fall and the
velocity of the aeroplane with respect to the
ground. The line of sight in this figure is the
prolonged axis of the telescope, and it is evident
that if this axis be in a vertical plane containing
the target and be set at a suitable angle, the
projectile will strike the target if launched at
the moment that the line of sight intersects the
target. In order to determine the trajectory and,
consequently, the angle at which the telescope
must be set, it is necessary to know the height
and the speed of the aeroplane with respect to

AB = AC when ingle ^ » aafle c = "iS"

M& - &0 -SC - AC

FIG. 3

the earth. Lieut. Scott's method of determining
this speed is simple and ingenious and may be
understood from Figure :!.

AERONAUTICS

August J ipii

To find the speed relative to the ground, the
aeroplane is headed for some prominent object
and is maintained at a fixed height during the
time of calculation. With the aid of the device
the machine may also be kept in a vertical plane
containing the object sighted. The telescope is set
at 45 degrees, and, consulting Figure 3, it is
evident that the horizontal distance in front of
the object is equal to the height above the ground,
since the legs AB and AC of the triangle BAG
are equal. When the image of the object is inter-
sected by the cross wires, a stop watch is started
and the telescope is changed to zero reading ; that
is, vertical. A straight line of flight being main-
tained, the image of the object will again be
intersected by the cross wires, at which instant
the watch is stopped. It is evident that, by divid-
ing the height above the ground in metres by
the number of seconds recorded by the watch, a

practical combinations of height and speed. There-
fore, knowing height and speed, it is only neces-
sary to look in the table and find the angle at
which the telescope must be set in order to release
the projectiles at the proper moment. In addition,
there are correction tables for atmospheric re-
sistance and winds.

AX EXAMPLE WORKED OUT.
Flying at a height of 500 metres, it is found
that it takes 29 seconds to describe the 45 degree
triangle, as shown in Figure 3. Consulting Table
I, it is seen that the speed is 17.2 metres per
second. Now, consulting Table II for that speed
at a height of 500- metres, it is seen that the
angle at which the telescope must be set. in order
that the projectile may be released at the proper
instant, is 18° 57'. In this table, speed is shown
in full mietres per second. An auxiliary table of
differences will be used so that fractions of metres

Altitudes in iletree |'

Alt.

Speed in meters per second {|

Seconds

300

350

400

450

500

550

:jo

12-

300

17° 22'

13° 42'

20° 06'

21° 22'

22° 40'

23° 58'

25° 10'

23.1

350

16-9'

IT 24'

lb° 40'

19° 54'

21° 06'

22° 18'

21.4

400

15° 12'

16° 23'

17° 33*

18° 44'

19° 53'

21° ^1'

22° 07'

23.3

26 . 6

450

14' 19'

15" 27'

16° 35'

17° 41'

18° 47"

19° 53'

18° 57'

18.7

21.8

500

13° 38'

14- 43'

15° 47*

1G° 51'

17° 55'

19° 59'

17.6

20.6

23.5

26.5

550

13° 03'

14° OG'

15° 08*

16° 10'

17° 11'

18° 11'
17° 26'

16.7

19.4

22.2

500

12° 30'

13° 30-

14° 30'

15° 30'

16° 29'

15.3

IS. 4

23.7

2G.3

650

11° 59'

12" 58-

13° 56;

14*54'

15° 51'

16° 47*

17.5

22.5

700

11° 33'

12° 30'

13° 26

14° 21'

15° 16'

16° 10'

HI
22

14.3
13.6

15.6
16

19
18.2

21.4
20.4

23.8
22.7

26.2
25

27 . 2

750

11° li

12° 06'

13°

13° 53'

14° 47'

15° 39'

16° 32'

15.2

17.4

19.6

2±.8

23.9

26.1

These readings are angles of sight xn degrees and min-

12.5

14.6

16.6

18.7

20. S

22.9

utes. The upper horizontal column gives velocity m

24.

metres per second. The o.ltitude and velocity columns |

13.4

15.4

17.3

19.2

21 . 2

23.1

are to be continued indefinitely.

12.9

14.8

16.7

18.5

20.4

22.2

12.5

14.3

16.1

17.8

19.6

21.4

In Table I, the figures in the columns represent speed

12.1

13.8

15.5

17.2

20.6

in metres per second. The distance traversed in a

13.3

16.7

18.3

given time is eaual to the r.ltitude at which the nach-

12.9

14.5

16.1

17.8

ine is flying. If the height is 400 meters and the

••**•

•* *••*•'

••**♦'

*»«.»<

»«»*..

«.««»

time taken is 18 seconds, the machine obviously has

12.3

14.3

15.7

17.1

traveled 400 metres vrith re snoot to the ground in that

«»••»

♦**♦***

••***'

»•»»»»

***•*'

*•'-■•

time. Reference to the table shows a speed over the

12.8

14.1

15.4

ground of 22.2 metres per second. I^etres per second
is used as a standard vr.lue throughout the calculations

The

altitLides can he continued indefinitely,

nell as the seconds column, depending utj-

the .-Tjood of the aeroplane employed.

TA 3 L E I

speed in metres ])er second will be found. For
convenience, all possible speeds are tabulated, as
shown in Table I.

.\nother table, here shown as Table II, gives the
angles at which the telescope must be set for all

T ABLE JI

/030

will be taken care of. From Figure 2 it is evi-
dent that the telescope being set at 18° 57'. if
the projectile were released when the image of the
target is intersected by the cross wires of the
telescope, the projectile will strike the target.

Now the county fair officials in the Middle
West have begun to get busy with their premium
books and advertising for the greatest and only
county fair in that part of the State, and they
want aeroplanes this year. Balloons, automobile
races or a calf with six legs will not attract the
patrons this year. What they want is an aero-
plane exhibition, and lots of them. Since the
International aviators came tlirough the Middle
West and gave exhibitions at the larger cities, all
the smaller cities want to see the bird men fly.
There are in the States of Iowa. Missouri, Kansas,
Nebraska and Oklahoma over 80 county fair as-
sociations of financial standing that can afford
or will put up l);i.50() each for an aeroplane
exhibition during their county fair dates. Mr.
(J. S. B(>nnett, secretary of the Kansas City
.\viation School, stated that from the inquirieV;
he had received it would n(H'(l 50 outfits to fill
the rei)uests for exhll>illon llighls from the countv
fair mianagers of the Middle West. What tli'e
people of the West want is to get up close and
see a real biplane or monoplane. They want lo
see how it is built, how tlie power is produced
and how the avialor g(^ts started. They want to
see how the darned thing Is woi-ked and tliey have
money enough to spare this year to buy one or
two if they wanted them. Out in Missouri they
say "Show me" ; in Kansas. "Let nic feel of it" ;
in Oklahoma they say "Tut it in my hand" ; in

Arkansas, "Let me bite it," .1. G. Rompel has
completed his third biplane. This last one is on
Curtiss type lines, and is now installing a new
type of engine, which was made for him at
tMiicago. Mr. Rompel will make his tryout about
.Vug. ],

It is reported here that (Juy Morgan, a well-
known automoliile salesman of this city, has pur-
chased the "Banshee" of Charles Willard and will
bring the ■i)lane to this city.

Miss Kalhnrine Stinson of Hot Springs, .\il;..
is one of till' newest enrollments at the Kansns
Cltv .\\iMtlon Sclidol.

Clulevs and liijilanes ;ire now being built for tlie
trade at Olathe, Kan. L. C. Herman has his
uiaehinery Installed and will build a stock glider
;ind biplane to order.

The Payne & Neighliors Co, of Sedalia. Mo.,
rei)ort business is good for propellers, especially
orders from the East.

AERONAUTICS

August, iQii

THE MAKING OF A PROPELLER

The novice aviator frequently wants to make
his own propeller, in order to exercise perspnal
ingenuity. AERONAUTICS has previously had
articles on propeller design and the laying out
of propellers from known figures of diameter and
pitch. In the following notes it is attempted to
show the amateur how to make a propeller of
uniform pitch (P) of a jriven diameter (Di. He
perhaps has been flying with a certain propeller
and wants to make another of his own style ;
using the same &voa. but shaping the blade dif-
ferently, or oven increasing or diminishing the
area.

as B, C. etc., set off the blade widths from the
corresponding section of the development on to the
pitch lines as at EF. Then the vertical projec-
tions of E and F would s-ive O and II. which are
points on blade outline in side elevation. Other
points are obtained in like manner. There being
six laminations : they will show in side elevation
in six parallel divisions.

To obtain the outline of the blade in end ele-
vation at any sections, as GH, take the horizontal
projection of EF, which is EG plus HF. shown
in end elevation as ef.

DEVELOPED HRER

SIDE ELEV/^TION

Iiay-out of a Propeller Blade.

END ELtVf^TlON

The sketch showing "developed area" illustrates
tlie shape of a propeller blade which would be
obtained by laying a sheet of paper on a pro-
peller blade, cutting it out and then laying the
paper flat on a drawing board and marking around
the pattern thus made. In other words, this
sketch shows the true widths of the blade at any
point laid in the plane of the paper without the
holicoidal twist.

THE METHOD OF SETTING OUT THE DR.\WIXG.

Lay out to any convenient scale the developed
surface of the blade, which shall contain the re-
quired area, and be of the desired shane. Set off
the line AD, equal to one-half the diameter D,
and DX at right angles to AD and equal to
P -^ 2 X 3.14. The angle XAD is the pitch
angle at the circumference, and the pitch angle
for any other point upon the line .AD may be
determined by drawing a line from that point to
the point X.

We will suppose, as an example, that the blade
is to be formed of six strips. From any points.

To obtain the lines 1, 2, .S, 4, 5 in end eleva-
tion, take the horizontal projections of IJ and XL,
which are JK and LM respectively. These set off
in end elevation as the distances ik and im. Con-
nect these points with the center of the hub as
shown.

The sections of the blade at any point may be
obtained by marking off the distance IN and CO.
etc., from their corresi)ond!ng points on the end
elevation. Any shape or form of blade may be
set up in like manner.

GLUING vv.

This is rather a simple process, but should be
carefully done, as a poorly glued propeller is dan-
gerous, to say the least. The hard glue as used
by cabinet makers is usually used, and this is
applied hot. The boards should also be hot. to
prevent the glue from chilling before the press
can be tightened up properly. Heating the boards
is rathpr troul>Iesome to the amateur, as it is
best (lone in a catiinet heated by steam coils.

.AERONAUTICS

AlKJllSt, TQII

However, the boards may be set around a Kood
hot stove, where bv frequent turning they may
be well warmed. The cooler the boards are, the
faster one must work to prevent the glue from
chilling. The press should be very stiff and rigid
and the screws should be heavy and strong enough
to stand all the pressure one can put on.

The sketch shows one of the frames for a press.
If these are spaced about a foot apart and well
set up and the glue and boards are hot to start
with, the joints in the resulting .iob will show as
a very fine line, which is as it should be. The
block should be allowed to set about 48 hours
before being removed from the press.

SHAPING THE BLOCK

Lay off the end elevation on the block and cut
it out. Then turn the block on edge and at the
various sections; lay off the distances fromi the
face to obtain the outline of the side elevation.
These distances may be obtained from the drawing
of the side elevation. We now have the leading
and following edges of the face of the blade and
can work it down with gouge and plane. After
the faces of both blades are finished alike, finish
off the back, using a caliper to determine when
the required thickness has been reached at the
diflferent sections.

After both blades have been worked down and
well sandpapered, the propeller should be bal-
anced. This is a very delicate operation and
great care should be exercised to get both blades
exactl.v the same. A hole is drilled in the center
of the hub and the propeller mounted on a man-
drel, which should be suspended between centers.
The blades are then touched up until the pro-
peller will remain in any position, showing that
the weights of the blades are the same.

POLISHING.

After the propeller has been balanced and well
smoothed and sandpapered, it may be given several
coats of thin shellac, each coat being rubbed down
with steel wool. Then a coat or two of varnish
may be added to give a finish and make the blade
waterproof.

Press for Gluingr Iiaminations.

TO riND THE KORSEFOWEB OF AN EN-
GIITE.

THE formula for finding the horsepower of
an engine in u.se most extensively in
this country at the present time is
known as the A. L. A. M. formula, and
is as follows:

D X D X N _4_ 2.5.

D is the diameter of the cylinder in inches.
N Is the nujTiber of cylinders.
2.5 is a constant based on the average per-
formance of four-cycle motors at one thousand
feet per minute piston speed.

If, however, one wishes to determine the
actual horsepower of an engine, the only way
is to run a brake test. The sketch .shows a
simple way to make and apply a prony brake.
The weight W is used as shown in order to
balance the weight of the arm.
2 X 3.14 X I X Rx T
H.P.=z

33000
— in which

I is the radius of the brake arm.
T is the pull at the end of the brake arm in
pounds.

R is the R. P. M.

Example: Suppose the engine speed is 1,200
R. P. M., and the pull on the spring is 50
pounds, the radius 1 being taken as 4 feet;
then,

= 45 H.P.
2 x-3.14 x4 X1200 x 50
H.P.=

33000
I'm- long runs it is desirable to cool the
brake in some manner. This is most easily
done l)y employing a special flv wheel, as

shown in the sketch in cross section. A pipe
can be arranged to deliver a small stream of
water to the trough, and another so as to
scoop it out. The feed water can be regulated
so as to keep the trough nearly full.

Prony Brake

Section '/ FJy Wfiecl.

The formula for Kasolino engines, given be-
low, will serve to apjiroximate the power
which may be expected from an engine:
D S N

HP=: C

D := diameter of cylinder in inches.

S=: stroke in inches.

N ^ total number of explosions per minute.

0=10,000 to 13,000 for 2-cycle engines and
7.000 to S.OOOi for 4-cycle, depending on cir-
cumstances. Fair avei'age values would be
12,000 and 7,500.

AERONAUTICS

August, igii

GLIDING AS A SPORT AND AS AN AID TO FLIGHT

By T. W. K. Clarke.

THE motions and sensations of gliding are,
in the opinion of ttiose wlio liave operated
maclaines with and without power, very
similar to those in the power-driven ma-
chine, except that in the former, owing to the
smaller weight in proportion to tlie surface, and
also to the fact that it keeps closer to the
ground, the motions are more exaggerated than

In Full Gliding- Flig-ht — Note Wing- Warp

in the latter, so that after practice in a glider
the power machine is an easier matter and the
possibility of damage due to inexperience with
its attendant expense is greatly reduced.

The kind of glider to get depends on the
ultimate object in view. If one wishes to learn
to operate a specific power machine, then the
larger machine will give more nearly the actual
conditions and practice re-
quired, but if for general ex- r

perience or sport, the smaller j ,
machines will be found very \
useful and cheaper. The '
choice lies between a compara- i
tively small machine of about
20-ft. span with no chassis,
and by various stages up to
one of oO-ft. span or over, on
which one is seated and
started by means of a rail,
tower and weight.

Whatever type or kind is
selected it should be well
made, of good materials, and
by someone who knows how ;
these points add to the ex-
pense, but it will be cheapest
in tlie end. A glider has to
stand a great deal of rough
usage and weathering and
these will soon pick out the
weak points.

Gliding is a side of flight
that is a little apt to be
neglected in the present rush
to achieve the higher art : but
it is a useful side neverthe-
less.

Experimenters have, it is '-^.
true, shown that the stepping-
stone used by tlie Brothers
Wright is not necessary in all

cases, but, all the same, we are not at all sure
that gliding may not teach a lot even to the flying man.

The glider which Messrs. Ogilvie and Searight
had built for them is to all intents and purposes
a copy of the machine used by the Wrights in
1902, 'and the work has been admirably executed.
It is. of course, a biplane, and has an elevator
in front with a vertical tail behind. The elevator,
however, is constructed according to the design
shown in the Wright patent, having flexible planes
instead of simple pivoted planes. The tail at the
rear consists of a single vertical plane, in which
respect it is in agreement with the Wright glider,
but differs from the Wright flyer, which has a
double rudder. On the other hand, the main decks

are double surfaced on the machines which Messrs.
Clarke have constructed, whereas the gliders used
by the Wright Brothers were, we believe, invari-
ably only single surfaced.

The material from which the glider was con-
structed: is for the most part silver spruce. In
one or two places, where bent woodwork is re-
quired, American elm is used. The decks are dou-
ble surfaced with a special fabric
rendered waterproof by a celluloid treat-
ment. The weight of this fabric is one
pound to 36 sq. ft. The seams in the
complete covering are diagonal, and each
half of a deck, from an extremity to the
center, is practically enclosed in a kind
of fabric bag ; the edges of adjacent bags
are laced together in the center, while at
intervals the fabric is tacked down to
the supporting ribs. In order to prevent
the fabric being torn, a thin strip of
wood is placed betworn the fabric and
the heads of the nails.

The framework on which the fabric is
stretched consists of a pair of transverse
spars. 1 in. by 1% in., of spruce. At
the ends these spars are joined together by a
piece of bent elm, a scarf being made between
the two timbers. I'he ribs, which are spaced
every foot, are of spruce, the solid ones being
i in. by § in., the ordinary ones being i in. by
.•!/l(i in. and are built up of these strips separated by
distance pieces at intervals. The camber is 3 in. at the
maximum versine. The method of fastening the
ribs to the front spar by screws so that it vir-
tually belongs to that member and. as it were,
forms a supporting tongue for the bottom and
top members of the rib proper.

Cuusidered as a unit, the framework of the two

Just Leavingr the Rail at Start.

decks taken together, forms an example of the
usual' lattice girder work which has been com-
monly adopted on bip anes. In "^''■'^i-^^^'^ce^^Vi"^
the Wright system, the machine belongs to the
flexible type :" non-rigid joints are employed as
fastenings between the main spars and the struts
which separate them. of*.,,,.

These joints are carried out somewhat aftei
the manner devised by the Wrights, but a stee
plate has been substituted for the wire eye umhI
n the Wright machine. The struts have a savN-
cut taken down their extremities tor an inch qi
so and into this is let the steel plate winch is
pegged and bound in place. The Pi'oje<'/'°g ,f." |
of the steel is drilled to receive a hook, %vhicU

AERONAUTICS

August, ipii

£'?"-

ElevaHny P/o/res / /■^']' I "
38sf./t / s pruce

spruce

1013

Scale Drawing's of Clarke Glider.
44

/"■■' /" Rudder

7^ ^^-

4-6'

AERONAUTICS

August, ipii

in this case consists of a steel U-bo!t wliicli
passes tlirougli tlie main spar and is secured on
botti sides by nuts. The same steel plate also
provides an anchorage for the wire ties.

The elevator is constructed according to the
Wright patent. The two planes are so mounted
that they flex or warp instead of merely pivoting
when a change is made in their angle of inci-
dence. The framework of each plane of the ele-
vator is built up on a single transverse spar,
situated about 9 in. from the leading edge, the
full chord being 2 ft. (> in. The method of
operation will be understood by a glance at the
sketch.

The tail, which is controlled by a fore and aft
movement of the right hand lever, consists of a
single plane mounted between two outriggers as
shown. These spars are hinged to the rear trans-
verse spars and the diagonal tie wire is fitted with
a length of strong elastic so the rudder m'ay swing
ui) and not be broken should it hit the ground.

The machine as a whole is mounted upon two
runners which commence a short distance behind
the main decks and extend forward with a gradual
curve which is ultimately increased in a sharp
bend where they .loin on the upright supports
for the elevator. The runners are stayed to the
front spar of the upper main deck by a set of
oblique struts. The lower deck is supported a
little above the rudders by a lattice work bracing.

The pilot is accommodated in an extremely light
but fairly comfortable chair — in which respect
the machine differs from the original Wright
gliders, where the operator took the air lying
prone on the lower deck.

On each side of the pilot is a vertical lever.
That on the left moves to and fro only, and works
the elevator in the manner already described.
That on the right can move either to and fro or
sideways. The to and fro movement works the
rudder] and the sideways motion warps the main
decks. This warping of the main decks is carried
out by means of wires, which pass through short
lengths of Bowden wire. It may here be men-
tioned while on the subject of wire bracing, that
the main wire diagonals are not fitted with any
tightening device, being merely drawn hand-tight
and fastened by simple brass bands, the ends of
the wire being turned back over the bands to
prevent them from slipping.

The lateral control of a Wright glider, or flying
machine, by a single lever which warps the wings
and moves the rudder, is the most interesting and
characteristic feature of the Wright system, but its
action is apt to be a little difllcult to grasp unless
each movement is taken in sequence. The lever
is situated on the pilot's right : it normally stands
in a vertical position when the machine moves
straight ahead on an even keel. The connections
are such that —

(II If the lever is moved forward, the rudder
puts the prow to the left.

(2) If the k'ver is moved to the right, the left
hand extremities of the main decks have their rear
edges warped downwards so as to increase the
angle of incidence.

The next point to take into consideration is the
primary result which accompanies each of the
above movements made independently.

(1) From steering to the left, the increased
relative velocity of the right wing tip will cant the
machine so that the right wing rises.

(2) The first effect of increasing the angle of
incidence of the left-hand extremities of the main
deck is to increase the resistance of fli<rht on that
side of the machine, which consequently tends to
slow up. or in other words tends to put the prow
of the machine to the left.

If. on the other hand, the course is kept strai'j:ht
by using the rudder, then the effect of increasing
the angle on that side of the machine is to raise
the left extremity of the main decks and so cant
the machine over while it proceeds straight ahead.
This manoeuvre may either be performed for the
purpose of restoring equilibrium from an accident-
ally canted position or to establish a cant artifi-
cially for the purpose of banking when taking a
sharp turn.

It will be observed from the foregoing brief de-
scription that the to and fro and sideways move-
ments of the lever have results which are closely
related to one another and from which it is a
simple matter to deduce that —

(li If it is desired to restore equilibrium from
an accidental cant which has depressed the right
hand extremity of the main decks, then the lever
must be drawn towards the pilot — i. e., to the left
— in order to increase the angle of incidence of
the right hand extremities of the main decks which
it is desired to lift and at the sinne time the lever
must be pushed forward so as to steer to the left
in order that the initial effect of warping described
above shall not turn the machine from its straight
course.

The result of making, or rather trying to make,
simultaneous movements of the lever along axes
at right angles to each other is to follow a diag-
onal path : from this fact may be deduced the fol-
lowing very important fact :

(li Equilibrium and a straight course with thf
Wright flyer are maintained by a diagonal move-
ment of the lever, in which

(n) It is moved obliquely forward and towards
the pilot, in order to rectify an accidental canting
of the right-hand extremities of the main decks
downwards, or

(b) The lever is moved obliquely backwards
away from the pilot, in order to check a cant
which has depressed the left wing.

This oblique neutral line, represented in one of
our diagrams, is the normal path of travel for the
pilot's right hand, while he keeps the machine on
a straight course. Anv movement of the hand
awav from this line must result in a curved course,
because the rudder or the warping effect pre-
ponderates. ,.. ,. xt.

The precise nature of the movement which the
pilot would perform in order to steer, say, to the
left depends on the manner in which he wishes is
to carrv out the operation, which in turn is gov-
erned bv the sharpness of the curve, his speed of
flight and other considerations. In general, how-
ever, it mav be said that the pilot's hand for
such a manoeuvre moves through an oval path
starting and finishing in the neutral vertical posi-
tion : this oval path is the result of a perfectly
performed sequence of very short straight move-
ments each of which has resulting in a combina-
tion of warping and rudder action. Needless to
sav such perfection is not immediately withm
roach of the novice, the movements of whose hand
would be more than likely to show up the straight
line components of the curve.

It should perhaps be mentioned here that the
reason whv the rudder and the warping of the
planes has' to take place simultaneously is pri-
marilv due to the fact that the Wrights warp
the niain decks of the machine instead of employ-
ing independent balancing planes. When the main
decks of a glider or flier are wai-ped it is not
possible to warp one extremity up and the other
extremity down to an enual extent considered from
the point of view of effectiveness. To all intents
and purposes only that extremity which has its
trailing edge warped downwards need be taken into
consideration, because while that undoubtedly does
exert a powerful lift, the corresponding warping
of the other extremity does not result in an enual
amount of depressing action because the resultant
curvature of the decks at that end of the machine
is such that their angle of incidence is dimin-
ished but not effectively reversed. On the one
side of the machine, therefore, an active force
is in oneration. whilst at the other extremity the
conditions are rather of the passive order. The
resistance of that extremity which has an in-
creased angle of incidence^ given to it makes itself
felt, and there is no corresponding resistance at
the opposite end of the flying machine to neutralize
the swerving effect which it induces: on the con-
trarv. the resistance there is less than in the
norrhal condition of straight line flight, so that the
swerving effect is outside. Hence the need for
iisinT Ihe rudder.

From Ihe side elevation it will be seen that the
startin-^ rail itself is about 00 ft. long, while the
derrick is 15 ft. high. The actual arrangiunent
shown was that constructed for Mr. Ogilvie's
glider at Camber, and there the derrick was made
from such timber as was availnlile on the spot,
and the starting weight originally consisted of a
bag containing the earth excavated from below the
derrick. Later this was chansed to a number of
metal discs un to a total w(>ight of 2."0 pounds.
The rail itself, consisting of "T" iron in l-'><'.^-
lengths mounted on long wooden blocks, was laid

AEROXAUTICS

August, 1911

(MOVEMENT- ^ |_^
— ~~~o S ~

fiimcrion of fli^^t.

Details of Clarke Glider.
46

i-.RONAUTICS

August, igii

111 a slope of about one in ten. and to compensate
la- the irregularity of the hillside a clearance of
' t in. was allowed at the joints. Owing to the
■ iim- grass present in this particular case, it was
Jiiuud necessary to put additional wood blocks 6
ns. deep under the sleepers. The actual details
if construction are clearly shown in the three
^niall sketches, while the precise arrangement of
till- starting rope can be followed from the side
_'lt\ation.

In launching, the glider is placed in position
•lose up to the derrick (as shown in the drawing),
uith its two small grooved trolley wheels resting
in the "T" iron rail ; the 250 pounds weight is
tluii raised by hauling ou the free end of the rope,
wliich terminates in an iron ring: this is then
slipped over a downwards-pointing iron hook, car-
ried on the end of a wooden bar fixed in front
between the skids of the machine. At first a
Manila rope, about I14 ins. circumference, was em-
ployed, but a wire cable has since been substituted.

The glider is balanced laterally on the mono-
rail by hand on each side (when in motion this
is effected by the action of the wing-warping
lever), and is held back by hand against the pull
of the rope. As soon as the pilot is ready the
machine is released, the weight falls, and the
glider is shot forward along the starting rail.

When there is a good wind, the machine usually
vises into the air after traversing only about
30 ft. of the rail.

By gradually closing up the points of support
to a single point, both the above motions can be
practised together. When sufficiently proficient
try some short free glides from a part of the hill
about one in six. If it is a large machine about
four helpers will take hold of the bottom spar by
a short end of rope if necessary, and run you and
the m^achine down hill facing the wind, when
the speed is sufficient the machine will be com-
pletely air-borne and the helpers should then let
go simultaneously and dodge away : a few such
trials, and then if there is a starting rail, this
may be used and will be found a great help.

Always face the wind direct : never leave the
machine by itself on a windy day or it will be
struck by a gust and overturned. One man is
enough to hold it if the elevator is kept de-
pressed and he be ready to "sit on its head." If
the machine should be overturned don't pull it
over against the wind but manoeuvre it so that
the wind returns it back.

If a side gust strikes a machine, unless the
machine can give with it, it will up-end side-
ways ; this is a danger with long chutes methods
of launching and certain forms of captive gliders,
and] also necessitates a very heavy weight when
using a launching rail.

It is better to have the center of gravity too
far ahead than too far back.

Don't let the bracing of a machine get flabby.

If a hill has a very steep slope suddenly chang-
ing to a gentle one, the wind is apt to flow over
this and leave a calm pocket near the change of
slope.

WHERE AND HOW TO GLIDE

Choose a hill with slopes in as many directions
as possible. The hill should, if possible, have a
long slope of about, say, 1 in 8, rising to 1 in 4
or 5, at the steepest part, and be free from ob-
structions, such as trees, ditches, etc., as well as
other hills in front. Such hills are best found
by studying a contour map of the locality.

Having found a suitable shed, or erected a tent
in a sheltered! and convenient spot, it will be well
to start by practicing each control (longitudinal
and transverse) separately. For this puiijose it
will be best to enlist the sei'vices of two friends
(for a small machine), or four if it is a
large one (a few miore will be useful if they are
of the right sort). Choose a day with the wind
blowing up one of the slopes (or this can be
done on the level) with a velocity sufficient to
take the major part of the weight, say, about 12
to 15 miles per hour. Keep the machine facing
the wind, take your place in the machine and let
the two friends hold the ends of the wings on a
line about a foot or less in advance of the center
of gravity of the machine when loaded. In the
case of most biplanes this will moan holding the
machine at the front edge, then lift up the
machine and pilot ; the machine is now capable
of a pitching motion, but not of sideways rolling,
and the pilot can devote his whole energies to
mastering the movements of the elevating lever
in order to keep the machine on a level keel ;
when this is mastered, the machine should be
placed on a plank or planks placed across other
planks edge up, so that it can see-saw sideways
(in the case where a starting rail is used, balance
the machine on the rail), transverse balance (by
warping or other means) can then be practiced un-
til it becomes instinctive.

Siag-ram 2, of which the small rectangle at
the centre represents the rigrht-hand control-
lever, shows in plan how the two movements
capable of being- g-iven to this lever result in
a third oblique line of movement, along" which
the aviator's hand passes to and fro to pre-
serve the bilateral equilibrium during" flight.
rig"ure 2 shows the central portion of lower
plane, with aviator's seat and the lever-control
system of the glider. It will be observed that
the right-hand lever can be moved sideways as
well as forwards and backwards. Figure 3 il-
lustrates the flexible elevator Figure 4 is a

side elevation of starting derrick and rail for
full-size glider. Details of mounting the rails
and joining the sleepers are shown in Figure 5.
Scale Drawings of Wright-Clarke glider, with
sketch of the flexible-joint connecting the ver-
tical struts to the main decks. A slight notch
is made at the lower end of the XJ bolt to keep
the eye of the strut central. The other sketch
shows that instead of pulleys where the warp-
ing-wires leave the decks, short lengths of
Bowden wire sheatli are used clamped to the
rear spars, as shown above.

TO SPUCE SHORT BAMBOOS

H. C. Cooke, of 128 West 65th street. New
York, who has been flying last summer at
Mineola, has advised us of his method of join-
ing short lengths of bamboos. Often while of
same outside diameter, the hole inside one
bamboo is larger than that in the other. Drill
both holes exact size of dowel sticks on the
market. Bore 4 in. deep each end. Cut dowels
not over 8 in., and measure depths of holes so
that bamboos will come together. Use steel
sleeve 6 in. long and bolt it on one bamboo 3
in. Tighten up the two nuts on that end of
the sleeve. Then glue dowel and push in — do
not drive or bamboo will split. Then take
other bamboo and slip on over protruding

dowel and tighten up second two bolts on the
other side. Drill notes through sleeve and
bamboo on each end, fasten with stove bolts.
If guy wires are used, the turnbuckles can be
fastened to the stove bolts.

.1. G. Stewart of Cincinnati has purchased a
Grav Eagle biplane, equipped with a Roberts
motor, and has contracted with a Curtiss flyer to
exhibit the machine. The Rubel company has sold
Gray Eagle motors the past week to R. C. .Jen-
nings, Unionport, Ta. : Kyle Smith of Wheeling,
W. Va.. and II. H. Klein, .Jr., Hartford, Conn.
The Rubel concei-n has adopted the policy of tak-
ing back all Gray Eagle motors where customers
are dissatisfied.

AEROW^UTICS

August, iQii

THE WILLARD HEADLESS BIPLANE

CE. WILLARD has completed the construc-
tion of a biplane with the propeller in
• front, and all steering surfaces In the
rear. This will be taken to Canada,
where future work will be conducted. His partner
in the McCurdv-Willard Aeroplane Co., J. A. D.
McCurdv, is also having machines built to his
design in New York City. Whatever machines are
marketed bv Messrs. Willard and McCurdy will
be as individuals, while the McCurdy-Willard
Aeroplane Co. will confine itself solely to exhibi-
tions.

Results of flights will be watched with interest,
as but one or two biplanes, like the Breguet and
the Roe. have ever successfully flown with the
propeller in front, and none but these has ever
made any big name for itself. This may not be
due to the placing of the propeller alone, but to
defects in the design. The principle is theo-
retically less efficient, pai-ticularly with a biplane,
than the placing of the propeller in the rear of
the main planes. Following is a description of Mr.
Willard's novel machine :

Main Planes. These are each in five demount-
able sections, the lateral beams being joined by
steel plates, top and bottom of beams, and bolted
through. The main beams have three laminations,
spruce and ash. The guy wires are Roebling
flexible cable. 7/64 and o/:!2 in., and are tight-
ened by turnbuckles, each with a locking device to
keep the wire from loosening up through vibra-
tion. The struts are fish shaped, solid spruce,
and fit in steel tube sockets. On the end of the
strut is a brass ferrule to keep the strut from
swelling in the socket. Continental cloth is used
both sides and tacked on with copper tacks.

Bodji. A novelty has been introduced in the
construction of the rear half of the machine.
Instead of outriggers, as usual with biplanes, a
triangular body is employed, made of bamboo en-
tirely, even to the diagonal braces, with the base
of the triangle at the top. At tlie rear end is

the elevator and rudder. The manner of attach-
ment of the diagonal bamboos to the main members
is by steel tubing. This fuselage is divided in two
sections, midway the length, the after one being
capable of being slipped inside the forward one
for purposes of shipment. The fuselage will be
entirely enclosed with fabric.

Running Gear. A central skid is used in com-
bination with four wheels. The two center. 20 in.
by 3 in. wheels, support the machine and are
flexibly mounted with Goodyear rubber springs
in the usual manner. Fore and aft respectively is
a 16-in. wheel, which normally is 2 in. off the
ground. In landing, the two center wheels take
the first shock, letting the machine down easily
on the remaining ones. The 'skid does not
come in contact with the ground at all.

Power Plant. Not settled upon. Two Gnomes
are already owned by him and it is possible he
will take delivery of a couple of rotary Indians,
on which he has a call. The placing of the gaso-
line tank depends on what engine is used. A 6-
cylinder Anzani is also a prospect. In any case,
a shield will be built up at the rear of the motor
to protect the operator from oil. which the Gnomes
particularly have a habit of throwing in one's
face without any discretion whatever. The spark
advance and throttle are located on the steering
post and are controlled by Bowden wire, with
copper tubing wherever there are bends.

Staiiliti/. Ailerons are used, fastened with or-
dinary brass hinges to the rear beams, but are
positively operated in both up and down direc-
tions in such a manner as to give equal resistance
on both sides of the machine to avoid any turning
tendency from the operation of the ailerons.

Controls. .Ml steering and operating of ailerons
are by one steering post and wheel, universall.v
mounted. Pushing forward steers down, and vice
versa. Turning the wheel steers right or left.
while swinging the whole affair to left or right
operates the ailerons.

A PRESSURE EQUALIZER FOR AILERONS

TIIK accompanying sketch shows two views of
a differential device for securing and main-
taining at all times an equal pressure on
the ailerons on the opposite sides of a
machine.

Referring to Fig. 1 it will be seen that the gear-
A and B are secured to shafts on which are tli>
pulleys G and H, around which are wound thi^
cables that operate the ailerons. Gears A and R
Li gaiic the gear C. which is mounted in tlie ring E

/^^.

lose

Pressure Equalizing' Device for Ailerons.
48

ERONAUTICS

August, iQii

'Vvillard Headless Biplane.

Fig. 2 is a cross section on tlie line XX. It
•ill 1)6 seen that if the control lever is held
tationary the wheel F and the gear C, which are
oth secured to the same cross shaft, cannot re-
olve, but should there be any difference of pres-
ure on the ailerons, the ring E will revolve in
he mounting D.

The operation of the control lever will revolve
he gear C, which will operate the ailerons in
'Pposite directions, but the ring E will be free at
lU times to revolve and equalize the pressure.

Many sales have been made of the Roberts
motor in the short time it has been on the
market. T. W. Benoist, of St. Louis, has been
making flights in one of his Curtiss-types with it
at Kinloch Park and S. D. Dixon and H. W.
Powers are flving at Cliicago. Ilaupt has it in
his B16riot-copy and Ualpli Cole, of Norwalk.
O., has been making some sensational novice
flights in a machine of his own design.

Aviation fans bow may have a new sensation.
Sveryone wants to know how high the aero-
)lane is. Just sight along a special walking
itick and look at a table in your vest pocket, and
"ou know, providedl you know what machine it
s that's flying, and one isn't a "fan" unless he
mows theru all afar off. The Metroscope Manu-
acturing Co. of Springfield, O., has produced in
I cane the homely but characteristic altitude
neasuring device of the Wright Brothers, de-
scribed some time since in AERONAUTICS.

/ have found a great many interesting ihini/ii in
your magazine and am sure it is uell north the
price. — Geo. J. Ferguson.

/ found your magazine very satisfactory and in-
structive and the best on the market. — All.\x W.
Carpenter.

/ would like to praise Aeron.\utics through its
editor for its noble work, which no doubt has
improved to the delight of its subscribers, and
those who perchance come across a stray copy. —
R. P. D.u'iES.

AERONAUTICS August, ipii

KIRKBRIDE BUILDS ALL STEEL BIPLANE

STEEL construction is beginning to come more
and more into favor. Sevei'al steel machines
have been built in this country, and judg-
ing from the way they withstand the wear
and tear and tumbles" it would seem as if the
steel construction were superior to wood in a
good many ways.

The machine Illustrated was designed and con-
structed by William Klrkbride, of Detroit, Mich.
Steel tubing has been, used almost exclusively, the
only wood being in the skids and the engine
and seat foundations and control levers.

Main Planes. The upper plane has a span of
30 ft., being two feet longer than the bottom
one. The lateral main beams, both front and
rear, are of 1%-in. 20 gauge tubing, reinforced
in the center by slipping another tubing inside.
This gives more strength where it is needed and
does not Increase the size of the spars. The
ribs are also of tubing, the light ones being % in.
20 gauge and the heavy ones in way of uprights
% in. ; they are all joined to the spars by braz-
ing, the joints being flush. Contrary to usual
practice, the ribs do not pass either over or
under the rear spars, but butt against it and
are brazed. Quarter inch tubing forms the rear
edge of the planes, to which is brazed the ends of
the ribs.

A novel feature of the construction is the doing
away with all strut sockets, guy wires and turn-
buckles in the main plane. This is done by braz-
ing the struts to the main spars, and by using
%-in. 20 gauge tubing in place of wire. The
small tubing is cut about 1/16 in. sliort and
heated and brazed in place ; when the tubing cools
it comes to a good tension. If it were not for
heating these diagonals they would be slack after
the brazing. They are also brazed where they
cross. The struts' are 1-in. 20 gauge tubing and
are round instead of oval. The cloth is stitched
by hand and covers both sides.

Steering. The outriggers are of %-in. 20 gauge
tubing. They can be detached from the planes
by taking out four bolts ; the mam spars having
clips brazed on and the outrigger spars are fitted
with an eye, making a very simple and strong

joint. The elevators and rudder are constructed
in the same manner as the main planes.

Conlrols. The control is of the Farman type,
fore and aft movement of the lever manipulates
the elevator and sideways the ailerons. The
rudder is controlled by a foot lever.

The power plant consists of a Model 2 Maxi-
motor, weighing 225 pounds.

This is equipped with a Detroit radiator. Moa
magneto and Schebler carburettor. The propeller
is of 7-ft. diameter by 4Vj-ft pitch and gives
from 275 to 315 pounds thrust at from 1,000 to
1,200 R. P. M.

Running Gear. The running gear consists of
two skids and wheels. The wheels, which are
2 in. by 20 in. Hartford, are mounted on a long
axle, which is suspended by rubber springs.

All the control wires are 3/32-in. Roebling
flexible cable, running over pulleys wherever it
is required to turn corners with the wire.

The weight of the complete machine, without
the operator, is 595 pounds.

Gray Eagle aero motors have recently been
supplied' to the following parties :

P. .T. Butler, Vallejo. Cal. ; H. H. Hoover, Mem-
phis, Tenn. ; D. D. Huddleston, Salem, Ore.

D. L. Dennis, of Franklin, Ind.. has been making
daily flights with his Curtiss type biplane equipped
witli a Gray Eagle motor, and Earl Slaick of In-
dianapolis, Ind.. has been making many flights
with his Curtiss biplane equipped with a Gray
Eagle motor.

Hoover is also making daily flights with his
Gray Eagle biplane at the Louisville aviation field.

R. O. Rubel, Jr., & Co., since Mr. Rubel pur-
chased his partner's interest in the business, is
devoting most of its enei'gies to the sales of Gray
Eagle motors and propellers, though a new model
biplane will be brought out for 1912. A six-
cylinder, 60 h. p. V-motor. two-cycle type, with
open crankcase and no carburetor, is being de-
veloped. The first motor has already been satis-
factorily tested out on the block.

AERONAUTICS

August, ipii

Kirkbride All-steel Biplane.

NEW^ YORK-CHICAGO FLIGHT

Urbana, O., July 10, 1911.

Editor of AERONAUTICS.

Dear Sir : I have just read the article by R. E.
Scott, "What's the Matter With America." and
I am impressed with his view of the case.

The "Scientific American" in a recent number
asks, "Why is Europe ahead of America?" in
primary inventions, and answers much in the
same wav.

If mechanical flight is to stop where it is as
to development and usefulness, then it may as
well stop at once : but all thinking people arc
agreed that it will not stop ; then let us on
this side have a hand in the development.

I propose to post this challenge — that I will
build a 'plane that will cover the distance be-
tween New York and Chicago in the light of a
single day carrying two persons, and without a
.'itop, for .$25,000, 40 per cent down with con-
tract, balance when the machine is accepted, and

If it fails to do as claimed I will at once refund
tho advance payment. Or I will organize a com-
r.any and sell .$100,000 worth of stock for .$2o.00O
and" guarantee to make it worth par m one j'ear
or rel"und the money paid by subscribers.

It seems to me that there should be someone
Interested in the advancement of the gentle art
of flving that would be willing to stake the use
of the money long enough to prove this claim and
that is all that would be lost, for you can refer
to anv of the banks named on my card and find
that I am able to do as I offer.

Tho offer of largo prizes is not a very satis-
factory wav of advancing the cause, as the con-
testants are compelled to build cheaply for fear
of failure. ,, , .

If you will post my challenge in your nest
number you will be helping the advancement of
.\merican aeronautics.

Respectfully,

(Signed) C. M. WANZER.

AERONAUTICS August, 1911

CONSTRUCTTOM AIDS XIX

elder

Co'^sTift/c-r'«f>/ /4*AJ *■/•>{

'008 and N«il Stay Sinnd Fa>t«i

AERONAUTICS

August, igii

iKnr fmm

©mUMTmY

T~l

FLIES FROM BOSTON TO WASHINGTON

Atwood's Time Table.

Miles.

BOSTON 0.00

NEW LONDON O.i.OO

NEW YORK n L'.4o

ASBURY PARK :'.L'.4."i

ATLANTIC CITY 0.'..l.j

HALTIMORE 122.40

WASHINGTON 35.20

Total 401.20

ATWOOD MAK£S FIVE CENTURY FI.IGHT.

THE biggest flight ever made in this country,
more than four times as long as any previous
attempt, was successfully accomplished by
Harry N. Atwood after not more than six
Wf'ok.s of aviation experience. He learned to
fly at till' Wright camp at Dayton and then went
with the r.urgoss Company and Curtis, flying their
Burgess-Wright machines.

On June 30, while at breakfast, the suggestion
was evolved in his mind that he fly to New Lon-
don and see the Y'ale-Harvard boat races from
aloft. He did it. When he arrived there a news-
paper man asked him why he didn't fly to New
Yt)rk. He did. Then he thought he might as
well go on to Washington and demonstrate there
the new Burgess army aeroplane which had been
sent by train. And he did that, too. All this
without any prize or profit, save a cup given by
a local newspaper after he started and a small
purse raised by Atlantic City. The Chamber of
Commerce in Washington was expected to re-
ward the flight in a financial way, but. after it
was made, the seeming necessity for a prize dimin-
ished daily, and the purse was finally not made
up.

The Aero Club of Washington, however, did
give him its gold medal and he was introduced
to President Taft, who made the presentation.
This was on July 14. He flew into Washington,
landing in Potomac Park, and had luncheon and
then flew right into the White House grounds.
This was a very ticklish job, as well as the
getting out, for he had to dodge trees, shrubbery,
fences and walks. After the presentation, he
turned his machine and flew out of the grounds
and back to College Pork.

The Burgess-Wright machine is made by the
Burgess Company and Curtis, of Marblehead,
Mass., licensees under the Wright patents. The
power plant is made by the Wright Company it-
self, at Dayton ; the woodwork, other construction
and assembling is Burgess-Curtis. Products of
other manufacturers entering into the whole are :
wheels, shock absorbers and cloth, of Goodyear
Tiro and Rubber Co., Diamond Chain Co., Mea
magneto.

Atwood Hying Around the JSinger building

Courtesy N^. Y. World

THE FLIGHT DAY BY DAT.

June .".O. Flew from Squantum field, near Bos-
ton, with his mechanic, James Fleet, as passen-
ger at 7 a. ra., to a field near New London,
arriving at 9 :10. The mayor quickly came to
the spot with police and flew with Atwood over
the course while the college crews were racing.
The flight took 2 hours and 10 minutes to New
London.

July 1. Flew alone from New London, 7 -.Oi]
a. m., to New York City, stopping 38 minutes .for
gas just across the East River, at Astoria, L. L.
directly over the East River bridges and across
the skyscraper district of New York around the
Singer "Building and down to Governor's Island,

AERONAUTICS

August, ipii

Atwood's Iiongr riijht Mapped.

in the bay, 10:20 a. m. lie followed the Now
Havon railroad tracl<s all tlie way down the
Connofticut shore to the upper end of Manhattan
Island, where he swung out over the East River to
Astoria.

.Tuly :i. Flew around Governor's Island and the
hay, and! toolt Lieut. Fickel around the Statue of
Liberty. A hundred miles in all wore flown here,
it was figured. While up over Brooklyn at a
height of 2,200 ft. his gas ran forward in the
tank away from the feed pipe to the engine
and he glided down fo the island.

July 4. Started at 8 SiO a. m. and arrived at
.Mlantic City alone, at 2 :;{2 p. ni.. after stopping
at Asbviry I'ark, and at Sea (jirt on the way for
oil. and at Tuckerton for gas. This stage took a
long time for ho had to buck head winds all the
way. Asbury Park was mistaken for Atlantic
City and. he had to go twice the distance again
to reach tile latter place.

.Tuly .5-0. Made passenger flights at Atlantic
City, taking up Chas. K. Hamilton and various
local people. Here Hamilton was Invited to fly
with .\twood to Washington, and acc(M)ted.

.July 7. Hamilton and Atwood started, but a
dog got in the way of a iii-oijoller iiiid was neatly

dissected. A second start was unfortunate for
the machine did not raise well and they had to
land in water. The waves broke the planes and
got in the engine.

July 8. Hamilton had his own Burgess-Wright
towed behind an automobile all the way from
New Britain, Conn., taking 20 hours on the road
without sleep, and this way used the rest of the
day.

July 9. Made a start but had to land a quarter
of a mile away on Captain Hugh L. Willoughby's
grounds and injured the machine, which did not
seem to lift.

July 10. At 5 :04 in the morning another start
was made and a landing made then at Farnhurst,
Del., at 6 :45, where gas was obtained. Start-
ing again at 7 :;riO, another landing was again
made at Stemmer's Run. Md., at :25. All along
the machine was flying close to the ground and
it seemed impossible to get it to lift. The ex-
treme heat was charged' with this. Just before
reaching Stemmer's Run tliey passed close over a
moving train and the hot air and smoke from
the engine boosted them up in the air enough
to clear the telegraph wires and make a landing
in a nearby field.

July 11. Despite the very long grass, a start
was made, still with Hamilton, at 4 :40 a. m..
landing at 5 :50 a. m. at College Park, which At-
wood thought was really in the city of Washing-
ton instead of nine miles away. As he planned
to fly to Washington itself he was still not satis-
fled until he completed his journey to the Capitol.
After going into town for breakfast he took out
the Burgess-Wright government machine for its
demonstration but broke it up.

July 12. Meets the President and announces an
early flight from Chicago to New York.

July 13. He buys Hamilton's machine, which
has been used from Atlantic City, and flies over
the city of Washington for half "an hour, circling
the dome of the Capitol Itself, landing back at
College Park.

July 14. Flies to the White House grounds and
is presented with the gold medal.

July 21. A bad wind storm took the machine,
which was out of the shed at College Park, blew
it up in the air and dropped it back to earth,
completely wrecking it.

JOHNSTONE BREAKS DURATION RECORD.

St". Croix Johnstone, of the Moisant Company,
flying a Moisant-Bleriot, broke the American dura-
tion and) distance records over a measured course
on July 27 at Mineola, L. I., in a flight lasting
4 hours 1 minute 5:} 4/5 seconds, circling the
course 39 times and a fraction for a distance of
176 miles, 1,254 feet, officially observed by repre-
sentatives of the Aero Club.

He started very early in the morning, just as
the sun was coming up over the eastern horizon
and finished his flight over a four-mile 2,699-foot
course shortly after 9 :00 o'clock. The machine
was loaded down with 25 gallons of gas and 11
gallons of castor oil. A small leak in tne extra
gas tank prevented a- longer flight.

The new figures to be added to the list of
.Vmerican records are as follows :

2 RECORDS BROKEN, EST.\BLISHED.

Duration, 4 hr. 1 min. 53 4/5 sec.

Distance, 176 m. 1,254 ft.

150 kil. in 2 hrs. 8 min. 1/5 sec.

2(HI kil. in 2 hrs. 49 min. 52 1/5 sec.

25(» kil. in 3 hrs. 32 min. 5(> 3/5 sec.

Two hours. 88 m. 1.13!) ft.

Three hours, 13:! m. 1.729 ft.

Four hours. 1 7(i m. 1.254 ft.

The records that were beaten follow : —

Duration. ."> hr. .■!9 min. 40.5 sec. P. O. Parme-
lee (Wright). San Francisco. Jan. 22. 1011.

Distance, 101 m. .-.S'.i fi., Knljih Johnstone
(Wright), Boston, Sept. 10, lOKi.

BEACHEVS ri.IGHT OVER NIAGARA.

l'"or spectacular (iarin.i; .-uul accniuplished tlyiiig.
no one lias "anytliing on" Lincoln Boachey. His
flight of June 27 back and foi'th over the Niagaia
lUver and down the liorge will be remembered
for some time.

AERONAUTICS

August, ipii

Beachey was the principal feature of an in-
ternational carnival under the auspices of the
twin cities Niagara Falls, N. Y., and Niagara Falls,
Can. The start of his flight was from a baseball
park on the American side of the river. From
here he circled round and flew across the Niagara
River and Goat Island and back of the Horse-
shoe Falls to the Canadian side. Without stop-
ping he turned in below the Falls at the beginning
of the Gorge and flew along its course and over
the big steel bridge. Then he turned again and
flew back up the Canadian side nearly to the
Falls. At this jjoint he repeated his flight down
the Gorge but made it more sensational. Drop-
ping close to the boiling Rapids, he shot along,
this time passing under the central arch of the
bridge.

On previous days he hadi made a series of
spectacular flights over the Niagara River in the
wind and rain with his Curtiss machine which
he now flies without a fi-ont elevator. .Tust a
few days before, Beachey. McCurdy and Wittmer
gave an exhibition at tlie famous Fort Erie race
track, across the lake from Buffalo. Here a
number of sensational flights were made by all
three and on one day, in a stiff wind. Beachey
flew across the river and over the business dis-
trict of Buffalo.

ri^IGHT OVER NEW VOBK.

Following the sensational flight of Atwood over
the peaks and canyons of lower Manhattan, Ladis
Lewkowicz, in his flve-cylinder Anzani-enginod
Bleriot on July 8 left Nassau Boulevard and flew
high over the other end of Manhattan Island,
attaining an altitude of over 6,000 ft. As he
crossed East River and was about over East looth
Street he noticed his oil giving out and he de-
liberately shut his engine off and began to glide
the long distance across the Hudson River and
the Palisades to Leonia, N. J., a distance of at
least three or four miles in an air line. In land-
ing he caught his wheels in the long tough grass
of the salt meadows and turned the machine
over, l)reaking its back.

DOUBIiE ENGINE MONOFI.ANE FAIIiS.

The Queen Aeroplane Company's double Gnome-
engined monoplane came to grief and the aviator.
Stone, had a narrow escape.

This comi)any. which is building fine copies
of the Bleriot at Fort George, New York City,
built a speed machine with two engines, mounted
one in front as usual and one directly behind
the aviator, turning in opposite directions. In-
stead of the usual rectangular body in Bleriot
machines, three hollow outriggers, separated at

the front far enough for the rear propeller to
swing, extended back to a point where a rather
small vertical rudder was hinged. A four-wheeled
chassis was used to support the whole. It was
expected that the machine would develop phenom-
enal speed but it did not fly far enough to get
much of an idea as to what it might do. It
jumped off the ground like a scared rabbit and
almost Immediately keeled over on one side and
Stone was unable to right it. If it had been higher
that might have been possible but it was acknowl-
edged that the vertical rudder was entirely too
small.

NEW McCUBDY MACHINE.

The new McCurdy aeroplane has started on the
road) before anyone had a chance to see it. It
was taken to Nassau for one short hop to try
the balance and shipped to Hamilton, Ont., where
an exhibition is to be given. From here it goes
to Toronto and on to Chicago for the meet.

H. F. Kearney is making flights at Creve Coeur
andi is to try out pontoons on his biplane. Sev-
eral other novices are about to move over from
Kinloch, as the former is a more favored flying
ground.

NAVAIi MACHINE HAS NEW FEATURES.

Lieut. Theodore G. Ellyson, the navy's qualified
aviator, has been flying all the month at Ham-
mondsport with the hydroaeroplane bought by
the Navy Department of the United States Gov-
ernment. On many of his flights he has carried
passengers, among whom was Capt. W. I. Cham-
bers, head of the aeronautical work of the navy,
who was taken up Keuka Lake to its end and
back, a distance of about 40 miles.

The naval student, Lieut. .T. H. Towers, has also
l)een a passenger to Penn Y'an and back. Penn
Yan is at one end of the lake and Hammondsport
at the other. Over a measured course the ma-
chine covered 10 miles in 18 minutes, carrying
the two officers. On the return trip fromi Penn
I'an the machine circled the little steamer that
plies between the two towns for the express bene-
fit of Lieut. Paul W. Beck, the army aviator, who
was known to be a passenger, and the navy took
this occasion to show the army what a naval
aeroplane was like.

The end of July. Lieutenant Beck was taken
as a passenger in the machine.

At the present time four military officers are
training at the Curtiss factory — Lieutenants Beck.
Ellyson^ Towers and J. W. McClaskey, the latter
of the United States marine coi-ps. Beck and
Ellyson are qualified pilots.

The other navy machine is a four-cylinder land
aeroplane, of the" usual Curtiss typo.

The Navy's Hydro-aero-plane

'ONAUTICS

August, ipii

INNOVATIONS IN HYDROAKROPLANE.

The naval hydroaeroplane is two-seated, each
being equipped with an individual shoulder brace
for the operating of the ailerons. These can be
connected together or disconnected at will. The
passenger must, if they are connected, allow him-
self to sway with any movement of the braces
caused by the aviator. The passenger is free to
draw or make notes, or can at once take over the
control of the entire machine.

The steering post is hinged on an axis fore and
aft, so that the wheel can be taken by either of
the occupants and full control of the machine
Instantly shifted from one to the other of the
people. In case of accident to the driver, the
passenger can grasp control without chance of
losing balance of the machine. The possible
danger of two men trying to operate the machine
at the same time is avoided. The elevator is
tilted by a horizontal rod running forward from
the lower end of the steering post. A patent has
been applied for on this hinged steering column.

The diagonal stay wires in the three center sec-
tions of the machine are doubled and the motor is
one of the new 70-h.p. eight-cylinder motors, just
completed.

The aileron-operating cables run from the shoul-
der brace over the two large pulleys on the front
struts, as shown in the photograph, crossing above
the aviator to pulleys at the extremities of the
ujjper plane and down to the ailerons. Prom each
aileron a cable runs over a pulley at the outer
extremity of the lower plant in to the shoulder
brace again.

NEW WRIGHT MODEI..

A new model Wright machine has been pro-
duced, of 32-ft. spread, a one-man machine, de-
signed particularly for use in restricted grounds.
It flies faster than the two-man model B, is a fast
climber, but not so speedy as the Baby Wright.

The navy's machine, a model B, the third Wright
machine purchased by the government, was de-
livered on July 19, after an hour's demonstration
by Orville Wright. After this flight he took up
Capt. W. I. Chambers, head of aeronautics in the
navy, for 23 minutes. While he was aboard, Mr.
Wright made a beautiful glide of about three
miles at reduced power, and as he approached the
earth he started up the engine and immediately
ascended.

II. II. Brown of Boston has received a model B
and he will complete his training at Nassau
boulevard. George Frederick Norton and Professor
Keynolds are the latest students at the last place,
while Mr. George W. Beatty is rapidly becoming
proficient in the machine bought by Walter B.
Davis.

At Dayton, O. G. Simmons is learning to drive
for Robert J. Collier. Messrs. H. V. Hills of Mil-
waukee, and J. C. Henning, who is learning to fly
to give exhibitions in a machine bought for him by
a syndicate, are now students here. Mr. Hills
will place himself at the disposal of any firm
that needs a man to demonstrate machines. Louis
Mitchell, who owns a Burgess-Wright, has also
l)ought a Wright model B and is learning to fly it.
Twenty-four men have been trained this year, and
10 machines have been delivered. Othen pupils
trained by the Wright company are awaiting de-
li vi-rirs. five of which are promised by Aug. ]().

A new aileron scheme has been employed by
James B. Slinn. of Chillicothe, 111., in his mono-
plane. The ailerons are situated on the upper
rear edge of the main planes and are operated
by a shoulder brace, in. one direction only.

The trailing edge of the elevator, 15 ft. by
21/2 ft., is directly al)ove the leading edge of the
main plane. This is operated through the bell
crank and link by tilting the steering column /ore
andi aft. The cross-bar operates the rudder. The
main plane is 27 ft. spread and 5 ft. chord.

Clarence H. Walker of Salt Lake City, who pur-
chased a Curtiss machine last year, is now giving
exhibitions in Australia. Masson and Addosides
are also there with a Bleriot.

Charles K. Hamilton will soon be flying for the
Curtiss Exhibition Co. again, his financial differ-
ences with the company evidently having been
patched up.

The race to be flown Aug. 5 between New York
and Philadelphia by the Curtiss aviators, Hamil-
ton, who has just joined with Curtiss again,
Beachey and Robinson, has aroused no little
comment. Robinson is coming East after making
numerous hydroaeroplane flights at Seattle. Tlie
Moisant management has written to Gimbol
Brothers suggesting making of the race an open
affair, in order that Moisant flyers. Johnstone, Bar-
rier, Simion or any one or all of them, or more,
can take part. A. Leo Stevens, who is booking
Henry N. Atwood, is anxious that he be given a
chance at the $5,000 prize. There are still others,
independent aviators, who are anxious to try.
The Curtiss oflice looks upon it as a business
proposition, and one which anyone else had the
same privilege of arranging.

With over a quarter million ignition outfits in
use in the United States, the Bosch Magneto Co.
is now introducing throughout the country an ex-
tensive service system through which users of
their apparatus wherever they may be located will
be able to secure prompt and skilled assistance in
case of need.

The scheme adopted is very far reaching and
should prove of great value and assistance to those
employing Bosch products. The plan includes
the appointment throughout the country of official
distributers, who will have a complete stock of
repair and spare parts for Bosch apparatus, as
well as a completely equipped repair shop in charge
of a mechanic especially trained for the work.

The distributers will furthermore be in a posi-
tion to handle sales of Bosch products to the local
trade. Close co-operation is planned between the
Bosch Magneto Co. and the distributers, which
will give the latter the benefit of special pub-
licity, circularizing, etc., as well as the necessary
technical assistance.

Each distributer as appointed will be furnished
with an enameled sign featuring the Bosch mag-
neto, reserved' entirely for official Bosch dis-
tributers, and are to be displayed by the estab-
lishments designated in this way.

Distributers are now being appointed, and it is
expected before many months have passed they
will be operating in all of the localities of the
T'nited States and Canada where automoliiles,
motorboats, motorcycles, etc., are in surticient use
to vnr'Tit tbo anpointment.

SUnn Aileron Scheme.

AERONAUTICS

August, igii

]Sft-6^i^Tal^

WRIGHT COMPANY TO START WHOIiI!-
SAI.Z: SUITS.

Within the next 30 days infringomont suits will
be started by the Wright company against manu-
facturers and aviators in this country who are
mianufacturing and exhibiting alleged infringing
aeroplanes.

This is not the legal procedure originally in-
tended by the company, but one that has been
more or less forced upon it by public censure. The
plan was to bring infringement suits against manu-
facturers or users of the main types of machines,
such as Curtiss, Farman and Bleriot only, and to
obtain as early an adjudication as possible for the
benefit of the art and industry, for not until final
confirmation or dismissal of the Wright claims
would capital be likely to invest in aviation, nor
would the public buy machines of types in suit.

Suits were brought against I'aulhan, using the
Farman ; against Curtiss, and against White,
using a Bleriot and Farman, and injunctions
asked for. In the first two cases, that of Curtiss
and Paulhan, the injunctions granted by the
Circuit Court were set aside on an appeal, and
the next step was to wait for the trial of the
infringement suit. White's lawyers obtained a
delay and advised him that the makers of his
machines should defray at least a part of the
suits, but White could not induce either Farman
or Bleriot to even pay a share of the costs of
fighting, as they had their own cases to fight in
France. The White suit is up for trial in Oc-
tober, as is the I'aulhan. It is possible that judg-
ments may be obtained by the Wright company
against both, but it is not at all certain that dam-
ages can be collected so long as both defendants
stay abroad, at least not in France. It is quite
probable that English courts would review favor-
able judgment in this country and make White
pay up.

Curtiss must have his evidence in in September
for the trial of the action in October. Both the
Wrights and Curtiss have been collecting evidence
and taking testimony during the past six months.

THE WHOLESALE SUITS.

Criticism was quite general of the action of the
Wrights in the alleged selection of these few to
l)e the "goats," and people wondered why the
Moisant aviators were not prosecuted, why Sop-
with was allowed to come over without molesta-
tion, why Ovington, Baldwin, Willard and the
large number of lesser lights who are killing the
chances for future meets or exhibitions all over
the country by failing to satisfy the public or
even fly at all in many cases, were left to fly as
they pleased.

Now suits are to be started against all who are
doing anything at all in the way of manufac-
turing, exhibition or contest Hying where there is
financial reward. No doubt the public will criti-
cise this move also, and not without I'eason, for
consistency was never a virtue with the dear
pulilic.

Sopwith has already been served with legal
documents, as has Barrier. Simon, Audeniars,
Frisbie and two managers of the recent Moisant
n.oet at Detroit.

F. II. Russell, manager of the W^right company,
has stated : "Our first desire was not to bother
the general public until it could be informed as
to the legal status of the Wright patent, but with
such rapid developments in this country, and with
the coming over of foreigners who are not inter-
ested in development, excepting in so far as they
would make money to take away from the coun-
try, we were becomdng criticised for the very
policy which we considered most broad and: lib-
eral. Then, too, by refraining from these further
suits, we might be considered as acquiescing, to
the detriment of our legal position.

"Another reason, quite as impoi'tant as the
popular feeling (above expressed) which has al-
tered our policy, is the fact that manufacturers
and licensees in these exhibitions who have rec-
ognized our patents and paid our royalties arc
very rightly requesting the protection in their
business which they feel the patents should insure,
and which they have paid for."

WniGHT SUITS IN OTHER COUNTRIES.

In France the court rendered the opinion, printed
in the July number, which opinion acknowledged
the validity of the Wright patent as a combina-
tion, and the present system as sufficiently de-
scribed in the patent specifications, but which
allowed the commission appointed opportunity
within the next year to discover prior claims.

The German company, which owns the German
rights, won its first case against infringers.

AUTOMOBIIiE CI.UB MOTOR PRIZE.

It is much satisfaction to note that 15 entries
have been received for the Automobile Club of
America's $1,000' motor prize, of which full par-
ticulars have previously been published in AERO-
NAUTICS, just before the closing of the entries
on July 1, when it seemed likely that not a single
entry would be received.

When the July issue went to press two days
before we were informed that none had been
received.

The time for closing has now been extended
to Sept. 1 to give certain manufacturers more time
to enter or prepare their product for the test.

The 15 entries are as follows :

Albatross (six-cylinder), entered by Albatross
Engine Corporation.

Albatross (two-cylinder), entered by Albatross
Engine Corporation.

Anzani. entered by Aerial Equipment Co.

Cooke Revolving, entered by W. C. Cooke.

Gnome, entered by Aeromotion Co. of America.

Ilarriman Aero, entered by Harriman Motor Co.

Ithaca, entered by Ithaca Motor Co.

Kirkham, entered by Charles B. Kirkhami.

Maximotor, entered by Maximotor Co.

Renault, entered by Aerial Equipment Co.

Requa, entered by Requa Motor Co.

Roberts, entered by Roberts Motor Co.

Springfield Aviation, entered by Springfield Gas
Engine -Co.

Willard, entered by H. J. Willard.

Wright Aero Motor, entered by the Wright Co.

OBJECTS TO EXTENSION.

C. B. Kirkham writes as follows :

In your last issue you stated that up to the
time you went to press there were no entries to
the aeronautical motor competition to be held by
the Automobile Club of America, and as you evi-
dently went to press after the 1st of July, I will
have to take issue with you on this Doint, as the
Kirkham motor was entered previous to this tim(\
and I have since learned that the date of enti-y
of this competition has been postponed to Sejit.
1. It seems to me very strange that the time
of entry should be extended in order to favor
manufacturers who had not confidence enough in
their motors to get in at the time originally set.
It looks very unsportsmanlike to me, and it should
not be. for 'if they have not confidence enough in
their motor to make entry at the date originally
specified, especially after the competition had been
advertised as long as it has, then it seems to me
that they should have been left out. and had I
not gotten my entry in. I would most certainly
have expected to stay out entirely. My entry and
specifications are in and they will not be changed,
for if I cannot win this competition with a stock
motor, I would rather not win it at all."

AERONAUTICS

August, ipii

BACE TKOM NEW YORK TO PHIILY.

Throuiih tho $r..(i(io pri/.o of Gimbel Brothers,
a large departmient store firm of New York and
riuladelphia, the first American cross-country aero-
phme race will be fiown from New York to Phila-
delphia on Saturday. Aug. 5, and the aviators
competing will be Lincoln Beachey, the Califor-
nian who a few weeks ago made his daring flight
in a Curtiss aeroplane over Niagara Falls and
through the gorge ; Chas. K. Hamilton and II. A.
Kobinson, expert and experienced fliers.

The contestants will start from Governor's
Island, New York Bay, and fly up the Hud.son
River to the Gimbel store, Broadway and Thirty-
third St., each aviator passing over the store,
which will be considered the official starting point
of the race.

After being oflBcially timed for the start, the
aeroplanes will set out on a course from New
York to Philadelphia. 74 miles, following in a
general way the tracks of the I'ennsylvania Rail-
road as far as Trenton, where they may take up
the course of the Delaware River to Market St.,
I'liiladelphia. Each aeroplane will pass over the
(Jimliel store in that city, thus completing the
oflicial time of the race. The aviators will then
fly up the Schuylkill River to a landing place in
Fairmount Park.

THE AEKOPLANE IN FOIiAB EXPLORA-
TION.

For the first time a newspaper man has ob-
tained an interview while flying as a passenger.
During the last month the British representative
of the American journal of aerial locomotion,
AERONAUTICS, George II. Scraggs, flew for an
hour with Lieut. Hugh E. Watkins at Brooklands
motordrome in the lieutenant's Howard Wright bi-
plane. The arrangement of the exhaust in this
machine muffles the engine considerably, and it is
not difficult to converse. During the flight Lieu-
tenant Watkins was asked with regard to his
proposed use of an aeroplane on his Antarctic
trip. "We are using one of the new R. E. P.
monoplanes," said he, "which will be equipped
with a shield, covering the aviator as much as
possible, in order to protect him against the se-
vere cold. The machine will be used for scouting
and locating open fields of ice that can safely be
traveled by the exploration party. I do not con-
sider an exploration outfit complete to-day without
an aeroplane."

During the whole hour's duration of the flight
conversation was easily carried on and pictures
were taken while aloft. Lieutenant Watkins has a
fine record as an aviator, and is the twenty-fifth
man to secure a pilot license from the Royal
Aero Club.

THE CHICACrO MEET.

Tho strictly competitive Chicago meet, under
the auspices of the Aero Club of Illinois, will
start Aug. 12 and last 10 days. Forty-nine dif-
ferent events are scheduled in order that the
$80,000 in prizes may be earned. The totalization
of duration prize alone is $10,000, while daily
prizes of .$1,000 for the same feat are offered.

For the first time no guarantees are paid to
insure attendance of certain aviators. All are
free to enter or stay away, and every dollar won
will be caraed through flights.

Garros, who has been flying in the wonderful
cross-country races, and Audcmars. who flics three
dilTerent machines, are expected back l)y the Moi-
sant company to take part with Simon. Barrier,
Frisbie, Raygorodsky and another "dark horse" in
the meet. The Curtiss company will bo repre-
sented by several flyers. Soi)witli. Beatty, .lames
V. Martin, Ladis Lewkowicz and Ovington are ex-
pected. Chicago itself has a number of novice
flyers who will not make the affair any less inter-
esting.

The Wright company may also enter a full com-
plement of machines if the prizes they are cer-
tain of winning total as nnuch as may " be earned
elsewhere in the same period.

Charles F. Walsh is coming from the Coast.
and Willard and McCurdy will be on li.nnl with
their two new machines.

EARI.E OVINGTON TO PLY THE CURTISS.

Earle L. Ovington will have charge of the train-
ing school to be established by the Curtiss Aero-
plane Co. at Nassau Boulevard. The flrst machine
will be on hand for flights by Aug. 1. Under Mr.
Ovington students will have the best theoretical
as well as practical instruction, for he is an expert
on engines, a most coni|tctcnt aviator, an engineer
graduate of the Massachusetts Institute of Tech-
nology and a thoroughly good fellow, particularly
well fltted for such work. Cromwell Dixon, who
was a mere boy when he sailed his first dirigible,
which his mother and he built in the back yard,
will be the first pupil.

NEW COMPANIES.

The Pioneer .Vcroidane and Exhibition Co. has
been incorporated in St. Louis for .$12,000 and
has secured Andrew Drew, formerly manager of
the Kinlocn and Creve Coeur aviation fields, as
aviator. He is now at Dayton, Ohio, taking les-
sons on a Wright aeroi)lane which has been pur-
chased by the company. A school will be con-
ducted at one of the two St. Louis fields.

Sharp Aeroplane Co., Cleveland, O., .$10,000.
.Tames G. Reyant, K. C. Morris, Amiel Radtke,
John Sharp and Hattie Sharp.

Tacoma Aeroplane ISIfg. Co., Tacoma, Wash.,
.$50,000. G. W. Stoomer, W. F. Longmire and
J. A. Anderson.

Wildwood Aeroplane Co., Wildwood, N. J. A
Bowman and T. S. Goslin.

U. S. Aerial Navigation Co., So. Dakota, $225,-
000.

Washington .\eronautic Co.. Seattle, Wash.,
$50,000. Jos. A. Kelly, A. B. Roberts.

Western Aviation Co., San Francisco, Cal., $10,-
000. H. E. Ruggles, F. J. Crisp and James
Leach.

Utah Aviation Association, $25,000, Salt Lake
City. J. A. Kaufman. W. E. Palmer, E. M. Coop-
er, Peter Clegg, William R. Smith, William S.
Marks, William Soelburg and Philip Aljets.

The Bridgeport Aeronautical Co., Portland,
$100,000. C. E. Eaton, T. L. Croteau.

Chicago Aeroplane Mfg. Co., of Chicago, $100,-
000.

McCurdy Aeroplane Co.. J. A. D. McCurdy,
$5,000, 1780 Broadway, New York.

BOOKS RECEIVED.

THE PRINCII'LES OF AEROPLANE CON-
STRUCTION, by Rankin Kennedy, C. E. Cloth,
8 vo., 145 pp., 51 diagrams. Published by D. Van
Nostrand & Co., 23 Murray St., New York, at
$1.50.

Contents : Elementary Mechanics and Physics,
Principles of Inclined Planes. Air and Its Prop-
erties, Principles of the Aeroplane, The Curve of
the Aeroplane, Centers of Gravity, Balancing and
Steering, The Propeller, The Helicopter, The Wing
Propeller, The Engine, The Future of the Aero-
plane.

There is absolutely nothing new in the book in
the way of experiments ; no new or original ideas
of any kind.

One gets the idea that the author was not so
very sure of the subject with which he deals.
This comes from tlie very indefinite way in which
a great miany of the subjects are handled, as well
as the fact that there are some inaccuracies.

The book belongs to that rapidly increasing class,
which starts with notliing and ends with not much
more, and contains no real information ; they
have not even the merit of being ))leasant reading.

CHARTS OF THE AT.MOSPHERE FOR AERO-
NAUTS AND AVI.VTORS, by Prof. A. Lawrence
Rotch. founder and director of Blue Hill Meteoro-
logical Observatory, and .Vndrew II. I'almer, re-
search assistant : published bv John Wiley and
Sons, 43 E. I'.Mh St.. New York. $2.00 net.

It is a handsome cloth-bound book of nearly
one hundred printed ])ages measuring nine by
eleven inches, and illustrated by twenty-four full
jiage cliarts rei)resentiiig a great variety of physi-
cal ))roi)erties and conditions of the atmosphere,
sometimes at ii height of a few hundred feet, again
at all depths from the ocean face to the moun-
tain tops. Among the data graphically portrayed

AERONAUTICS

All (just, IQIt

in the charts are the atmospheric density, pres-
sure and temperature, the wind velocity, direc-
tion and impactual pressure. Some of these re-
late to the general ocean of air, others to par-
ticular localities, and more especially to that of
the Blue Hill Observatory. A large portion of the
data are taken from original observations made at
the Blue Kill Observatory and in the four ex-
peditions sent in 1905-1907 by Messrs. Teisserenc
de Bort and Rotch on the steam yacht "Otaria"
to explore the atmosphere in the intertropical
regions of the Atlantic Ocean, both in winter and
in summer.

Interesting features of the work are the
observations charted and the conclusions derived
from them, in the last three parts of the book.
These show the wind speeds and directions in the
northeast trade region of the Atlantic Ocean, and
their applicability to aerial navigation over that
part of the sea. Aerial summer routes across the
north Atlantic from America to Europe and re-
turn are outlined, over which it is declared to be
Ijossible to cross the ocean in either direction in
one or two days less time than by the fastest
steamship, in a dirigible balloon capable of sus-
taining a speed of 25 miles an hour, and of re-
maining four days at an elevation of half a mile.
The eastward route extends from Boston to Lon-
don at a height of 3,300 ft., and is estimated to
require 32 hours covering a distance of 3.300
miles ; the westward route extends from Lisl)on
to the Lesser Antilles, a distance of 3, GOO miles,
and is estimated at 50' hours, the voyage being
made near the sea level.

The work is a timely contribution to the science
of aerogeography, and a convenient reference book
of aeronautical meteorology. Coming from in-
vestigators of so much experience, it should be
heartily welcomed by aeronauts and aviators who
have need of practical statistics of the atmos-
phere so concisely summarized and elegantly dia-
grammed.

LES LOIS EXPERIMENTALS DE L'AVIA-
TION, par Alexandre See. ancien eleve de I'Ecole
Polytechnique. Paper, 348 pp., with diagrams.
Price, 7 fr. 50, from la Librairie Aeronautique,
40, rue de Seine, Paris.

Table des Matieres : Generalites sur le probleme
du vol. Les lois de la resistance de I'air.
Theorie de I'aeroplane. Le vol des oiseaux. Le
vol a voile. L'helice au point flxe. L'helicoptere.
L'helice propulsive. La stabilite.

FLYING MACHINES TO-DAY, by William D.
Ennis, M. E.. Professor of Mechanical Engineer-
ing, Polytechnic Institute, Brooklyn. 12mo.,
cloth, 218 pp.. 123 illustrations. Published by
D. Van Nostrand & Co., 23 Murray St., New York,
at $1.50.

Contents : The Delights and Dangers of Fly-
ing ; Soaring Flight by Man ; Turning Corners ;
Air and the Wind; Gas and Ballast; Dirigible
Balloons and Other Kinds : Question of Power ;
Getting Up and Down ; Models and Gliders ; Aero-
plane Details ; Some Aeroplanes ; Some Accom-
plishments ; The Possibilities in Aviation ; Aerial
Warfare.

The book gives in a very readable form a
chronicle of the contemporaneous accomplishments
in the air ; it makes no pretence of doing more
than point out the general principles of the aero-
plane and lighter-than-air apparatus.

It is a book that is intended for the lay reader,
who cannot but appreciate the different points
as they are touched upon, so simply and clearly
are they dealt with.

TSCEVT AERO CI>UB IiICENSES.

.\viators' licenses havi> lieen issued by the Aero
Club of America to the following :

Lieut. Thomas deW. Milling (Wright). No. 30.

Lieut. Harold H. Arnold (Wright), No. 29.

Howard W. Gill (Wright), No. 31.

Edson F. Gallaudet (Wright), No. 32.

Lincoln Beachey (Curtiss), No. 27.

Harry N. Atwood (Burgess-Wright).

Lieut. Theodore G. Ellyson (Curtiss hydroaero-
plane), No. 28.

Others who will try shortly are Messrs. Geo. W.
Beatty, William C. Beers, W. Redmond Cross and
Lee Hammond.

Balloon pilot license No. 41 has been issued to
Frank M. .lacobs of Topeka, Kan.

AVIATION INSURANC-:..

The cost of aero accident insurance, as
scheduled by the Glascow .-issurance Corpora-
tion, Ltd., is of particular interest at this time
in view of the refusal of American companies
to write accident insurance for aviators and
aeronauts, even attaching- clauses to ordinary
life policies held by the general public, practi-
cally cancelling most of the face value of the
policy in case of death in aeroplanes, balloons
or airships. Such shortsighted policv, in the
presence of competent data, further illustrates
the backward state of the art in America.

Following we give a list of the benefits: The
premium to insure the whole of the above bene-
fits for one quarter is just about $30. We
have changed the pounds to dollars in round
numbers in the following schedule:

$1,250 in event of death by any other than
aerial accident.

$625 in event of death by aerial accident.

$750 for loss of both hands, or for both feet
or for both eyes.

$500 for either loss of one hand or one
foot or one eye.

Double, half or quarter benefits are written
at proportionate rates. The above schedule is
about one-fourth as great in amount for the
same injuries as allowed in the average Amer-
ican accident policy and the annual rate is
about nine times as much or nine times the
premium for one-fourth the insurance. As-
suredly, th.s is better than no insurance at all,
and cancellation of ordinary life insurance.

Here is a sample of imbecility on the part
of one American accident insurance concern. A
man engaged in, for instance, publishing an
aeronautical journal applies for an accident
policy, $2,500 face value, premium $12.50
yearly. He is classed as "special" and an
endorsement is attached to the policy, which
states that if "performing any work or serv-
ices on or connected with any airship or bal-
loon, the company's liability under tliis policy
shall not exceed $250 on account of the as-
sured's death resulting from such injuries, and
the company's liability under any other pro-
vision or provisions of the policy shall not
exceed $50."

The holder might be sitting in the grand-
stand, according to the wording of this clause,
noting down the operations of an airship over
a course and taking time, and in case of death
from heart failure the beneficiary would re-
ceive but $250. This is a bright example of
actuarial ingenuity. In the evident desire to
play safe, the statistician overlooked the fact
that aeroplanes had been invented and the
clause mentions only airships and balloons.
Now, an airship certainly is not an aeroplane,
despite frequent newspaper usage.

Since the above was written and set in type,
W. H. Markham & Co.. Pierce Bldg., St. Louis,
Mo., are now prepared to cover aviators and
aeronauts against death from accidents up to
)i!5,000 through Lloyds. The premiums for bal-
loonists are as follows : One day, 1 per cent. ;
two days, iy-> per cent. ; seven days, 214 per cent. ;
one month, 5 per cent. ; twelve months, 10VL> per
cent. For aviators the above rates are doubled.
To insure an aviator's life for a year in a $5,000
policy would cost $1,050.

Messrs. Fichtoi & Sachs, Schweinfurt, Germany,
the makers of the well-known F. & S. annular
ball bearings, and whoso American representa-
tives are the .1. S. Brctz Co.. have begun an action
against the R. I. V. Co.. the importers of the
R. I. V. bearing, for infringoinont of the side
entrance slot filling patents which they own.

The value of those patents and others used in
coml)inatiou with themi consists in their per-
mitting the use of balls of the largest diameter,
also the use of more balls in a given size bearing.
and consequently maximum load-carrying capacity.

AERONAUTICS

August, ipii

'^^fe

An Elbridge Equipped Curtiss Type Biplane i

and the "Aero Special" in four and six cylinders, from te:
as light in weight as anything of equal power. Another thing

since passed the experiment.

power plants for the man wl

If you will send us a
together with weight, dime
to advise you, to the best
power plant.

If you have not alread)/
our 1911 catalog and book
Amateur Aviation," write fc
They are free for the asking

Single Cylinder "Featherweight"
Weight 60 Lbs. 10 H. P.

ELBRIDGE ENGINE COMPANY, lo cuWer Road,

JAS. M. WAIT CO.
CHICAGO

CARMAN & BOWES
PHILADELPHIA

■^^^— ^-^— Representatives —

CALIF. AERO MFG. & SUPPLY CO.

SAN FRANCISCO

MARINE ENGINE & SUPPLY CO.
LOS ANGELESj

MATHEWS

In answering advertisements please mention this niaaazine.

AERONAUTICS

August, ipii

IDGE AERO ENGINES

ide in Different Sizes so that You
iet Just the Proper Elbridge for
our Particular Requirements

R you have a monoplane, biplane or just an experimental
:here is just the right Elbridge Engine to suit you. The
tierweight" is made in one, two, three, four and six cylinders
power, and
es have long
eal practical

your 'plane
will be glad
le right size

Elbridge Equipped Bleriot Type Monoplane. Baker Aviation Co. , Billings, Mcnt.

M*'

■^'^^ jr. _.it^' ■

|I3\J

Pig

IMi^

In answering advertisements please mention this magazine.

AERONAUTICS

August, iQii

ARMY PLYING.

During the past month the army Wright ma-
chines have been l^opt busy. No less than 127
flights were made up to July 20. during which 56
passengers were carried. Flights over Washing-
ton from College Park occurred twice during the
month by army aviators. Below is a synopsis of
the work accomplished. That there are absolutely
no frills to the story is obvious. It illustrates
the miatter-of-fact method of a Government re-
port, its conciseness and accuracy :

During the past month the following were the
principal incidents in the course of instruction at
the Signal Corps Aviation School, College Park,
Md. :

July 6, 1911, Lieutenant Milling, when trying
for pilot's license, landed five feet from point
marked as starting and landing point. July 7,
1911, altitude of 3,260 feet made by Lieutenant
Arnold ; Lieutenant Milling, with Lieutenant Kirt-
land as a passenger, flew to Washington Barracks,
D. C, landed and flew back : highest altitude, 2,200
ft.; average altitude, 1,400 ft. July 10, 1911,
Lieutenant Arnold, with Lieutenant Kirtland as
a passenger, drove to Washington. D. C, and re-
turned without landing ; time. 40 minutes ; high-
est altitude, 2,400 ft, July 18, 1911. Lieutenant
Arnold during a flight of 27 minutes and 35 sec-
onds' duration reached an. altitude of 4,167 ft. To
July 20, 1911, 127 flights have been made, during
56 of which passengers were carried.

The following officers are on duty at the Signal
Corps Aviation School : Capt. C. DeF. Chandler,
commanding; Capt. Paul ^V. Beck, Lieut. It. C.
Kirtland, Lieut. II. II. Arnold, Lieut. T. DeW.
Milling.

AT I.OS ANGELES.

The future is liriglil for a vial ion in and around
Los Angch's. Tlie amateurs are gaining groimd.
Since the last meet Beryl Williams has come
forward with a home-made Curtiss which he is
flying successfully. With G. li. Martin he has
been filling exhibition engagements. Charles F.
Walsh is filling engagements along the North
I'acilic with a l)ig machine, using a 60-h. p. Hall-
Scott engine. Messrs. Gage, Crosson and Stites
are making short flights every week at the Do-
minguez field.

Katon Brothers & Co. have established an avia-
tion field at Ilyde Park, which is a new i)lace
witliin a 10-cent fan- from the city, and bids
fair to liecome an ideal field. Jack Cannon is in-
structor in the school tliey have established. The
Katon boys have made several very credital)lo
Curtiss type machin(>s, and with Dwiglit Pauld-
ing as aviator are filling engagements.

Earle Remington and William Stevens are labor-
ing hard at Dominguez to fly the two Bleriots

which Remington purchased of James Radley.
Remington has had bad luck and has smashed the
Bleriot twice himiself. The last smash was engi-
neered by Frank Campion, who got up easily
enough, but was unable to shut off the Gnome
engine in attempting to get back down again. He
landed head on, plowing up the ground with the
propeller and badly injuring the engine.

The following year will see numerous flyers
develop from the local bunch of amateurs strug-
gling toward success.

The 4th of July saw amateur meets and exhi-
bitions all over the country. At Riverside, Los
Angeles, one straight-away flight was made by
Beryl Williams. On attempting the second one,
he broke the running gear.

At Santa Barbara, Jack Cannon in a short flight,
landed in a haystack and broke his machine, and
Dwight Paulding in a short flight ran into a fence
and smashed his machine.

AT MINE OLA.

Nine pupils- are taking instruction at the Mol-
sant school at Mineola. Miss Harriet Quimby,
dramatic editor of "Leslie's," ^liss Mathilde Moi-
sant and F. de Murias will try in a few days for
pilot licenses. Miss Moisant has taken up avia-
tion solely for the sake of the sport and is not
going to give exhibitions — but she Is determined
to fly.

The concrete sheds which are being erected
on the permanent grounds over on the Westbury
side of the Hempstead Plains will be finished the
Lst of August. The walls are up and the rolling
iron curtains, which will be used in place of
heavy wooden doors, are only waiting to be in-
stalled. In the meantime instruction and flying
have been conducted at the old sheds put up by
the Aero Club of America at Mineola.

Capt. George W. MacKay of the signal corps,
Michigan National Guard, has been detailed' to
take up flying at the Moisant school and took up
his work the last week in Jul-y. He is the first
National (Juard officer to be taught to fly. He
was assigned to this study through Adjutant-
General Cox by Governor Osborn. whose mind was
focused on the sub.iect during the recent Moisant
exhibition in Detroit.

Miss Harriet Quimby is doing good work, circling
the entire field and staying up as long as the
motor will stay cool. She soon graduates to one
of the (inome-engined machines, under the instruc-
tion, of IIoui)ert. Two men students are grass-
cutting and niBiking short hops, and De Murias is
flying very well.

Cai)tain Baldwin has gathered together quite a
galaxy of novice stars. Three of his steel ma-
chines are kept busy and he is building a racer

AERONAUTICS

August, TQii

for his graduate, Leo Hammond, to have an 80-h. p.
Hall-Scott motor. Blanche Scott has been flying
every day for the past month, and now "flies like
a man." And she makes .iust as nice a looking
flight as does the genial Captain himself. Ham-
mond rapidly left the student stage and is now
an exi>ert instructor. William Evans, who dug
his own flying knowledge out of the Kansas air
all by himself a couple of years ago, has now
received his Lovelace monoplane, which will also
have one of Baldwin's six Hall-Scotts ; with all
of whom, and Mars, another tour of the Orient
is planned.

T. T. Tuttle. press agent for Captain B.. de-
cided he knew about all that was necessary about
flying, as he had seen several machines make
many flights, and essayed an aerial feature him-
self. Scared so that his feet pushed the throttle
wide open, he shot up and down, down and up,
in a series of beautiful wave-like undulations,
until he neglected to straighten out and the
machine started tunneling to China. The P. A.
is iiretty tough, anyway, so a week in the hos-
pital brought him around all right again, fit as a
fiddle, save for a cut and busted ankle and
numerous sore spots, et cetera. The steel con-
struction saved the machine, and after straight-
ening out the beams to the front wheel, flights
with the machine were resumed.

William Haupt, who learned to fly the Wana-
maker Bleriot, has had built by the American
Supply House a copy of Ovington's 70-h.p. Bleriot
and fitted it with a Roberts motor. It made a
good sustained flight the moment it was finished,
and he took it out for exhibitions at Altoona.
I'a., and other places. A two-seater is being
built for A. J. Brackett of Boston, Mass. This
machine also has the reverse curve tail and hood
over the Roberts engine and tanks. Another order
has been received from A. C. Menges of Marion.
Ind., for a duplicate of Haupt's machine, to be
e(iuipped with a 70-h. p. Gnome. A St. Louis man
has sent in a 100 h. p. Emerson to be installed
in another monoplane, of combination type, espe-
cially designed by the purchaser.

The illustration shows a fine piece of work in
file way of a monoplane of the Bleriot order.

F. E. Boland of Rahway, N. J., is now at
Mineola with a tailless biplane, similar, in a way,
to the Valkyrie. This seems to fly even faster than
Baldwin's "Red Devil," but the controls seem very
delicate and Boland makes a very wavy flight. A
little more practice and there will be some real
flying. There is no vertical rudder, steering being
done by means of triangular vertical panels be-
tween the planes and the outermost struts. This
has an eight-cylinder engine of his own make,

which is finely designed and develops real power,
although it was made more than two years ago.

Another Curtiss type is at Mineola with a
SmiiTlley engine.

Walter L. Fairchild is trying propellers and is
ready to fly his second machine again as soon as
he has his engine tuned up.

Iir. Henry W. Walden has been more or less of
a sensation at Mineola. With a machine but
little larger than a Demoiselle, the smallest in the
world, he has been making real flights. Dr.
Walden has been, building one machine or an-
other for three years, and has finally adopted the
monoplane, which has earned for him much laugh-
ing comment in the past. The man who departs
from ('sfal)lished custom usually gets criticised
.iust because his construction is "freakish." This
was true of "Doc." But he has made good in fine
shape. He has changed his baby air-cooled en-
gine for a real motor, a 40 h. p. four-cylinder
Hall-Scott, and only the other day flew to Hicks-
ville cross-country and back again, and was lip
for 80' miinutes. The same flight was repeated
the next day.

A description of the W^alden monoplane was
previously published in AERONAUTICS.

AT JStASSAV.

There are now .30 sheds erected at the Nassau
Bo\ilevard. L. I., grounds, 20 of which are all
occupied. Weekly flight matinees are held every
Saturday and one is assured of seeing fine flying
between Sopwith ; Welch. Wright tutor; William
C. Beers, Edson F. Gallaudet. W. R. Cross and
Geo. W. Beatty, Wright graduates ; Earle Oving-
ton. Lewkowicz, and Arthur Stone, the Queen
company's pilot. Then, too, usually either Caj)-
tain Baldwin or his pupil, Lee Hammond, flies
over from Mineola. and sometimes Houpert. the
Moisant teacher. On July 22 Hammond tried for
his pilot license, and made good in a very sensa-
tional manner with the fast Bal'dwin machine.

One must add to the list published in the .July
number the name of Hamiilton & Ileilprin, who
have an untried monoplane equipped with a Maxi-
motor engine.

W. Irving Twombly has the framework com-
pleted for a finely built monoplane, and the en-
gine, which he has designed himself, will shortly
be tested out and installed.

A. N. Ridgely. with his six-cylinder. Kirkhara-
engined Curtiss type, made one rapid ,iumi) in the
air on his first trial and the machine sustained
a severe attack of general nervous breakdown.

Haupt's 'Well-made Bleriot Copy.
Gl

AERONAUTICS

August, jpii

BEAUMONT FLIES 2,993 MILES— WINS FORTUNE
IN THREE CROSS-COUNTRY RACES

CIRCUIT 07 BRITISH ISItE.

ANDRE BEAUMONT, French military avia-
tor, won the 1,010-mile race around
?^ngland, ending July 26. after an excit-
ing neck and neck finish with Vedrinos,
whii was but 31 minutes behind him in point
of time, and his winnings in the three big races
total more than $100,000. Beaumont's time
was 22 hrs. 28 min. and Vedrine's, 22 hrs.
5S min. and 55 sec.

The British race for the "Daily Mail's" $50,-
000 prize was witliout question the most inter-
esting and exciting of the three big circuits,
as there were no stops along the way to give
exhibition flights, nor rests in between the
stages. It was a bruising contest from the
outset. The stage from Bristol to Brooklands,
264 miles, was thrilling. Starting but two
minutes apart Vedrines and Beaumont (Lieut.
Conneau), who had a lead of about 22 minutes,
raced with nerves strained to the utmost,
knowinp' that one of them only could win, and
they arrived at Exeter but two minutes apart.
Vedrines was given a special prize by the
"Mail" of $1,000.

The three consecutive victories of Beau-
mont (Paris-Rome race, 910 miles; European
Circuit, 1,073 miles; British race, 1,010 miles)
are a testimonial of iron nerves and a brave
heart. Imagine the terrific strain of flying
steadily, day after day, with scarcely a re-
spite, from one race to another, totalling 2,993
miles. The Paris-Rome flight was made in
four days, and the British race in five days.
The European Circuit consumed 20 days.
Beaumont also started in the Paris-Madrid
race but retired the first day when he broke
a wing.

THE EUROPEAN CIRCUIT.

The 1,730 kilometer (1,07.3 miles) circuit of
Europe was most successful. In view of past
performances in long distance cross country
flights it did not appear that many would get
through. Wliere Bleriot's first crossing of the
channel was heralded the world wide as a most
stupendous flight, here 11 crossed in going
and nine on the home run quite as a matter
of course. This race has done a world of good
in showing the vast number of skeptics that
tlie aeroplane is likely to become "really prac-
tical."

Out of 52 entrants for this race around
Europe, which started June 18 and ended,
again at Paris, on July 7, 40 actually started
off the ground. Eighteen got through the first
day's journey and nine were given a place at
the end, though of these only seven actually
flew every stage. The last two skipped some
of the sections of the flight. One monoplane,
an R. E. P. of Gibert's, and two Maurice Far-
man biplanes, those of Renaux and Barra, fin-
ished without replacements or changes in
mnuiits, tliough Barra skipped two stages. Tlie
oilier competitors changed mounts or made re-
I)airs at various points. Sometimes new ma-
chines, all ready to start, were waiting along
tlie line.

Renaux carried a passenger every foot of
the way.

The figures are from the official report of
tlie committee in charge.

A total of $91,500 was to have been dis-
tril)ute(l in prizes, of wliich $40,000 was offered
liy the Paris "Jovirnal" foi- tlie complete course
winner, $12,500 by the I^ondon "Standard" for
the winnei- of the stage from Paris to London
and $4,000 by the ".lournal" for another sec-
tion. Additional prizes were offered for the
various stages and in these many shared, as
freciuently aviators who do not figure as hav-

ing completed the course, made fastest time
in the stages here and there. The stage-prizes
have been divided as follows:

"Beaumont," who is Lieut. Conneau in real
life, won $21,244, Garros $8,466, Vidart $3,311,
Vedrines $2,217, Gibert $1,555, Kimmerling
$1,155, Renaux $1,122, and Barra $922.

COMPETITORS WHO FINISHED TOTAL
DISTANCE.

hr. min. sec.

Beaumont (Bleriot). time 58 38 00

Garros (Bleriot), time 62 17 16

Vidart (Deperdussin), time 73 32 57

Vedrines (Morane), time 86 34 02

Gibert (R.E.P.), time 89 42 34

*Kimmerling (Sommer), time... 93 10 24
*Renaux (M. Farman), time 110 44 05

*Biplanes.

Renaux used a Renault engine of 60 h.p. and
Gibert a 60 h.p. R.E.P., the balance using
(Jnomes with Rosch ignition. Propellers varied
between ("hauviiH'e, Xormale, Rapid and Regy.
F. & S. hearings are used in all Gnome engines.

THE GERMAN FI.IGHT CIRCUIT.

The first prize in the German inter-city race,
which began at P>erlin, June 11, and ended at the
same city, July 9, was won by Konig (Albatross
biplane), who flew a total of 1,506 kils. Vollmull-
er (Rumpler-Etrich monoplane) was second with
1.470 kils.. and Buchner (Aviatik), 1,091 kils.,
third. Lindpaintner (II. Farman) came fourth
with 978 kils.; Wittenstein (M. Farman) 840 kils.,
Wiencziers (Morane) 651 .kils., Schauenburg
(\yright) 585.5 kils., Laiteh (.Vlbatross) 458,
Thelen (Modified Gnome-Wright) 497 kils.,
MuUer (own biplane) 143 kils., Jahnow (Har-
lan monoplane) 83 kils. Helmuth Hirth, one
of the star performers in competitions along
the route, did better than the race contestants,
for lie won tlie $10,000 prize for a flight from
Munich to Berlin within 36 hours.

One, two and three day meets were held at
flve of the cities which made the race last
longer than it otherwise would. Twenty-six
aviators either flew part or all of the course
or entered into the meets. All eight prize-
winners, save Wiencziers, carried passengers
along, mileage being added at the rate of
25 per cent, as a bonus.

Konig won $10,000, out of a total of $25,000
offered by the Berlin "Zeitung am Mittag."
The money was divided on a percentage basis,
one of the conditions increasing possible win-
nings where German built machines were used.

WINNINGS OF MANUFACTURERS.

The European Circuit, the British Circuit,
the German inter-city race, Cattaneo's long
flight, the Gordon Bennett and Johnstone's
American record flight, are all wins for the
makers of Gnome engines and their acces-
sories, Bosch magnetos and F. & S. bearings.
Hirth, in his long flight, used a 70 h.p. Daim-
ler-Mercedes motor, and Bosch ignition.

Two I^ongr Cross Country Pligrhts.

Berlin. .lune .".(K- HClnuitb Hirth (Kfrieli-
Rumpler monoplane) finished to-day a flight of
335 miles, from Munich, which city he left the
night before at 7 p.m. with a passenger. A
stop overnight was made at Nuremlierg and
another landing at Leipsic which were re-
quired by the conditions. His actual flying
time was 5:51. He won a prize of $10,000.

Buenos Ayres. June 25. — Cattaneo (Bh^riot)
flew from Rosario to Buenos Ayres. non-stop,
250 miles, in six hours, made a new non-stop
cross-country record, and won a $3,000 trophy.

AERONAUTICS

August, ipii

Map of Tliree Bigr European Races.

Iioug* Iiist of Broken Becords.

NEW WOULD

DISTAXCK AX1»
RECORDS.

DURATION

Mourmelon. France, July 21. — M. Loridan, the
aviatoi", piloting a small "ll. Farman biplane at
the aerodrome here to-day. covered 405% miles,
remaining in. the air H hours and 45 minutes.

WORLD DISTANCE RECORD BEATEN.

Brussels, July 17. — The Belgian aviator,
.Tean Olieslagers, in a Bleriot monoplane to-day
made a flight of 635.2 kilometers (394 miles),
at the aerodrome here without a stop. His
time was 7 hr. 18 min. 20 sec.

NEW WORLD SPEED RECORD.
Nieuporfs speed in the Gordon Bennett was
slower than his time in the elimination trials

on June 16. when he made the following wor'.d

records. His fastest 5 kilometers was made
lust under 81 miles an hour:

5 kil 2 m. 18.4 s.

10 kil 4 m. 37.2 s.

20 kil 9 m. 14.6 s.

30 kil 13 m. 53.8 s.

40 kil 18 m. 31.6 s.

50 kil -'.T m. 10. a s.

100 kil 16 m. 27.4 s.

NEW WORLD DIRIGir.LE ALTITL^DE
RECORD.

Soissons, France, June 19. — The "Adjudant-
Vincenot," made bv Clement-Bayard, with 6
men on board, attained the height of 2,000
metres.

AERONAUTICS

August, ipit

Garros, Who was Second in the European Circuit;
A. G. Moisant, His Chief, and Audemars.

NEW WORLD ALTITUDE RECORD.

July 8. — Loridan (racing, H. Farman) made
a new world altitude record of 3,280 metres
(10,758 ft.).
NEW SPEED AND DISTANCE RECORDS.

Chartres, France, July 9. — Level (Savary bi-
plane with 70 h.p. Labor motor), made new
two-man speed and distance records over a
closed circuit as follows:

200 kil 2 h. 38 m. 26.4 s.

The Growing' Death Iiist.

FATAL ACCIDENT TO PAILLOLE.

While testing his machine on the Maison
Carree race course near Algiers, before at-
tempting to fly to the military ground where
tlie troons were being reviewed by Gen. Baiel-
loud, the Frenchman Paillole had his machine
cansized in a gust of wind and was killed on
the spot.
WOMAN AVIATOR REPORTED KILLED.

Btampes, France, July 21. — Mme. Deniz
Moore was killed at the aerodrome here to-
night bv a fall in an aeroplane.

Mme. Moore had already made several fine
ascents and was about to make a high flght.
When about one liundred and fifty feet in the
air her biplane was caught by a gust of wind
and capsized. It fell straight to the earth, and
she was crushed beneath it.

Mrae. Moore was a French woman, about 25
years old. She had hoped to obtain a pilot's
license next week.

MILITARY STUDENT KILLED.

Chalons-Sur-Marnc, France, June 29. — Lieut.
Truchon was mortally injured to-day while
making his first trip alone in a small H. Far-
man IjipUmc. II(> came down with the motor
running and in trying to shut it off moved the
elevator lever and lie was thrown out.

PASSENGER KILLED.

St. Petersburg, July 25. — Tlie aeroplane
piloted by M. Slusarenkos in the St. Peters-
burg-Moscow race fell near Tsarskoe-Selo to-
day.

The airman's passenger, M. Shimansky, was
killed, and M. Slusarenkos was badly injured,
both legs being broken. The race covers a

distance of 400 miles. Prizes aggregating $50,-
000 are offered.

Death of Kreamer.

Dan A. Kreamer, one of the steadiest flyers on
the field of the Aero Club of Illinois, was killed
July 13 while making au attempt in a Curtiss
type biplane with a 50 h. p. motor to win his
aviation pilot license under the observation of
(irover P. Sexton, representative in Illinois of the
Aero Club of America. He attempted to make too
short a turn.

Kreamer was making a turn and seemed to
slide toward the center of the circle. He tilted
the machine downward to gain speed but he was
too close to the ground and the aeroplane struck
on its nose. The machine was a Curtiss-type, of
last year's vintage.

He was well known as a bicycle racer, took part
in several six-day contests and had traveled all
over the world, racing. At the time of his death
he was on leave of absence from the Illinois Cen-
tral R. R., on which he was employed as an
engineer.

CALENDAR OF EVENTS.

-Colorado Springs, Col., Wright

-Belgian Circuit race.
— Grant Park, Chicago, Inter-
Astoria, Ore., Cur-

August 2-4.-
exliibition.

August 6-20.—

August 12-20.
national meet.

August 20-September 9.
tiss aviators.

August 26-September 4. — Boston, meet of
Harvard a. S.

August 26-September 4. — Montreal, McCurdy,
Willard and Curtiss flyers.

August 28-31. — Des Moines, la., Wright ex-
hibition.

Seotember 4-8. — Nebraska State Fair, Wright
aviators.

September 20-21. — Clarinda, la., Curtiss avi-
ators.

September 23-24. — Fond du Lac, Wis., Cur-
tiss aviators.

September 24. — Berlin aviation meet.

September 25-30. — Helena, Mont., Curtiss
aviators.

Sentember 29-October 7. — Springfield, 111.,
Wright exhibition.

October 5. — Gordon-Bennett balloon race,
Kansas City, Mo.

October — . — Macon, Ga., Wright exhibition.

January 10-20, 1912. — Los Ange'.es, aviation
and arrangements not certain.

September — . — Iowa State Fair, Wright
aviators.

September — . — Minneapolis, IMinn., Wright
aviators.

ASCENSIONS

{Continued from page U7)

latest t.vpp, more or less popularized by He la
Vaiilx.

Il<)lmcsl>urg. Pa., June 2,". — A. T. .Mhcrholt.
pilot. Clarence P. Wynne and II. II. Kuerr in the
"Penn. I," to Blue Bell, Pa., after a :j Mi-hour
journey. , ,,

Los Angeles. July 9. — Albert Carter and L.
Unger in a dirigible sailed around for four hours,
after cdllidiiii; with the roof of a house at the
start and breaking the framework in two. There
was no engine in llie airship and it floated around
just like a free balloon of spherical type. Land-
ing was finally made at Saugus, Calif.

St. Louis. July 4. — Lieut. Frank P. Lahm and
Jolui r. Hart in the "Missouri" to Cranite Cily.
111. The ascension was made to study the ex-
pansion of the gas in extremely hot weather and
an all night trip was planned but which had to
he foregoiu". Tlie temperature on leaving the
ground was 114 deg. Fahr.

AERONAUTICS a, ,

August, IQII

THE GORDON BENNETT RACE

By Georg-e H. Scrag-g-.

The Contestants' Standing*.

1. Cr-S. T. WKVMAXX, America (100
h. p. Gnome-Xieuport), 1:11:36.2, speed 78
miles per hour.

2. ALFRED LEBLANC, France (100
h. p. Gnome-Bleriot), 1:13:40.2, speed 75.8
miles per hour.

3. EDOUARD NIEUPORT. France (70
h. p. Gnome-Nieiiport), 1 :14 :37.4. speed
74.8 miles per hour.

4. ALEC OGILVIE, England (50 h. p.
N. E. C.-Wright), 1:49:10.4, speed 51.2
miles per hour. Deducting for time lost in
getting gas his speed would be 53 miles
per hour.

5. M. CHEVALIER, France (28 h. p. 2-
c.vlinder Nieuport-Nieuport), 37:56.4. Com-
pleted partial course only, due to engine
trouble. Speed 58.9 miles per hour.

6. G. HAMEL, England (100 h. p.
Gnome-Bleriot), fell on first lap in making
turn.

The distance was 150 kilometers (93.15
miles) ; raced at Eastchurch, England,
July 1.

PREVIOUS CONTESTS.

1009 — ^Rheims, France, won by Curtiss ;
20 kils. in 15 m. 50.4 s., mean speed 47
miles per hour.

1910^ — Belmont Park, won by White (100
h. p. Gnome-Bleriot) ; 100 kil. in 1 h. m.
47.6 s.. mean speed of 61 miles per hour.

OF course, you know by cable that the cup
goes back to America, and Weymann, our
solitary entrant, is responsible for it. The
victory, however, is not so thrilling as it
might have been, considering Weymann is a Ilay-
tian by birth, lives, and has done all his flying
in Europe, and pilots a French machine. Last
year I felt that (ireat Britain and White received
more attention than was due, considering it was
Bleriofs brain and experience that built the win-
ning machine: and so the same may be said this
year of Weymann. Of course, at the present
stage of aviation, when the man is 20 per cent,
factor and the machine 80, we must not under-
estimate Ml-. Weymann's feat, but surely we would
all be m»re pleased if each country were repre-
sented, not only bv a native aviator, but also by
a home-built machine, as AERONAUTICS has so
often suggested.

As I was the only American correspondent of
an American aeronautical paper, I was the sub-
ject of sympathy — not expressed, to be sure, but
I read the glances thrown me by fellow press
men. "You poor fellow, what chance have you?"
However, I had not forgotten that the same
glances were bestowed upon me at the London
Stadium at the Olympic games three years ago.
when .Tohnny Hayes broke the tape first and Old
Glory ran to the top of the flag pole, and I held
my peace and hoped.

My eyes were fixed on two things : First, Wey-
mann. as our representative, and secondly, the
Wright machine, tlie only American machine in
the race. When I heard that Weymann had been
set to represent us on a Nieuport, I pinned my
hope on him and picked him' for the winner, and
the result shows my judgment was not at fault.
In fact, I do not see how anyone else could
have been picked, barring accidents and all other
things being equal.

The past performances of the Nieuport with but
28 h. p. had proved it the fastest machine in
the world, and now with 100 h. p. I felt sure
it would hold its own, especially in the hands of
a skilled pilot like Weymann.

The other two Nieuports entered, driven by
Nieuport himself and by Chevalier, were only 70
and 28 h. p. respectively, so they were not to
be feared.

The Gnome engine, of course, was a question.
Most of the good work done by them — take the

Madrid and Rome races, for instance— were the 50
h p., with o d model valve springs. The new engines
have more than once failed at a critical momentfand
so as the weather was a bit rough I kept my
eye also on Ogilvie, whose machine is much
fitter to tackle a big wind than any of the
others. And Ogilvie could save time sticking to
corners, as only the Wright machine can. Ogilvie
had been practicing quietly for weeks, assisted bv
\\ilbur Wright, at tuning up the "Baby" with an
N. E. C. engine.

The race began badly. After a gusty morning
which even made the big Bristol biplane rock and
roll, the sun came out and the sky cleared and
.Hist before 3 oclock Mr, Hamel's (England)" ma-
chine, a .special Bleriot, in the tests of the morn-
ing had proven itself slower than the Nieuports
so he decided to clip two ribs off each wing'
Bleriot, however, advised him against such "a
course, as he figured the machine had as little
surface as it could afford and in case of engine
trouble the descent would be hasty and it would
be diflicult to make a safe landing. Mr. Hamel
however, persisted, and this no doubt lost him at
least a place in the race. On his first circuit,
in taking a corner his machine skidded and hi.s
left wing tip caught the ground. He was thrown
out, rolled over and over and lay still. When
a.ssistance came to his aid thev found him bleeding
profusely from injuries to his face and legs
though declining assistance. He was suffering
from slight concussion and was much bruised but
is doing well.

M. Chevalier was second on the field, but his
machine was little faster than the Wright but
then he only had a 28 h. p. Nieuport motor. He
only flew 10 circuits when he came down rather
abruptly with engine trouble. He tried again
later with another machine, but came down.

Meanwhile. Weymann had flown off at a great
pace. He did his first five laps in 2 m. 46 s .
which works out at 83.5 miles per hour. His
speed after tils decreased slightly, but he suc-
ceeded in doing the 150 kil. in 1 ti. 11 m. 36 1/3
s., which averages 78 miles per hour; and the
Nieuport is a bigger area machine than the
Bleriot.

The crowd enthusiastically applauded at the
termination of his fine performance. T said little,
but returned some of the glances that I had re-
ceived earlier in the day. Then Ogilvie (England)
went up on the Wright.

Ogilvie did not put up the show I expected of
him and certainly nothing eoual to Brookins'
speed last year at Belmont on the "Baby." This,
no doubt, was due to the engine. He only aver-
aged a little over 51 miles an hour. Stopping
• for oil cut the speed down from 53 miles an hour.
He did better than this last year at Belmont with
a 30 h. p. Wright engine.

This left England out of the running, as no
third competitor turned up to champion England.
(irahame-White was on the field and in answer
to auestions said he had no fast machine. I
wonder what has become of the 100 h. p. Bleriot
he won the tropliy with last year? It has not
seen much use, if any at all, since his return from
America.

The day was not ended and I have learned the
lesson well not to count my chickens prematurely.
His time was good and he had finisln^d safely, so
I was more than hopeful. Leblanc was the only
competitor that worried me, but I hardly thought
the Bleriot, with its greater head resistance, could
compete with the Nieuport, thougli I had taken
into consideration the great skill of Leblanc.

At 5.30 Nieuport, and Leblanc with his wings
clipped, got under way, and thougli tlu^v both put
up fine performances, they faibnl to wrest the
trophy for France. Nieuport completed the course
in 1 h. 14 m. 37.4 s. Leblanc was several min-
utes bevond Weymann's time for twenty laps, and
then it became apparent that America had won.
It was a good clean race, the winner being but
two minutes ahead of Leblanc. who in turn bad
but a minute the best of Nieuport.

AERONAUTICS

The cup, plus .$3,000, was presented to Weymann
at an informal banquet on the grounds the same
evening.

While being overjoyed with the result, I could
not help Imt feel sorry for France, which has
done so much in the development of the speed
marvels and has as yet never had her hands upon
the cup. Another tale would have been told had
each country entered its own machines. Glenn
H. Curtiss is the only man yet that has taken the
cup with a machine and engine made in the coun-
try which he represented. Let us hope now that
we have the cup again, that next year when our
visitors trudge across the ocean that we will have
a man, an engine, and a machine, all American,
to defend the trophy and to be equal to the task
of keeping it.

"It was amusing to find the 'American' winner
compelled to reply in French. lie is a native
of Ilavti, who has lived on the Continent and
done most of his flying there — on French ma-
chines, of course. The victory is, nevertheless,
sure to be hailed with great delight in the States,
and it will doubtless prove gratifying to the donor
of the trophy," says "The Car."

In connection with the Gordon Bennett race,
the Aero Club sent its members a bulletin which
included the report of its special committee.

SECONDS THE PLEA OF "AERONAUTICS."

For the first time the club has expressed the
suggestion that it might be appi'opriate for Amer-
ica to be represented in aeronautics by American
designed and built machines with American motors.
This is a really and truly good spirit to show,
even overlooking the past. The two international
balloon and aviation trophies are rather jokes :
they are put up by a man who prefers to spend
his "time in Europe! they are first competed for in
Europe, and the representatives of America, most
of whom happen to also live in Europe, use ap-
paratus built in Europe.

The cups might well go uncontested for by
America, and with honor, rather than to win them
under the above conditions.

The bulletin goes on to state that the Wrights
could not be induced to enter on account of lack
of time to build an engine ; that Curtiss was too
busy ; and that —

"SUFERIOIilTY ' OF FOREIGN MACHINES.

"A diligent search of the field in this country
failed to reveal anyone else who was competent
to construct a suitably fast machine ; so it be-
came necessary for your committee to turn to
foreign makers, and to such Americans abroad
as were competent to fly speedy foreign machines.
Early in the year Mr. Campbell Wood particularly,
and "others o"f us who had carefully noted the
progress of flying abroad, became convinced of the
superiority of the Nieuport monoplane, at least
so far as speed was conccn-ned, and also of the-
jirowess of Charles T. Weymann. the American.
as a clever track flyer. Through Mr. Campbell.
Wood, your committee thereupon got in touch
with Mr. Weymann. who appeared to favor the
Morane monoplane, and succeeded in inducing him
to ('<iuip himself with a Nieuport of the power
which we deemed necessary for the race, and to
undertake the race on behalf of the Aero Club
of America.

".Tames Martin, who was flying a Burgess-Cur-
tiss "Baby" Grahame-White biplane in England, was
the only other flyer abroad who seemed worth
consideration : but, his machine not having sufli-
cient speed, he was not chosen as a member of
our team.

"Earle Ovington. who had been flying a 70 h. p.
Bleriot in this country, was considered but was not
put on the team for the reason given in Mr.
Martin's case."

CURTISS TO COMPETE IN 1011.

Glenn H. Curtiss will build a sjiecial machine
to compete in the next contest for the grand
aviation prize which Henry Weymann recently
won in England and will bring to this country.
Mr. Curtiss miade this announcement a few days
ago. He 1)e]ieves that .\merican aeroplane builders
will be al)le to hold the prize in this country,
cbiiming that th(>y can build machines that are
quite as speedy and much s:ifrr than the French
monoplanes, which have had the Held to them-
selves recently as regards speed.

Anqnst, IQII

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New York City

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S.W,

PARIS — Brentano's, Place de I'Opera.

LONDON — Aeronautics. 12 Ncwsrato St., London.
E. C. Georao II. Scragg. Mgr. ; also at the
offlcp of British .Voronautics, SO Chancery
Lano, London.

BERNE — A. Franclie's Sortiment.

AERONAUTICS' BRITISH OFFICE.

On account of the increased European circula-
tion and tho necessity for an exclusive reprosenta-
tivo abroad, it is with pleasure that wo announce
the open in;: of a London office at 12 Newgate St.,
under the nuanagement of Mr. (Joorgo II. Scragg.
.\t this address, the center of aviation in Ensrland,
piiUlishin'r "Who's Who in Aviation." "The .\via-
tiim World." etc., visitors will he welcome. Those
going to England can use this othce for their
mall, sending it in care of AERONAUTICS.

AERONAUTICS

August, IQTI

ST. LOUIS WINS BALLOON ELIMINATION

TlIK East's represeutativo, the "Xew York,"
of Harmon and Post, in the elimination
race for the selection of the Americau
teami in the international balloon race at
Kansas City. Oct. 5, was badly beaten by the
six other balloons which competed on July io.

Alan R Hawley. who won the big race in 1910,
has, of course, the privilege of being one of the
three. The other two, or all three if Hawley
does not go this year, are supposed to be those
who finished best in this elimination race.

Eight balloons in all went up, but the "Mis-
souri," of J. C. Hulbert and Henry Weber, was
not a contestant.

Following is the official standing of the balloons :

1. ST. LOUIS IV. (Honeywell). Lieut. F. P.
Lahm, U. S. A., and Lieut. J. F. Hart, to La Paz,
Ind. Dur., 22 hrs. 26 min. : dist.. 480 miles.

2. MILLION POPULATION CLUB (Honey-
well), John Berry and P. J. McCullough, to La
Crosse, Ind. Dur., 20 hrs. 49 min. ; dist., 445
miles.

3. MISS SOPHIA (Honeywell). Wm. F.
Assmann and J. M. O'Reilly, to Franklin Park,
111. Dur., 16 hrs. 20 min. : dist.. 415 miles.

4. BUCKEYE (Stevens). James H. Wade. Jr.,
and Reuben Hitchcock, to New Holland, 111. Dur.,
21 hrs. 32 min. : dist., 2S8 miles.

5. TOPEKA II. (Honeywell). Frank M. Jacobs
and Raflfe Emerson, to La Harpe, 111. Dur., 14
hrs. 42 min. ; dist.. 210 miles.

6. KANSAS CITY 11. (Honeywell). H. E.
Honeywell and Jon Watts, to Packwood, Iowa.
Dur.." 8 hrs. 5 m. ; dist.. 193 miles.

7. NEW YORK (Baldwin!. C. B. Harmon and
Augustus Post, to Fremont, la. Dur., 8 hrs. 58
min. : dist.. 186 miles.

Non-Contestant, Missouri (Honeywell), J. C.
Hulbert and Henry Weber, to Des Moines, la.. 170
miles.

A lot of credit is due George M. Myers, presi-
dent of the Kansas City Aero Club, and his board
of governors, for making possible one of the most
successful contests held in this country. The nat-
ural gas was very good, being reduced by Mr.
Showers' hard labor to a specific gravity of .38.
and was delivered to the balloons in record time
of 40.000 cu. ft. in 4V2 minutes, but due to in-
experienced labor used in handling the sand bags
2Vi hours we're consumed in getting away.

The French-American Balloon Co. products to-
talled five out of seven balloons in the race, as
well as the "Missouri" which Hulbert used. The
Topeka balloon carried three people.

OTHER ASCENSIONS.

The first skyscraper to lie used as an aero-
nautical (station, despite a/11 the press agent
stories each time a new building is laid out on
paper, has really and truly been established and
put in use in New Y'ork City in July.

Using the roof of one of the two John Wana-
niaker store buildings, each of which occupies an
entire block, A. Leo Stevens piloted Rodman
Wanamaker in his newly purchased 65.000 cu. ft.
Lachambre balloon, the "Wanamaker I." for which
Mr. Stevens is the American agent, to Nyack. N.
Y.. on its initial trip.

From the Wanamaker store the balloon crossed
the Hudson River and traveled over Newark and
Paterson. Here the balloon was sent up to 7.000
ft., and a counter-current was met. which carried
it back over Forty-second St.. New Y'ork, toward
Long Island. As the Sound was reached the bal-
loon was dropped to a lower altitude and the re-
turn made over Youkers and up the Hudson River,
following along with one of the Albany boats. As
it neared Nyack, which is some twenty miles up
the Hudson, the balloon was dropped still lower,
and it turned inland to the west. One of the
residents of Nyack who saw the balloon come close
to the ground near his house, with the assistance
of the neighbors, caught the drag rope and the
balloon was eased to the ground by letting out gas.
The trip consumed 3 hours 23 minutes.

The Wanamaker Balloon Leaving' the Eoof.

A hydrogen gas plant has been installed on the
roof of the Wanamaker building, whicli is now
available to anyone desiring to make an ascent.
The cost for making the gas for a small balloon
of 18.000 cu. ft., which will carry two people, is
around $150. It is planned before long to make
a dirigible ascension from the same building.

Hamilton. O.. July 16. — Dr. L. E. Custer in the
"Luzern." to Waynesville, O., 40 miles. Dur. 2
hours.

Lowell. Mass., July 1. — John J. Van Valken-
burgh. alone, in a balloon, Boston to East Dan-
vers. Mass. Duration. 1 hour 45 minutes ; dis-
tance. 22 miles : altitude. 3.800 ft. Ascent was
made alone to qualify as pilot.

Philadelphia. Pa.. June 27. — Dr. Thomas E. El-
dridge. Miss Maude Johnson. .\nna Nittinger. Dr.
(J. H. Simmerman and Dr. T. F. Herbert in the
"Philadelphia II." up to beat Miss Ridgway's
record for the Simmerman cup. .\fter a cir-
cuitous trip thev landed at Hartford, N. J., after
2 hours. Altitude. 7.050 ft.

Chicago, 111.. Julv 4. — Herman Mossner, up
alone, landing on the outskirts of Chicago.

DIRIGIBLE ASCENT.

Saunderstown. R. I., June 30.— Stewart Davis
and his pa.ssenger, James J. Scott, made an ex-
tended ascent from here over Newport and .Nar-
ragansett. landing at Wickford. in a dirigible
balloon im-iortcd for Mr. Davis by Leo Stevens
from the Zodiac builders in Pans, and is of the
(Cmtinufd on page I'W)

AERONAUTICS

Ah (/list, iQii

IN THE MANUFACTURING FIELD

The Hall-Scott £ng-ine.

The Hall-Scott engines, made by the Uall-Scott
Motor Car Co., Crocker Building, San Francisco,
though placed on the market but last Fall have
created very favorable impression and are now
being used by some of the best known flyers
in this country.

Three sizes are being made, of 40, 60 and 80
horsepower, the two latter eight-cylinder ma-
chines. The first and third have cylinders 4 by o
and the 60 horsepower cylinders are 4 by 4 inches.

A special advantage is claimed by the makers
in cooling the oil used for lubrication. Oil is
forced by gear pump, through an oil jacket in the
carburetor manifold, which operation serves two
purposes, of heating the manifold and cooling the
oil before it passes into the end of the hollow
cam shaft and distributes to the main case, ex-
cess draining into the sump from which it is
again pumped through the strainer and so around.

The following description is of the four-cylinder
40-horsepower motor. The eights are exactly the
efficiency. Valve seats 1% in. diameter. Valve

stems % in. Valves operated by single cam shaft
and individual push rods and rocker arms.

Cam shaft of steel tubing, with cams of ma-
chine steel hardened and ground to size, secured
in place with two taper pins, riveted over. Par-
ticular attention is called to the crank shaft size
with its 1% in. bearing. Cut and machined from
one solid hand forged andi heat treated block of
special nickel steel. Main and connecting rod
bearings lined with highest grade of Wm. Cramp's
Parsons wliite brass. Main bearing caps cut from
solid steel blocks. Connecting rods machined from
hand forged heat treated nickel steel. Crank
cases, water and oil pump casings, etc.. of
the best aluminum alloy. Oil sump cast integral
with lower case, provided with sight oil glasses at
either end.

Ignition is by means of Mea high-tension mag-
neto, with connection to Bosch spark plugs. The
motor may be started as easily with this system
as with battery and coil, and with magneto in
retarded position, so that there is no danger of
back kick.

Hall-Scott 4 cyl. 40 H. P. Motor

same construction, except there are more cylinders
and they are arranged "V" shape.

Type A-1 is of the four-cylinder vertical, four-
cycle, water-cooled, type, with cylinders measur-
ing 4 in. bore by 5 in. stroke. ' Cylinder walls,
pistons and heads are mad(> of special cast iron.
Cylinder walls are machined inside and out, which
absolutely insures even expansion. Steel water
jackets, press fit, placed on cylinders, then cylin-
der inside ground to size. Heads are cast with
water jacket integral, a by-pass between head and
cylinder prevents any danger of water leak into
cylinder. Circulating water system is ami)le, with
large capacity centrifugal pump in connection.
Copper asbestos gaskets placed between heads and
cylinders, and the assembly held in place by means
of rods running through crank case and bolted
through heads, with castellated nuts, cotter pinned
at head end. Pistons carry three cast-iron snap
rings, pinned in position. Pistons supi)orted at
connecting rod end in bronze bushing with hard-

ened steel pin. absolutely secured in position, so
there is no danger of side play with consequent
scoring of cylinder wall. Valves of chrome nickel
steel, all in one piece, seated directly in heads
without the use of cages. This valve position,
together with the fact that heads are machined
upon inside, is known to give maximum power and

A special aluminum Stroniberg glass bowl car-
buretor is used, with connection to the oil-jacketed
manifold.

Type A-1 power plant complete, consisting of
Type A-1 motor, coniiilete with carburetor, mag-
neto, water and oil pumps; a 7-ft. diameter,
■iVj-tt. pitch propeller, special light weight radia-

AERONAUTICS

August, ipii

tor. 3-gallon copper gasoline tank with tiller cap
and outlet flange, and all necessary hose and cop-
per pipe connections, crated ready for shipment,
$1,650 f. 0. b.. San Francisco. California.

Two New Cartiss Motors.

Two new Curtiss engines have been produced,
of 40 and TO h. p. respectively, four and eight
cylindprs, 4 by 5 in. bore and stroke. The other
two motors which have been produced for the
past two years are rated at 30 h. p. and 60 h. p.

In the new motors the method of lubrication
has been slightly changed, the four-gallon oil
reservoir being cast in the lower lialf of the crank-
case, from which a submerged rotary pump forces
the oil direct to all bearings via tlie hollow cam
and crankshafts. The connecting rods are made
hollow and oil is also forced through them to the
piston pin bearings and cylinder walls. The ex-
cess oil falls into the splash pan and thence
through the overflow pipes back into the reservoir.
An Increase of oil is supplied the engine as it
speeds up.

New Curtiss 70 li. p. Motor.

The base of the new cylinders is now round
and attached to the case by 12 bolts, and the
bearings are much larger all around. The long
case now incloses the thrust bearing, and par-
ticular pains have been taken to make the motor
oil-tight, which is often very difficult, as oil is
apt to find its way out where the cylinders .ioin
the base or be pumped out by tlie suction of the
push rods. A slightly different t.ype of manifold
is also adopted.

The weight of the large four-cylinder power
plant complete is ISO pounds; that of the large
eight is 275 pounds. These weights include El
Arco radiator, Curtiss propeller, Bosch magneto,
Schebler carburetor and fuel tank. The eight-
cylinder motor shows 500 pounds thrust at 1,200
r. p. m. with an S-ft. diamieter 7-ft. pitch pro-
peller, while the four develops 315 pounds at 900
r. p. m. with a propeller a foot less both ways.
The pitch speed of the eight-cylinder motor on
the navy machine is 90 miles an hour.

The fuel consumption on these motors is quite
remarkalile. During the two-hour test run made
in behalf of tlie navy, the eight-cylinder consumed
but four gallons of gasoline and one gallon of oil
per hour.

German Monoplane Ag-ency in the United States.

The Grade monoplane, which was one of the
very first aeroplanes in Germany to make notable
flights, is being represented in the States by a
firm of young men. Griffith & Meixner of 405
Delaware Ave.. Buffalo. N. Y.

The machine, more or less known here through
the aeronautical magazines, is a monoplane of its
own type, fitted with a two-cycle, air-cooled, four-
cylinder motor, designed and made solely by Hans
Grade. Several types are manufactured. For
the 16-24 h. p. engine but 1.7 to 2 gallons of
gasoline are used per hour, witli the oil consump-
tion 0.4 gallons.

From one to five people can he carried, ac-
cording to type, with motors from 16 to 45 h. p.
.\ principal feature of the machine is that the
aviator and his passengers sit lielow the wings
and can see the whole of the ground at all times
One lever operates the rudder and elevator at the
same time it is used for warping the wings.

The aviator, Schall, during one of the German
meets, attained 7,000 ft. altitude in 23 minutes,
with the 16-24 motor. During a cross-country
flight of 37 miles Grade himself, as pilot, took
-second prize fromi competitors of much higher
power.

Wrig-ht Motors for Sale.

Wright motors are now available to the gen-
eral public from two sources. The 35 h. p.. four-
cylinder and the 70 h. p., eight cylinder motors,
complete with magneto, water and oil pumps,
weight 193 pounds for the 35 h. p., power guar-
anteed, may be obtained from Du Mois Aero-
nautique. 17 Rue Casette, Paris (VIei, France.

The Wright Company in .\merica is selling
American-made motors at $1,500.

H. T. Gratz. a former Louisville man. who was
connected with the automobile business in this
city, made four short flights on .Tuly 4 without
accident at Urban Park. 111., before "a crowd of
2.5(Hi people. Gi'atz is flying a Gray Eagle bi-
plane for the Gray Eagle Aviation Co.. a Louis-
ville corporation, and with his apparent skill in
flying a new machine he shows promises of be-
coming an aviator of the first rank.

The Maximotor Makers, Detroit, report a strong
demand for their aero engines. Another 60-75-
li.p. engine was shipped to Isaburo Yamada in
.lapan for his dirigible and a number have been
sent to novice aeroplane builders throughout this
country. Among those who have purchased mo-
tors are : Thomas Longo, Danville, Ky. ; Hamil-
ton & Heilprin, Nassau Boulevard ; A. M. Nassr,
I'ensacola. Fla. ; Horace S. Kemmerle. I'pland,
I'a. : .1. N. Sparling. East St. Louis, 111., and
Theodore Krasting, New Britain, Ct.

The Sparling Aviation School, at Washington
Park. Mo., is progressing nicely and weather is
ideal. Park has finished his course and is now
flying in the West. H. E. Maier of Denver has
been making straightaway flights for the last
week and is going to tackle the turns in a few
days. Students handle the straight flights in
winds up to 15 miles per hour before attempting
the turns. A heavy low-powered machine is used
by beginners and not until they are familiar
with all the workings of the machine in low
straight flights are they given a real flyer.

During the past week the following pupils en-
rolled : H. .\. Signor of Meadville. Pa., who made
good straightaway flights the third day in the
machine, and promises to make a good cool-headed
flyer : FA Neimiller. East St. Louis, and Harry
Kelley, Colorado Springs, Colo.

The Thomas Brothers of Bath. N. Y.. have com-
pleted another headless machine with a six-cyl-
inder Kirkham motor. It is a fast flier and a rapid
climber. Walter .Johnson promises to make still
better records for himself.

The postotlice authorities have brought to ac-
count an alleged aviation school. A certain self-
stvled "lieutenant" was a strong bidder for stu-
fients. representing that he was head of the aero-
nautic work of the United States army and was
connected with the school temporarily for the
purpose of securing a nucleus for his aviation
squad in the army. Advertising of the school has
l)een accepted right along by magazhies and papers
of all classes. AERON.VUTICS conducted an in-
vestigation of its own at the outset and cancelled
further advertising.

I hare rcnil your ediiorUil note lor Jitln irilh
admiration and enVnisiasm. and note iioiir splendid
adrertisinf/ patronatie. and its loj/ical nature. Your
peri'idiral' lias been as complete i norhl-nide) and
ncarhi as ironderful as the triumph of Orrille and
Williiir Writ/ht. — .Ioii.n McGovekn.

AERONAUTICS

August, ipii

UNITED STATES PATENTS ABSTRACTED

Henry J. Casanova, Chicago, 111., 9!)5,43T,
June 20. 1011. Filed Aug. 9, 1910. FRAME
CONSTRUCTION.

Jolin O. Wrenn. Portland, Ore., 995,512, June
20. 1911. Filed July 26, 1909. FEATHERING
BLADE PROPELLER.

' George Francis Myers, Columbus, O., 995,550,
June 20, 1911. Continuation of application filed
Jan. 29, 1897. This application filed May 31,
1904. AN ANNULAR AEROPLANE.

Lincoln Winters and Samuel Hofstetter, Free-
port, 111.. 99r>.750. June 20. 1911. Filed Dec. 30.

1910. HELICOPTER.

James Lester Walker, Eagle Point. Ore., 995,819,
June 20. 1911. Filed Aug. 26, 1910. Aeroplane
with AUTOMATICALLY OPERATED AILERONS
for securing lateral and longitudinal STABILITY.

John Burns, Los Angeles, Cal., 996,058. June
27, 1911. Filed Dec. 27, 1910. PARACHUTE.

Thomas Wigston Kinglake Clarke, Surbiton, Eng-
land. 996,061, June 27, 1911. Filed July 11, 1908.
ADJUSTABLE FOLLOWING SURFACE AERO-
PLANE.

De Witt Clinton McCallum, Los Angeles, Cal.,
906.105. June 27. 1911. Filed June 3, 1910.
Aeroplane with REVOLVABLE SERIES of ELE-
VATING PLANES.

Guy Snow, Kaufman, Tex., 996.153, June 27,

1911. Filed May 12. 1910. Comibined HELI-
COPTER and ORTHOPTER.

Ernest Peter Vincent, New Y'ork. N. Y., 996,171.
June 27. 1911. Filed May 28. 1910. Triplane
with middle surface having greater depth than the
other two.

Albert Hugo Friedel, Baltimore, Md.. 996,233,
June 27. 1911. Filed Jan. 31, 1910. Aeroplane
with extensible CURTAINS for the purpose of
STEERING.

John J. Rectenwald, Pittsburg, Pa.. 996,361.
June 27, 1911. Filed June 7, 1910. Device for
utilizing the balloonets of a dirigible as LIFE
SAVERS in case of accident.

John J. Rectenwald. Mt. Oliver Borough, Pa.,
996.362. June 27, 1911. Filed Aug. 13. 1910.
INFLATABLE BAGS to keep aeroplane afloat in
water.

John J. Rectenwald, Pittsburg, Pa., 996.303,
June 27. 1011. Filed Nov. 3. 1910. Aeroplane
with FOLDABLE PLANES and device for apply-
ing powiH- to wheels.

Walter W. Roberts, Seattle. Wash., 996,366,
June 27, 1911. Filed Sept. 16, 1910. HELI-
COPTER.

Attilio Pusterla, Bath Beach, N. Y., assignor
of one-half to Samuel Schenkein, New York, N. Y.,
996,425. June 27, 1911. Filed July 9, 1909. HELI-
COPTER.

Julius Christiansen, New York, N. Y., 996,456,
June 27, 1911. Filed Oct. 27, 1909. MULTI-
PLANE having air-confinin'^ side pieces.

Richard Wilcke, Friedenau, near Berlin, Ger-
many, 996.547, June 27, 1911. Filed Sept. 19,

1910. PROPELLER for aerial vehicles.
Cassius E. Lamburth, San Francisco, Cal.,

996,592, June 27, 1911. Filed Dec. 12, 1910.
Aeroplanes having pointed flaps for preserving
EQUILIBRIUM.

Victor Camal, Paris, France, 996,613, July 4,

1911. Filed March 17, 1910. Machine in which
vertical lift is obtained by a set of RECIPRO-
CATING SAILS.

Francis M. Eggert, Lansing, Mich.. 996.627, July
4, 1911. Filed March 31, 1911. LIFTING and
PROPELLING mechanism.

Preston Tugman Moodv. LaCrosse, Wash.,
996,659, July 4. 1911. Filed March 16, 1911.
Hinged lateral planes swinging in a vertical di-
rection and interconnected so as to preserve
LATERAL EQUILIBRIUM.

John A. Renniee. New York. N. Y., 996.728. July
4, 1911. Filed Feb. 23, 1910. PROPELLING
and balancing apparatus for airships.

Weslev Wait, Newburgh, N. Y.. 996.815. July 4,
1911. Filed Sept. 9, 1908. HELICOPTER.

William Krierlter and William Bourdon, New
York, N. Y.. 996.863, Julv 4. 1911. Filed May
27, 1910. UNIVERSAL RUDDER for flying ma-
chines?.

Robert Leidorf, Cleveland, O., 996.932, July 4,
1911. Filed Nov. 7. 1910. Aeroplane having sev-
ei-al sets of rotatable wings to preserve STA-
BILITY.

George A. Owen and George A. Bates, Hartford,
Conn., 997,001. July 4. 1911. Filed Oct. 17. 1910.
Variable height of CENTER of GRAVITY, also
method of precipitating tlie engine from the ma-
chine and landing as a parachute.

Otto A. Fenn, New York, N. Y^. 997,122, .July
4. 1911. Filed Mav 16, 1010. Flying machine
with plurality of STEPPED supporting SUR-
FACES.

AERO

MART

Engines for Sale.

ENGINE FOR SALE — A. Harriman, 30-H.P.
engine ; Eisemann magneto ; late model ; bargain
at $400. Address Harriman, care AERONAUT-
ICS. TF

RINEK ENGINE FOR SALE — A Rinek 8-cvl-
inder engine. 1910 model ; just completely over-
hauled by factory; in perfect condition"; com-
plete with El .\rco radiator, magneto and gaso-
line tanks ; $600. Address Rinek, care AERO-
NAUTICS. TF

FOR SALE — One 2-cylinder double opposed,
weight 125 lbs. ; price $90.00. One 4-cylinder up-
right, weight 120 lbs.; price $140.00. Both in
first-class condition. Address X. Y. Z., c/o AERO-
NAUTICS. Aug.

FOR SALE— 50-h.p. H. F. or Harriman avia-
tion engine ; new ; .$500. This is the same size
engine that the Harriman Motor Works are
charging $1,075 for. Address "Box 3, Girard,
Kans." XF

FOR S.\LE— 40 to 00-h.p. Elbridge .\ero Spe-
cial, 1911. Complote with Bosch magneto. Abso-
lutely new ; guaranteed just as received from fac-
tory. Cost $1,350; will sell for $850. Aug.
M. F. H. GOUVERNEUR,

Wilmington, N. C.

FOR SALE — Two motors for aeroplanes.
30 and 60 h.p. Weight 130 and 180 lbs. re-
spectively. Price low. Address Fred Suellv,
R.P.D. 2, Bridgeport, Ct. — Aug "

Business Cards.

J. ED. SHERIFF. MECHANICAL ENGINEER
AND INVENTOR. ORIGINAL DESIGNS A SPE-
CIALTY. 125 WATTS ST., NEW YORK. Dec.

Aeroplanes for Sale.

AMATEUR AIRMEN— Full size MONOPLANE,
ready for power, $75.00; one passenger, fine flyer;
2c. stamp for particulars. SEND now. E. C.
MINERT AERO CO.. 1122 W. Locust St., Daven-
port, Iowa. Aug.
Positions Wanted.

EQUILIBRIST, SLACK WIRE WALKER,

well educated, good business training in office,
experienced in shop work, four seasons operat-
ing own automobiles, wishes to associate with
manufacturer to give flying exhibitions, train
others and prosecute business genorall.v. Excel-
lent reputation. Address "Equilibrist," care "AERO-
NAUTICS." Sep.

I AM desirous of entering the services of a re-
liable aeroplane manufacturing firm ; have served
4V) years building high-speed gasoline motors, un-
derstand aeroplane construction thoroughly ; all
types of miotors ; at present am in naval service;
will consider anything to learn. Address B. II. D.,
care "AERONAUTICS." Aug.

AVIATOR — Trained at Wright Flying
School, Dayton, Ohio. Now open for position.
Address H.V.H.. 323 Newport Ave., Milwaukee,
Wis. — -A.ug.

AERONAUTICS

August, iQii

CHICAGO CI.UB HAS GROUNDS.

The Aero Club of Illinois formally opened
its ISD-aero flying fleld, .iust without the city
limits of Chicago. July 4. with a series of amateur
flights in aeroplanes and a balloon ascension, all
of which would have done credit to professionals.

The club fleld is the largest and best private
club grounds in the world, being as level as a lawn
and having space for a mile course 350 ft. wide,
ample rcwm in any direction for a 500-metre
straightaway course such as is required in taking
the tests for an aviation pilot license, and it has
room to hangar 250 aeroplanes if the time should
come when that many are owned by memibers of
the club.

In addition there is ample room to seat 40,000
persons and still have considerable space for
automobile parking. To the west extends 350 miles
of unbroken Illinois prairie, and the club easily
could establish a 10-kiIometer course of ground
absolutely satisfactory to airmen. Fifteen ma-
chines already are on the grounds, and at least
four more will be taken out directly.

The grounds are reached in 23 minutes for a
5-cent fare from the "Loop"' district or business
center of Chicago by means of the Douglas Park
branch of the Metropolitan elevated railroad. This
railroad has built a special station for the club,
and has put in turnstiles capable of checking
22.000 persons per hour into this Held, and check-
ing more than that number back onto the railroad
after events. The fleld is fenced in. and has a
beginners' runway 700 ft. wide and 15,000 ft.
long that has been scalped and rolled, and is
perfect for testing machines.

July 4 the flying events were arranged, four
of the amiateur aviators — Dan .V. Kreamer, H. W.
Powers. Otto W. Brodie and Allan Lougheed —
sharing in the prize money. In addition there
were short jumps and the hangars were thrown
open to the pultlic.

Flying matinees are planned to be given weekly
through the year, including winter events.

The officers of the club are : James E. Plew.
president : Harold F. McCormick and T. Edward
Wilder, vice-presidents : Grover F. Sexton, secre-
tary ; Charles E. Hartley, treasurer, and James
S. Stephens, consulting engineer.

The Aero Club of America has added to its
aftiliated clubs the recently formed Aero Club of
New York, located at Nassau Boulevard, Garden
City. L. I., which has nearly 200 members. Ar-
rangements have been made for the use of the
Aero Club of New York grounds by the members
of the Aero Club of Amierica. The clubhouse,
which heretofore has been used by the residents
of Nassau boulevard, has been turned over by
the real estate company which controls the
grounds to the Aero Club of New York. A joint
grounds committee has been appointed, with
members from both the Aero Club of America
and the .\ero Club of New York.

The Aeronautical Society continues to hold
its regular bi-monthly public lecture and weekly
members' meetings.

On July 13 Lieut. K. E. Scott described his
bomb-dropping device for aeroplanes and dirigibles,
the calculating of speed over the ground, etc.,
an article on which subject is printed in this
issue. S. Y. Beach told his troubles with a mono-
plane at the high altitude of Denver and Dr.
Mcllvry, of the Hall-Scott motor concern, told
of their habit of sending out propellers of steeper
pitch for high altitude flying. On July 27 A. J.
Thompson honored the society with a most valu-
able illustrated lecture on "Vanadium and Its Re-
lation to Machine Design, and Its Uses in Gen-
eral."

COMMUNICATIONS

Criticizes Article on Soaringf.

Dear Sir : —

I read the article in the May issue of .\ERO-
N.VT'TICS of "Some Facts About Soaring Flight."
by E. F. Andrews, in which I think I can help
toward the advancement of same.

The planes must be thicker at the forward edge,
as I have always said to myself.

I do not know the exact distance that the
thickest part should be from the forward edge,
but I should judge about one-quarter the length
of the rib. And the thickness of rib at the
thickest place should be 1 in. to every foot in
length. The thickness depends upon the speed
of the craft. The front upper part of plane
should be rather abrupt, but rounded, and the
lower forward part should be a little more than
level. As you know, the forward part of a plane
surface will lift more than the rear, thus over-
coming what little down pressure there would be
on the upper front side.

Most 'planes made nowadays, especially the
biplanes made in this country, are a true or
"nearly true" parabolic curve, alike on both sides ;
this leaves a heavy luickward and down suction
under the forward part of plane. This. I think, is
what brought Hoxsey to his death, when the rear
elevator was not sutticient to overcome the same.
The said elevator being rounded or parabolic on
the top, as a rounding surface will not pull much,
so I think a small elevator close up to the planes
in front would help on any aeroplane in addition
to the one in the rear. If the planes were set at a
steep angle to overcome the suction, the rounding
upper paVt would not be of any account.

n/flU BERMS

^Qfi£f\TEST

Regarding soarins flisht. I think the wmgs or
planes must be about level, so that the forward
part points downward. This, when starting to
fall will start forward. Thus the rounding upper
surface will turn the air upward and make the
air rarefied on the top. producing a lift. I may
not be right in mv views, but that is 'perhaps
a possible way of rising and soaring without
power or an upward moving air current.

Ovington's talk on pa-e 184 will convince you
to some extent in this idea of having the planes
thick at the forward edge.

I am building an aeroplane of the monoplane
tvpe along mv own original ideas, of which T
will let vou know more when I make my tir.st
flit'hts or trv-out. It has these special designed
planes, of whicli I herewith show sketch of end
section.

If an aeroplane or soaring machine were to be
made the aviator and motor would have to be
located within a flsh-like body to overcome the
head resistance and the suction on the backs of
same. The struts and other parts of framework
would have to be made In like manner, so that
the aeroplane would move forward easily.

R.W.MOND \V. G.\RNEU.

R. R. 5. Box 31, Davenport. la.

AERONAUTICS

August, igii

SUBSCRIBERS' FORUM AND EXCHANGE

MIGHT BE USED AS A "WIND WAGON."

327 Orange Street.
Newark, N. J., Dec. 29, 1910.
Dear Sir: —

Having read with great interest, in your De-
cember issue, tlie description of a "glider'
actuated bv "bicycle movement," I thought per-
haps my experiments along similar lines might
be interesting, if not useful, to some of your
many readers. I have not reached the point
of making an actual trial at flying with my
own power, but hope to do so in the near fu-
ture. I am enclosing a photo of my device in
order to make tre description more clear.

In the construction of my device I have used
bicycle parts and spruce, the only special
metal work on the machine is a 6-in. roller
pin bearing on which the propeller turns.

interesting to vou, and believing some day I
will be able to fly with my own power, I am.
Respectfully yours.

A. N. PIERMAN.

The propeller is 6 ft. long and 5 in. wide,
cut out of a solid piece of spruce, the blades
are straight and slightly concaved on the face,
the back is finished oval, forming sharp edges.

The propeller is driven by means of an extra
grooved pulley attached to spokes of rear
bicycle wheel, over which a belt passes by way
of idler pulleys to the grooved pulley on the
propeller.

The highest speed I have been able to ob-
tain with a leather belt is 3 25 r. p. m., owing
to the slip of the belt, but at this speed I
maintained a steady pull of 9 lbs. for nearly
two minutes; the test was inade with a good
spring scale, attached to the rear of the ma-
chine, the driving wheel being lifted clear of
the floor by suspension from al)ove, the front
wheels resting on the floor. A second test was
made with a weight attached to machine by
means of a cord and pulley with the same
result.

I am about to substitute a chain and sprocket
drive in place of the belt, in order to stop the
loss of power by the slip of the belt, and I
believe the gain in pull will more than com-
pensate for the added weight of the chain.
The machine is of the biplane type, except
that no front elevator is used, the control be-
ing by the rear tail plane. The main planes
have a supporting surface of 152 sq. ft., the
tail plane 15 sq. ft.

The weight of device shown in the picture is
46 lbs. The total weight of the machine com-
plete is a little less tlian 100 His. The ratio
of the gearing is 5 to 1.

Hoping this small contrilnition will prove

Wants Hearst Conditions Easier.

Editor AEROXAUTICS:

Sir: Although, the copy was merely sent to
you for vour information and co-operation, I
felt that "the promptness with which you gave
a couple of pages of your valuable fend
crowded magazine to my letter to Mr. Hearst
in vour December number was extremely flat-
tering and kind. However, you are like the
cow that gave all the good milk — and then
kicked over the pail. It happens that I did
not read it in print until a moment ago, and
I find that you have made two interpolations
which took the snapper off the end of my
lash and might affect the result which my
letter was expected to accomplish. To give
serious recognition to the Hearst prize in its
present condition will undo all the earnest
work of years in soliciting prizes to encourage
the accomplishment of possible achievements.
While it is entirely legitimate for Mr. Hearst
to achieve publicity by offering a prize for a
stunt, which, if at all possible (and this in-
volves besides the aeroplane performance and
the endurance of the aviator, a sequence of
720 hours of perfect meteorological conditions
throughout this continent and at altitudes up
to some 10,00iO feet, if not actually through
unexplored regions), we should not let the
magnitude of the prize on paper bewilder us
in interpreting its terms to Mr. Hearst him-
self. If, as we have no reason to doubt, this
prize is offered in the snirit, for example, in
which M. Deutsch of Paris gave prizes of
similar magnitude for flights of a few kilo-
metres, Mr. Hearst will no doubt be influenced
by the opinions of the aeronautical societies
and engineers into amelioration of his terms.

Now. the first of your interpolations stated
that Prof. Simon Xewcomb "seemed to argue
that flight was impossible at a time when the
Wrights were actually flying." I have care-
fully reread both papers and find nothing on
which you might base your statement. On
the contrary, in the first of Newcomb's papers
he states that "both the "Wrights and Farman
have had success." In his second, "The Prob-
lem of Aerial Navigation." he starts out with
"The recent construction of machines on which
for the first time in history men have flown
through the air." etc. A.gain "The vital ques-
tion is not whether aerial navigation is prac-
ticable, for that has been settled in the affirma-
tive; now it is proved in the best of all ways,
that of actual trial, that a man can fly through
the air on an aeroplane." In your second
interpolation of my argument that flight would
be impossible in a 70-mile wind, you state: "As
a matter of fact, an aeroplane does not lose
lifting force going with the wind, owing to
increased speed." which does not affect my
argument, but might give an impression that
I had not been aware of it.

Air in motion is not to be depended on for
dynamic flight. The helicopter "gets into the
air" on still air, but descends immediately be-
cause it sets UP a descending current and
churns up the air. To illustrate the absence
of sustaining force in a gale, the stream lines
of the churned air must be referred to, and in
the sketch herewith a condition is shown which
would readily solve the mystery of poor
Hoxey's fall. Langley said: "Wind cannot
be compared to the flow of a river," but that
it consists of infinitely complex internal .gyra-
tions. In my sketcli the resultant of these
would be a sustaining force of nothing, al-
though it is not a "hole in the air" or rarified
section, but a compressed swirl.

A 70-mile wind is classified as a liurricane
and its navigation, whicli would be perilous
even if it flowed like a river, would be im-
possible because of these swirls.

C. W. SIRCH.

Los Angeles, March 31. 1011.

AERONAUTICS

August, TO I J

Rochester had more than its share of flying
during July. The aero club there secured Simon,
Barrier ant. Frisbie, Moisant aviators, whose
flights were appreciated by thousands, most of
whom sat outside the field and saw the show
for nothing. Three days later, Beacney and Rob-
inson, of the Curtiss Co., flew under the auspices
of a newspaper at other grounds and drew large
paying crowds. The rival flyers attended the
second meeting and saw for the first time Beachey
do his sensational stunts and Beachey did not cut
anything oft" the program because of the presence
of " his peaceful adversaries.

Wants Capital for Novel Monoplane.

Dear Sir:

Thinking that my worl< or patents would be
of use to your valuable journal, thought that
I would send vou a drawing showing the gen-
eral construction of the monoplane that I
would like to construct or get someone to fur-
nish me the capital to do so. I have several
patents pending on this machine.

As I have three or four different warping
devices, with the one showing, which is oper-

A Iiaboratory Sug-gestion.

Editor "AERONAUTICS,"

IS'ew York.
Dear Sir;

The writer has a suggestion to make to ex-
perimenters in aerodynamics by means of
which all the principles underlying bird flight
could likely be discovered, as our knowledge
along these lines is admitted by all to be quite
defective, and there is much to be revealed
concerning Nature's secrets in the fliglit of
birds, bats and other creatures, and especially
the soaring of many birds without perceptible
wing movements, which mystifies the closest
students of this phenomenon. Witness also
that the condor, for instance, sustains 395
pounds per horse power, while the most effi-
cient man-made flying machine lifts less than
50 pounds for each horse power used.

My suggestion is to take very rapid moving
pictures of a large bird or bat flying through
a column of smoke, or in a smoky room, and
then reproduce these pictures as slowly as
possible to make a continuous picture. Extra-
rapid moving pictures — up to many tliousands
a second — have already been taken of insects'
flight, but sui bono? Such pictures of the
larger flying creatures' movements could be
much more easily studied, the wings being
larger and the movements slower. If they
could not be taken by tlie same method — a

Jctph Pici

Acnofilju

ated bv gears, arms, etc., I also have patents
on a safetv device which is used only when
an accident happens when in the air. The whole
monoplane is made of steel tubing, the beams
in the wings are also steel tubing and are re-
inforced inside by a process of my own to give
the added strength so as not to cause them
to buckle, as there are no wires whatever used
on the above.

I will give vou an idea as to how the mono-
plane acts when the safety device is used.
When the above is flying I have a small lever
near one of my hands that, just as soon as I
pull same, the wings are unlocked from posi-
tion and are caused to turn; just as soon as
wings are starting to turn and wings are un-
locked, mv weight causes the frame to drop
down backward in a vertical position to the
wav it flies; as the seat is loose on the frame
so ks it mav slide down the frame for about 15
feet, so as I may act as a pendelum to the
wings as soon as frame is in this position the
wings are locked automatically.

The warping device acts automatically, as
the seat which I sit in acts as a pendulum
for the above: the steering is operated by turn-
ing wheel right or left, the same as an auto-
mobile. The elevating is done by the same
wheel by pushing backward or forward.

Of course, these things, such as engine, etc.,
are balanced so as to make the safety work
quicklv and in the right way. There are also
two springs right on the second beam from the
front, so as to help turn tlie frame.

JOSEPH PIERCE,
2713 N. Warnock St.,

Philadelphia, Pa.

DtV.« .NO A>.TOM,t.C WAOpiNC DtV.l. .

continuouslv moving film and electric spark
for light — two or more biograph machines
could be arranged into one, taking pictures
alternatel^■. or in succession, and reproducing
likewise, isut slowly. The object of the smoke
mentioned is to make the movements of the
air visible — something absolutely essential be-
fore we can fullv understand the principles of
natural flight. Then by applying the prin-
ciples thus discovered to propellers and planes
we can equal, perhaps excel. Nature, as we
have done with the bicycle.

Yours faitlifully.

ELMER G. STILL,
Editor Livermore (Calif.) "Echo."

Kdifor of AKROX.M'TICS. New York City.
Dear Sir :

I have read with interest the article in May
.\ERONAITTlCS bv Mr. K. I- .\ndrews. entitled
"Some Facts Alwut Soaring Flight." I have
never had anv practical experience in gliding, but
I have had a whole lot of it in watching and
photograi)hing the flight of birds, and these have
included gulls, terns, shearwaters, ospreys, eagles
and vullnres all along the coast from Maine to
Florida and thrnuuh Cuba. I have never seen any-
thing to indicate that any bird can rise and ad-
vance against the wind without motion on his
part or the aid of currents. .

Mr Andrews is first in error in stating that
there are three kinds of vultures in our south-
eastern states. There are but two species, the
turkey vulture and the black vulture. The latter
is a "shorter bird, with less expanse than the
former, but is heavier, consequently it cannot sail
or glide as easily.

AERONAUTICS

August, ipii

The comparing of a soaring bird to a tacking
Iioat is a fallacy. The wind strilcing the sail of a
close-hauled boat exerts its force in two direc-
tions — to carry the boat along with it and to
propel the boat forward, tlie former of which is
combatted by the resistance of the water on the
keel and broadside of the boat. The wind against
the wings of a soaring bird also exerts a force in
two directions — one upwards and the other back-
wards, but none with which to make forward
motion against the wind ; the resistance of the air
not being sufficient to overcome the backward
thrust of the wind, the bird will be carried back-
wards iinless he has the assistance of rising cur-
rents or exerts some force himself.

It is more than probable — it is almost certain — •
that if a bird is progressing against a wind with-
out flapping and in a flat or ascending plane, that
bird is propelling itself even if the motion of the
wings be imperceptible. Gulls or vultures never
sail with no movement of the wings or body ; the
body may rock, one wing may tilt a trifle — move-
ments scarcely perceptible to the eye, but every
one calculated to maintain balance and to propel
in the direction desired.

Birds cannot exceed aeroplanes in speed, but
they are past masters in the art of flying; they
know just exactly what to do and when to do it.
Perpetual motion is no more of a dream than is
the theory that a bird or anything else can pro-
gress against a wind, in an ascending plane, by
the sole use of an adverse wind and gravity.

Chester A. Reed^ S. B.

Worcester, Mass.. May 12, 1911.

FOR SALE— A perfect Santos Dumont monoplane, thirty-
horsepower, fitted witb pontoons for water and wheels for
land. Guaranteed to fly. Just the thing: tor an amateur.
Will demonstrate to purchaser or send photo while in flight.
Reason for sellinK buying two-passenger machine. Price at
Akron, O., 8800.00. J. R GAMMETER, Akron, O, —Aug.

AEROPLANP: for sale— Genuine imported French
Aeroplane, monoplane type, French motor, 3(>h.p..4 cycle
opposed 5x5 cylinders, water cooled with French radia-
tor, G. & A. Carburettor, French Magneto, Chauviere
Propeller, for $800.00, complete ready to fly. The power
plant is high-class in every way and is worth more than
what we oflfer the complete outfit for.

LANIER & DRIESBACH MFG. CO.
248 Butler St., Cincinnati, O. —Aug.

/ tcish to express my hearty appreciation of
Aeronautics ; tt contains more useful information
than any other publication I know of. — Harry R.

KlESSIG.

Please continue to send the magazine, as I
icouM not he without it for three times the cost. — •
Prof. U. Sorenson.

Anyone interested in aeronautics can ill afford to
he without Aeronautics. — Dr. A. S. Rowe.

Your magazine is an ahsolute necessity. — B. J.
Pre.ssey.

ENGLAND BUYS FOUR BIPLANES

By Geo. H. Scrag-gf.

The recent announcement in the House of
Commons that the British War Office liad pur-
chased four '"Bristol" biplanes naturally at-
tracts a great deal of attention to this machine.
The military machines now being constructed
are an improvement on the type of macliine
wliich took part in the army manuevers on
Salisbury Plain last September. The appear-
ance of the biplane at once conveys the idea of
immense strengtli and power. The spread of
the planes, including the extensions, is 51 ft.
3 in., the length overall is 39 ft., and the height
11 ft. 10 in. P^itted with a 70-h.p. Gnome en-
gine tlie total weight is 855 pounds.

The planes, after a great deal of experiment,
have been so shaped tliat under normal condi-
tions of flight a considerable amount of lifting
power is always in reserve, and have been con-
structed especially with a view of facilitating
rapid repairs. At each end of the upper plane
Is fitted an extension, wliich can be demounted
in a moment, saving considerable storage room.
Tlie machine can be flown without the exten-
sions mounted, tliough, of course, in that case
the weight carrying capacity would be some-
what reduced.

The chassis is so constructed that it is ex-
tremely difficult to buckle the wheels, an im-
portant part in a machine whicli may be re-
quired to land on rough ground, and combines
the advantage of the skid landing gear and a
wheel chassis without tlie defects of either.
Here, as in every other part of the macliine,
the importance of effecting renewals and re-
pairs very rapidly has been borne in mind, and
in case of breakage renewals can be made
easily and quickly. The total supporting area
of the machine is 62 square meters, and it is
fitted with three comfortable upholstered seats
set in a gracefully shai)ed body, the pilot's
seat in front and the passengers' seats abreast
behind.

The control is by a vertical column pivoted
at the bottom to work fore and aft for eleva-
tion, at the top of which is mounted a wheel
rotating in a vertical i)lane for lateral stabiliz-
ing. For steering, three rudders are fitted, and

are worked by means of a lever, pivoted cen-
trally and working in a liorizontal plane, op-
erated by the feet. This method of control is
a considerable improvement on the old, as it is
much less fatiguing for long distance fliglits.
The projieller is of the "Bristol" type, made of
laminated walnut, and is exceptionally strong
and powerful. Altogether, one cannot but feel
that our military aviators will be mounted on
the best machine possible for military purposes.

The "Bristol" Racing Biplane, which was
also shown at the recent British show, is a
very speedy looking machine, with a fuselage
rather on the lines of that of a monoplane, and
is almost a midget compared with the military
biplane just described. The weight has been
cut down to the lowest possible limit, and this
little racer, complete with engine, w^eighs only
570 pounds. The widtii of span is 8.2 meters,
the length overall 7.6 meters, and the heiglit
2.9 meters. The planes are specially con-
structed to give the maximum of lift with tha
minimum of drift, and the stanchions are so
shaiied as to give the least possilile head re-
sistance. The engine fitted is a 50-h.p. Gnome
engine with "Bristol" propeller, and the con-
trol is practically identical with that of the
military type. There is, however, only one
ruddei'.

The "Bristol" Monoplane, which was also
shown, is an exceedingly graceful and swift-
looking machine. It has a span of 10.2 meters,
a length overall of 9.6 meters, and a height of
2.8 meters, and the total weight is 580 pounrs.
The wings are supported by three separate
wires in parallel instead of tlie usual steel rib-
lion, as in the opinion of the "Bristol" manu-
facturers the latter system is very treacherous.
The chassis is a combination of skid landing
gear and wheel chassis, but where speed is tlie
only desideratum, as in racing, the skid jjortion
of the chassis can be entirely removed, con-
siderably lessening the dead weight and head
resistance. The control is a modification of
that already described in connection with the
other types, and pei-niits of long flights with-
out discomfort. The engine is a 50-h.p. Gnome.

AEROXAUTICS

September, 1011

WHAT'S THE MATTER V/ITH AVIATION?

PRINCIPAL manufacturers of aeroplanes
and supplies, motors and accessories
have been asked to contribute their
views on the subject of Progress of
Aviation in the United States.

These articles will be printed in the order
of their receipt. Some of them will be found
below.

The Chicago meet seems to have renewed
hope in the breasts of those who, but a short
time ago, were more or less pessimistic. In
making- the request for contributions to this
symposium several items were mentioned: —
the lack of prizes for the stimulation of in-
dividual effort or research, the losses sus-
tained at meets, the harmful effect of inex-
perienced aviators attempting- to give ex-

By HUGO C. GIBSON,

A. M. I. E., CHAIRMAN TECHNICAL BOARD
AERONAUTICAL SOCIETY.

Principally, that the whole industry is bred
and fed upon Hot Air, and such support as it
gets is obtained upon tlie basis of the pros-
pects of unreasonable profits from tlie spec-
tacular and death-invoking antics of untu-
tored fledglings fired by the lust of desired
approbation and unusual monetary reward; or,
unusual, at least, for the class, who, in
America, are mainly attracted to the new
occupation.

Profits are being made by some concerns
engaged in the show, and perhaps in the
accessory business; and such concerns are
liable to be satisfied and say that aviation
is a success here, but unprejudiced observers
must confess to the really slight advance-
ment that is being made.

Aviation is a science, and for its advance-
ment requires an army of scientific workers,
not nerveless incompetents, nor high-strung,
nerve-wracked scatterbi'ains; it is a serious
business, and when tackled by serious minded
engineers, who know how to select their de-
signs, forms, material, methods and labor, and
who are relieved from the necessity of pros-
tituting their product by parsimonious econ-
omy, it will become a standard money-mak-
ing business in the provision of the many
thousands of machines which will be used
by sportsmen on land and water, by
the farmers on the plains of the west, and
eventually, as time becomes more precious,
bv everyone who appreciates Euclid's defini-
tion of a line, "The shortest distance between
any two points."

How will this be accomplished? Reg:ret fully
I would predict that the method will be sim-
ilar to that second-handed one which was nec-
essary to give America its place in the auto-
mobile industry— to copy the best product of
the European continent. This will be done,
of course. In fact, it is being done, but it is
a precarious method, because the operator
probably will not know why he does these
things— he will just copy. At least, if copymg
is to be done, let it be plain copying— no
tassels on it. There are probably fifteen so-
called copies of the Gnome engine being messed
with in the States today. In each case the
copyist's stock In trade wherewith he secured
the necessary capital was "improvement,"
"double the horsepower," or some similar
inordinate claim; quite unnecessary if the job
is just copying. It might be thought from
this that America has not the necessary initia-
tive. That is not so. There is all the
inventive and investigative initiation neces-
sarv, but there is not the support nor encour-
agement for the man of service, the man who
would make two blades of grass grow where
one grew before. The most lamentable in-
.stance of this in late years is found m the
futile efforts of the American inventor of the
Knight engine, who was turned down cold all
over America. Made a stupendous success ot

hibitions contracted for by ambitious book-
ing - agents and the obvious attempts at
fraud, misleading advertisers, the scarcity of
aeroplanes in the hands of amateur sports-
men, the aeroplane-less aviation schools,
stock-schemes, the scarcity of capital avail-
able for investment, the great amounts of
bad debts on the books due to over en-
thusiasm and downright fraud on the part
of buyers and unreasonable credit by sellers
the general "tightness of money," and so
^nn,7 .v,^^. ^^? ""'^^ suggested, parentheti-
ifii ' I perhaps "you do not agree in the

lack of progress and feel that we are moving
as rapidly as can be expected."

That some did not "agree" is evident.

in England, it is now presented to American
nened^'fh' ^' *'^^ greatest thing that evei hap-
pened, the argument being based on the rep-
tation ot its English backers, and the won-
derful success they have made of it That

liT^iSi^^hSt" '^"^" ^'""'^^"^^^ - ^---^ to

Positively, the situation in America is con-
tinuously made worse by the habit of finan-
cial men relying solely on the word of the
inventor, instead of consulting an engineer of
broad experience, with the object of having
the flaws in the story pointed out clearly and
put up for discussion. Then again, mo.st in-
ventors seem to find it necessary to represent
their invention as a bonanza or get-rich-
quick proposition. It practically never is. but
the average American investor seems to need
either a grilt-edKed security, or a 90-per-cent
profit world-beater, and the inventor, misled
by the scareheads of yellow journalism in ref-
erence to "wizards of this or that," tries to
live up to the situation, forgetting that our
greatest scarehead wizard, Edison, makes his
most impressive manifestations in investigat-
ing and commercializing the inventions of
others.

That is the point. Get down to brass tacks
by knowing what to do and how it is done.
Be satisfied with reasonable returns. Don't
spoil the ship for a haporth of tea. Make a
reasonable investment and don't expect big re-
turns in the first few months.

My opinion is that the greatest cause of the
present state of aviation in the United States
is that Hot Air replaces basic knowledge.

BY E. W. ROBERTS,
V. P. ROBERTS MOTOR CO.

Delay in aeronautical progress in the United
States is due in a great measure to the in-
ability of the aviator or builder who is just
starting in the game to appreciate just what
is needed to ensure successful flying. It has
been my privilege to visit some of the great
aviation fields of the country within the last
few months as well as to view the Chicago
Meet in its entirety. I have seen, as well,
a number of amateur attempts of many
curious kinds.

One of the greatest mistakes made by the
amateur, is in the clioice of his power plant.
Like many a beginner in automobiles, his clioice
is based more on price than on what the motor
has really done. He installs one of these bar-
gain-counter outfits and by the time he finds
that he has been stung, he is out of funds and
his friends are so di-sgusted at his attempts
to fly that thev will lend him no aid. The
number of American built motors tliat have
really flown a dozen different aeroplanes can
be counted on the fingers of one hand, and I
doubt if all of the.-^e could be depended upon
for a half-hour flight.

Another cause of delay is the fact that many
amateurs actuallv make contracts for exhibi-
tions when their macliines are incomplete and
neither they nor the machines have ever been
in the aii\ They appear on the field, and

AERONAUTICS

September, 1911

either get "cold feet" and fail to get off the
ground, or meet with disaster.

All these things delay progress, and fill
the papers with exaggerated accounts of the
"danger" of tlie aeroplane. As a matter of
fact, Iiad there been a nine days' series of
automobile racing similar to the Chicago Avia-
tion Meet, it is likely that the death roll
would have been at letust ten instead of two.
It is a fact that there are few automobile ac-
cidents that result in serious injury to the
car itself without injury to occupants. Com-
pare tills with accidents to aeroplanes.

By Lyman J. Seely.
PRES. ELBRIDGE ENGINE CO.

Replying to your letter of the 2.5tli: It seems
to me you have pretty nearly outlined the an-
swer in your inquiry.

There seems to be very little sporting in-
terest in aviation in America. Except in very
rare instances the machines are being built by
men of little means wlio expect to reap a
harvest from flying. As few of them have real-
ly well-built machines, nor the time and money
to properly learn to fly, they don't make any
money; consequently they cannot pay those
who have trusted them for materials or money.
The great American "Bug-a-boo" is un-
doubtedly the unsatisfactory status of the
Wright patents. That keeps money out of the
proposition. People are afraid to make invest-
ments of any size.

So far as juvenile interest is concerned, there
is plenty of It. Rochester did practically no-
thing last year because we had no flying
field. This year the Aero Club secured a fair
field and now there are eight of ten fairly
good machines in almost daily use. By and
by men with money may get interested and
then we shall see something like Europe is
seeing at the present moment.

From the business standpoint the proposi-
tion is paralleled by the tiny dog who has
a large litter of pui^pies. She simply hasn't
milk enough to nourish all of them. Some
of them have to die off for lack of nutrition.
Too many concerns are trying to make a big
thing out of aviation in America. It isn't a
big field as yet, so some of them are bound
to get left. The business won't go 'round.

The exhibition business is too frankly one of
exploitation. The press-work and promises
are overdone. The public has been led to ex-
pect too much, and in consequence are dis-
appointed and don't go a second time.

Just the same, the game is a comer. The
mushrooms will die off and a real business
spring up.

By Alfred J. Moisant.
PRESIDENT THE MIJISANT INTERNA-
TIONAL AVIATORS.

The status of aviation in the United States
has changed so rapidly in the last month
that, whereas four weeks ago a great deal
could have been written about "What's the
matter with American aviation?", now one may
truthfully answer that question with the one
word, "Nothing." I have been in liusiness for
thirty-five years and I cannot recall any time
in my experience when any business or in-
dustry made so complete a revolution from
torpor to activity, from an indifferent condi-
tion to one whose present presages a wonder-
ful future, as has aviation in the United States
in the past month.

The one thing which has helped, perhaps
most of all, to cretite this new situation is
the Chicago meet. Organized on a sportsman-
ship basis and carried out strictly on that line
the support of the public and tlu' activities
of the aviators competing there would seem
to show that competition on a purely sport-
ing basis, without guarantees of any kind,

stimulates interest in the flying machine as
no other means of exhibition can. Three or
four meets more of the same high calibre and
on the same non-guarantee basis as the Chi-
cago meet, if they are held in this country
between the present time and next summer,
will do more to put aviation in the United
States on the same high level as it is in Eu-
rope than anything I know of. Clean com-
petition always produces the best results, and
only in non-guarantee meets can clean compe-
tition be assured both to aviators and to spec-
tators.

I naturally take a great deal of pride in
the fact that four licensed pilots have now-
been graduated from the Moisant Aviation
School at Garden City. With the exception of
the Pau, Mourmelon, Buc, and Hendon schools
in Europe, the Moisant institution has already
turned out more pilots than anv other school
in the world, although it has been in active
operation for only two months. We have grad-
uated four pilots this month and with good
luck we shall have two more before the first
of September. Now that there is in the United
States a well-established and successful avia-
tion school where anybody who desires to do
so can learn how to fly, I believe the American
public will very quickly take advantage of such
an opportunity.

Aviation in this country has been held back
because there was, until our institution was
formed, no place where the public could go
to learn how to fly. We intend to establish in
the very near future six more schools ex-
actly like the one at Hempstead Plains, and
I am now completing arrangements for four
of these.

To my mind there is nothing now the matter
with American aviation. I could not have
said that truthfully a month ago, but, as I
have said, things have so changed in the last
four weeks that I am glad not to be able to
make such an answer correctly and sincerely.

Eug'iue Horsei»o«er Tests.

There seems to be rather a peculiar im-
pression amongst some people engaged in
the manufacture of motors in regard to the
horsepovi^er of their product. In one case
the "horsepower" is obtained by mounting
the motor on a carriage and letting a pro-
peller drag it along. The horsepower is
then calculated by taking the thrust of the
propeller multiplied by the R. P. M. and by
the pitch of the propeller, all divided by
33,000. That this gives the real horsepower
is a matter for investigation, for there are
so many losses that the power calculated in
this way may be higher than the actual
by as much as 20%. The power may be
measured correctly, however, using a pro-
peller. It would be necessary to measure
the torque of the propeller. This times
the R. P. M. divided by 33,000, will give the
true power.

Charles F. Walsh, one of California's first
aviators, filling his first engagement under the
direction of the Curtiss company, flew 37 min-
utes at Sterling, 111. He is well booked up
through Nebraska and western territory. He
has discarded his old machine and is using
a regular Curtiss exhibition machine as used by
all the other aviators of the Curtiss Exbition
Co. Twelve flyers are now busy filling dates:
Lincoln Beacliey, James J. Ward, Hugh Roliin-
son, C. C. Witmer, R. St. Henry, Beckwith
Havens, Cromwell Dixon, l^lugene ICly. C^harles
K. Hamilton, Charles P. Walsh, Earle L.
Ovinglon.

I do not know what I would do if It
never came. Other aero magazines can not
take the place of AERONAUTICS.

H. L. Worley.

RRONAUTICS

September, 1011

DOES COLOR AFFECT AEROPLANES?

By R. F. Patterson.

THE effect of oolor upon the flight of
aeroplanes is a subject which is never
spoken of by constructors. Is it pos-
sible that some of the builders con-
sider color of such importance that their
machines are turned out, one after another,
all with the same colored material? Or
is it just a matter of fancy, unconsidered
as a factor aside from that?

Most, if not all, of the foreign machines,
and those of the Wright Brothers are white,
or nearly so. The Wrights have gone
even further, by not only using white sur-
faces but by giving every uncovered part
a bright aluminum finish. In the foreign
machines the woodwork is generally given
a coat of varnish or shellac which preserves
the natural light color of the wood.

It appears that the Wrights have taken
color as quite an item, as their machines
show. And have they not good reasons for
this?

Color seems a trifling matter but in these
days of more or less experimenting with
gasless machines, it is considered by all

blacked sides, causing resistance and the fan
is propelled away from the rays. Walk up to
the window and allow your shadow to fall on
this little instrument and it will immediately
slow down and perhaps cease to revolve
altogether. This is but one of the many
ways of showing the resistance caused by
the rays of the sun. This illustration is
given for I constructed an apparatus after
this principle in an effort to discover, if
possible, the exact difference in resistance
on black and on white surfaces. Unfor-
tunately, the air currents (which are very
numerous and almost continuous in Cali-
fornia) interfered with my efforts and I
am, therefore, unable to state definitely
what the difference is in figures, though
through these little experiments I was able
to find quite a variation between the two
surfaces.

The contrivance consisted of a three-foot
square surface fastened on a stick seven
feet long by l^A inches thick. One side was
covered with white cloth and the other side

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SUM'S RjAY3 OHAURrACE-S

/04^

that advantage must be taken of every
possible assistance to get into and remain
in the air with the least effort.

All are endeavoring to cut down weight,
or to add more surface, or to use material
shaped to offer the least resistance to the
air. Why not consider the sun"s rays,
which, when resisted by a large surface,
offer a proportionate repelling power?

As a general rule, one will observe in an
optician's window a small device, known
as a "radiometer," which is used more to
attract attention than anything else. It
is composed of either a two- or four-bladed
fan, placed on a needle point in a vacuum
bulb; the blades on one side are usually
quick-silvered and on the other, lamp-
blacked. When this little device is placed
in the sunlight it revolves very rapidly
because of the sun's rays striking the lamp-

with black fabric. Tnio was pivoted one-
foot away from the square and was counter-
balanced three feet further out by a pail
of sand. After turning the white surface
to the sun for some ten to fifteen minutes,
and filling the pail with sand sutticiently to
balance, the plane was then reversed and
the black side faced the sun. At first it
balanced perfectly but after some three or
four minutes I was forced to either move
the pail or put in more sand.

Even on so small surface, the difference
after fifteen minutes was either a whole
handful of sand or a movement of the pail
% of an inch towards the end of the stick.

One could barely hold his hand on the black
surface while the white surface retained its
original cool temperature. One was able
to see the heated air shimmering above the
black side. For this reason preference is

AERONAUTICS

September, 1011

given to white garments in tropical climates.

The whole apparatus was rough and crude,
yet even with this in a still atmosphere
considerable data could be obtained by one
so interested.

It is a known fact that aeroplanes fly
more easily on a dull day, even in a light
rain, or early in the morning and in the
dusk of the evening, than when the sun is
shining brightly. It is a mistaken belief
that air is heavier during rain. If such were
true, why does the mercury drop in a baro-
meter and force the liquid in the other tube
upward, had it the usual counterweight or
heavy atmosphere? This is a simple form
of expressing the difference.

High altitudes, thus far, have been ac-
complished in "white" aeroplanes, even
though some of them have had less power-
ful engines to drive them upwards than
the faster colored machines, and therefore,
were simply "nursed along" until the atmos-
phere became so cold that the discomfort
of the aviators forced them to descend, or
because of the possibility of the engines'
freezing, as the machines were still capable
of climbing higher.

The question is, can a dark 'plane with
the same construction throughout do as well
on a sunny day?

Another test! Place a black and white
cloth side by side on the snow in the sun.
No matter how cold the day, the snow will
melt slowly around the edges of the white
clotii and if left long enough a pile of snow
would be left standing the shape of the
cloth. The black cloth will gradually sink
into the snow and eventually all the snow
underneath will melt, leaving a hole the
size of the cloth. Small pieces of soot will
do likewise, owing to its blackness.

Someone will probably suggest that all
birds are not white. It is probable that Na-
ture seeks rather protection from foes than
aljsolute efficiency of movements. The
chameleon changes its color to that on which
it rests, making it almost impossible of de-
tection by its natural foes. Nevertheless,
most of the arctic and antarctic birds and
animals are snow^-white.

Believing, however, that color is a factor
to be considered with aeroplanes, the writer
humbly submits this subject to those inter-
ested in the hope that others may experi-
ment in the effort to advance aviation and
make it safer, surer and more popular.

STRESSES DUE TO DIVING OR SWOOPING

IN view of recent accidents frequently as-
cribed to the overstraining of the
machine by the sudden dips and swoops
that are practiced by some aviators, it
might be well to call attention to the con-
ditions of overload that exist.

The following table has been computed
by Dr. A. F. Zahm, in order to show clearly
the stresses that are set up in an aeroplane
while doing these spectacular stunts.

It is obvious that the greatest stress in the
machine occurs at the bottom of a swoop, if

Velocit.v V,

of the

Aeroplane.

Kadius of Curvature, R.

ion Ft.

200 Ft.

300 Ft.

400 Ft.

500 Ft.

Weight.

Weight

Weiglit.

Weight.

0.41

0.20

0.14

0.10

0.08

0.73

0.36

0.24

0.18

0.15

1.14

0.Q7

0.38

0.28

0.23

1.64

l!ll

0.55

0.41

0.33

2.23

0.74

0.56

0.45

2.91

1.45

0.97

0.73

0.58

3.68

1.84

1.23

0.92

0.74

4.5.5

2.27

1.52

1.J4

0.91

the machine be made to rebound on a sharp
curve. The total force acting on the planes
may be found from the table, if V and R be
known, by adding unity to the figures given,
then multiplying by the weight of the ma-
chine. For example, with a speed on the
swift descent of 60 miles per hour, and a
radius of curvature 200 feet at the end of
the descent, the total force on the sustaining
surface would be 1.82 times the weight of the
machine.

there might be mentioned the Argus, made
in 50 and 100 horse-power types; the Daim-
ler, whicli lias made a big name for itself
through the prize winnings of Helmut Hirth,
in his Rumpler-Etrich: and the rotary motor
Hoffnaan, largely used at the moment, in
50, 100 and 120 h. p. sizes.

Flying in Germany is under the control
of the great federation of aero clubs and
scientific organizations devoted to aero-
nautics, numbering thousands of members.
The most prominent club is the Frankfort
Aviation Club, which own two flying ma-
chines largely used by the members.

Tlie performances of Hugli A. Robinson's
hydro- aeroplane, was one of the big sen-
sations of the meet. Rising from the aviation
field Robinson woukl .soar in the air. ali^'lit in tlie
water, skim along its surface and mount again
to the clouds in a most thrilling manner. He
takes absolutely no regard as to wliether liis
wings are wet or dry, wlietlier they are ex-
posed to the sun or wind, or to what effect the
elements may have on them. This is because
the Goodyear fabric is so made that under no
conditions will it warp, crack or lose its shape.
Witliout such a material a hydro-aeroplane
would be no better than a butterfly, fit only for
one or two flights, for water, sun and wind
would quickly ruin an ordinary rubber cloth.

Aeroplanes Calculated

and Designed

Aviation in Germany is making rapid
strides. Within the past year a number of
big cross country events have been held,
as well as many flying meetings and con-
tests. It is possible that Germany may
soon overtake France in this spoi-t and
science. Aviation has interested the very
best of German engineers and mechanics
and in the building of motors have notable
advances been made. At the present time

PATENTS INVESTIGATED

Grover Cleveland Loening, b.sc, a.m., c.e.

Consulting Engineer on Aviation
ADDRESS

82 East 77th Street - - New York

AI'RONAUTICS September, 1911

THE BURGESS-CURTIS "BABY"

IN the " Baby " or Model E. biplane built
by the Burgess Company and Curtis,
of Marblehead, Mass., for C. Grahame-
White, though in general appearance
resenabling closely a Farnian, there are
many structural features, and those of de-
sign, also, which vary from its larger
prototype. '

It has become noted for its fine construc-
tion and for the speed developed by it in
flights made w^ith it first in England by
James V. Martin and C. G. White, who or-
dered six of them during his visit to Amer-
ica last fall. Martin has made a number of
fast cross country flights with it and was
entered in the European Circuit race, when
he decided to return to this country. He
brought baclv with him a Burgess Baby and
flew it at Nassau before taking it to the
Chicago meet.

Main Supportinf/ Planes. These are built In
three sections, the two outer ones being
easily detachable at the points where the
elevator and tail spars join the main lat-
eral beams. Extensions of the upper plane
are provided which increase the spread to
36 ft. 10 inches, which enables the carrying
of a passenger. The rib curve has a depth
of 2%", located 1' 5" back from the front
edge. On the ground the angle of inci-
dence is 12° 20'; the flying angle, 6° 50'.
The ribs are screwed to the lateral spars,
which vary in cross-section, both upper and
lower. Those in front are rectangular
(cross-section), measuring 11/2" deep by IVz"
thick in way of engine and seat; li/4" by
1%" in the middle body section and 1" by IVi
In the wings. The rear spars are 1%" by 1%"
in the middle and 1" by I14 for the wings.
All are solid spruce, the three lengths being
connected by ferrules.

The struts are fish-shaped, of solid spruce,
attached to the main spars by steel sockets.

Roebling solid plated "Aviator" wire, Nos.
10, 12, 14 and 16 is used for staying the
cells. These guy wires are attached by eyes
to eyebolts and are tightened by means of
turnbuckles attached to eyes in the wires,
which are secured by small copper sleeves.

Goodyear No. 6 aeroplane fabric is used in
a single layer and attached to the spars by
pockets in the cloth.

Elevators. Single plane, double covered ele-
vators are front and rear, as usual, working
in conjunction. The elevators have their
uppei- surfaces curved, the under, fiat. A
single lever, moved forward or backward
operates these, or the Burgess "gate con-
trol" may be used, as originally fitted to
the machine. Instead of a single vertical
lever to control both the elevators and the
ailerons, the pilot holds a horizontal wooden
link which connects two vertical levers, one
each of the boat-shaped body in which he
sits. This allows him to be protected from
the wind and there is little opportunity for
fouling the control cables. Another advan-
tage, either hand may be used. This boat-
shaped body is covered with fabric and is
provided with a seat for a passenger.

Rudders. These are similar to the regular
Farman, hinged to the struts of the biplane
tail. The operating wires run to a steel
tube yoke which forms, also, a foot rest.

Supplementary Fixed Surfaces. A fixed bi-
plane lifting tail is employed, at upper rear
edge of which is hinged the rear elevator.

For passenger carrying, extensions are fitted
to the outer extremities of the upper main
supporting surface, each held rigid by four
stay-wires, two of which are connected to
tops of two masts erected on the outer-
most box rib of the upper surface, and the
other two are attached to eyebolts at the
extremities of the lower wing proper.

Burgess " Baby'

AERONAUTICS

September, 1911

BURG

AERONAUTICS

September, 1911

,- 1 ^

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— ^ ^

-i'

HK^

E>U"R,SEi5^-GUFa-TlSi i O -4 O

(PLANE

AERONAUTICS

September, 1911

StahiUfii. This is secured by ailerons
hinged to the rear lateral beams, of both
planes, and they are operated by a lateral
movement of the gate control. These ailerons
extend out beyond the rear edge of the
planes. Where the operating wire turns

beams. A rear skid supports the tail and
is supplied with a flexible joint and rubber
spring.

Poner Plani. Bosch-equipped Gnome en-
gines have thus far been used, with the
propeller between the engine and the mount-

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TnDOu&n ^^

E>tnT COPPER- PIPE: VJMlCri
13 Bi:v;ZtD O/M-STftL PLATCt

rof^e

corners, it goes through copper tubings. The
ribs of the ailerons are light, solid, box and
"T," covered in same manner as the main
surfaces.

Uunninij Oear. Usual Parman type. The
lower plane is much nearer the ground than
in the big machine, which is made possible
by placing the propeller high up. The skids
ai;e of ash, with ash struts running froin
the steel sockets up to the main lateral

ing, placed midway between the planes, giv-
ing a liigh center of thrust. The Chauviere
propeller is used turning at 1,200 R.P.M.

General Information. Spruce has been em-
ployed almost entirely throughout the ma-
chine, ash being used only for tlie skids and
their struts and the struts of the central cell
of the planes. Sheet steel sockets ai-e used
all over the machine.

MAY CROSS ATLANTIC.

Hugh A. Robinson, one of Curtiss' star
aviators, has announced his intention of at-
tempting a tran.satlantic flight with one of
the Curtiss hydroaeroplanes, in the Spring
of 1912. Arrangements are being made for
the financing of the trip and for boats to
be stationed along the route with supplies
of gasoline and oil, and a duplicate engine.

Flights with the "triad" recently at Se-
attle, in very rough water, says Mr. Rob-
inson, assures a creditable possibility of
success during favorable ocean weather.
The present triad can carry oil and gas for
eight or ten hours' straight flying and even
might carry another ;. viator along with
whom to alternate while resting or taking
food.

Robinson had a thrilling experience at

the anniversary cfh-l)rat i<ui of the founding
of Astoria, Ore., on Aug 24th, with the Cur-
tiss hydroaeroplane. Robinson made sev-
eral beautiful flights the day before and
was just starting out again in very rough
water when his propeller struck a large
wave and broke. One piece of it cut a large
hole in the float which partially filled with
water and the aei-oplane turned over back-
wards and floated upside down. Robinson
refused to leave his machine and, perched
on top of the upturned float, directed the
towing of the disabled craft to the side of
the launching barge. It was finally raised
out of the water and found to be in good
shape, but he had not enough extra parts
and could not continue flights. The acci-
dent occurred directly in front of the grand
stand and aroused great excitement.

AERONAUTICS

AVIATION

September, 1911

SCHOOLS''

By G rover F. Sextou.

SECRETARY, AERO CLUB OP ILLINOIS.

Aviation " Expert " Arraigned —

"E. Maynard Harrison, who says he is
an army officer, and who was arrest-
ed in Detroit by federal agents,
charged witli swindling would-be
aviators by a mail scheme, was
brought to Chicago yesterday. He
was arraigned before United States
Commissioner Marl< A. Foote and
waived examination. His bond was
fixed at $1,000."

Press Clipping.

THAT many aeroplane "schools" give to
students nowhere near what they ad-
vertise and promise is the much modi-
fied substance of a very strong remark
recently made by a man who had conducted
more than a casual investigation into the
aero school situation. How far was he from
the truth?

The answer in some instances is found in
the files of the United States secret service
bureau of the department of justice and in
the records of postal officials. Here and
there a school, so-called, has sprung up
with wide acclaim (paid for at space rates)
— but its demise and disappearance never
is recorded.

An investigation by the writer into tnt
aeroplane school situation has convinced him
that one of the first and gi'eatest aids aero-
nautical bodies could extend to the world
of aviation would be to clean out the fraud-
ulent institutions, whether they be defraud-
ing through malice or ignorantly. These
work chiefly by advertising what they can-
not deliver and taking froin hundreds of
clerks, bell-boys, young mechanics and far-
mers' sons their hard-earned funds, which
the latter have invested believing they
would be placed upon the golden highway
of fortune supposed to be traversed by all
aeroplane pilots.

I found schools advertising a correspond-
ence course to teach a man to fly; all hold-
ing out alluring lists of prizes said to be
offered, naost of which now are mythical;
several arranging "booking courses" for
their "graduates;" all advertising "shop
courses" and immediate flying lessons; at
least one of these latter did this without
having a machine: one advised students they
would be helped by an "inside influence" to
get a job in a new department of Uncle
Sam's army.

Advertisements tell the neophite he should
start at once, learn by the correspondence
course how to fly and then come on, learn
how to build a machine in the shops and
get practical flying. The shop course
attempts in a month to inake of clerks,
bell-boys, etc., finished carpenters and ex-
pert builders in an art in which the leaders
openly admit tlieir advances have been only
in the genesis. The school, by the way,
plans to sell the machines the boys have
paid to learn how to build.

Usually students have not been given
prompt flying lessons in the field — some have
been given none. Most of the students have
waited weeks and months and then many of
them have come to oiir office and asked
what they could do, and how they could
actually learn to fly. No less than fifty
such inquiries have been received.

One school, so-called, until the federal
authorities arrested the alleged imposter, ad-
vertised as a member of its staff, a "lieuten-

ant in the United States army," who would
help students into the army in fine posi-
tions if they finished in this school. This
man had a pilot license issued to another
man, and with his name w,.itten- under-
neath it. The "lieutenant" is under arrest.

One school owner admitted he was inno-
cently defrauding students.

"I can't give them what I advertised," he
said; "I thought I could. This shop course
stuff is all rot. The plan is wrong. I want
to get out, clean up, sell what I have got,
pay the boys back who have been hit, and
stay away from it."

The investigation leads the writer to two
conclusions, for work for the aeronautical
world:

First, clean up the fraudulent schools —
drive them out of business by federal pro-
secutions and publicity.

Second, encourage actual flying schools
along an intelligent method of doing what
the name implies — teaching flying.

Along this last line, I submit for consid-
eration the conclusion I have reached for a
successful school:

Divide the work into three parts: corres-
pondence, handiwork and flying depart-
ments.

Advertise the correspondence course for
just what it is — simply a plan to teach the
learner why an aeroplane flies and some-
thing of the principle of the cambered wing
and propeller: the laws of the air as to re-
sistance; all this w'ith the clear understand-
ing it will not tell him how to fly, but why
a machine does fly.

The handiwork course at the school should
devote a couple of days to teaching the
student how to assemble and take apart
a machine; how to inake sound wire splices
and joints, little handy things in the way
of adjustment, etc. A day might be used
in going over arrangement of stresses, etc.,
and how to stretch fabric and pt^tch it. Ten
days more, finishing the course, should be
devoted to instruction in the "art" of run-
ning a gasoline motor, till the student is
sick of the words, "poppet valve, carbure-
tion," and the like.

The field course? One machine, built heavy
and strong against serious breakage, good
for 1,000 feet jumps and one turn ONLY,
will take cai-e of twenty students, each
worked five to ten minutes every morning,
going ahead slowly, and starting with a
fiight as a passenger for several trips in
every instance. By degrees they will learn
to turn to right and left.

Equipment ought to be bought outright.
A "school" that cannot afford this hasn't
much back of it. If the school desires to
operate a light flyer for tests for aviation
pilot licenses, that could next be taken up.

When it has worked its students through
the course suggested, they will not know
how to build an aeroplane, probably, but
they will know why it flies and how to fly-
it, and that is all they want to know to
start in pursuit of that golden reward.

Above all, the school should be absolutely
frank and aboveboard with its students. A
modest beginning will not militate against
it in getting students if it tells them just
what they can get and gives it to them,
and soon it will leave behind its blatant
"competitors."

If it is desired to build aeroplanes — build
them, but do it with skilled workmen, not
boys and clerks.

In conclusion, I would like to suggest
that persons contemplating' taking up a
course in aviation make inquiry of former
pupils it has in mind, and compare its plan
with this I have suggested. This, I think,
will be the most effective in putting an end
to the frauds being perpetrated daily.

AERONAUTICS

September, 1911

View of Army Sheds at College Park. The Wright machine is shown at the left, the Bur-
gess-Wright next and the Curtiss third. Cop/iriijlit hy G. ^'. Buck, Wushingluu, D. C.

MILITARY AVIATION

The U. S. Army Aviation Squad at College
Park has settled down more or less to a
matter of routine. The aviators so far are
Lieut. T. de W. Milling, handling the Bur-
gess-Wright; Lieut. Harry N. Arnold, the
straight Wright. Both these men were trained
at the Wright factory. They have in turn
trained Capt. Chas. de Forest Chandler, and
Lieut. R. C. Kirtland. Capt. Chandler is now
at the Wright camp at Dayton officially, to
inspect aeroplanes and for further training.

The longest cross country Hight that has
been made from the camp, is to Frederick, Md.,
by Arnold and Chandler, 41 miles air line,
to visit the National Guard camp there. Re-
turning that night. Chandler broke up the ma-
chine, landing at Gaithersburg. It has been
repaired.

Capt. Paul W. Beck is flying an eight cyl-
inder Curt-iss. He attended the Chicago meet
on furlough. Lieut. Frank M. Kennedy, 10th
Inf., is to be the first Curtiss pupil. Of course,
there is a g-ood deal of rivalry between the
Wright and Curtiss men.

The two Navy aeroplanes, one Curtiss "triad"
and one Wright machine are expected at An-
napolis by September l.st. The work of the
Navy in aeronautics, under the charge of
Captain W. I. Chambers, is entirely indepen-
dent of the fleet operations, despite the news-
paper stories to the effect of aeroplanes to
be tried out at the fleet maneouvres at Prov-
incetown during August. However, Captain
Chambers hopes to sandwich in some stunts
when the opportunity offers. The assembled
fleet has been doing target practice at kites
and the Board of Ordnance has been urged
to conduct an investigation in the subject of
guns for repelling aerial attacks or frustrat-
ing aeroplane reconnoitering. This is still
in the experimental stage.

The ol)ject aimed at by Captain Chambers,
is the development of the naval aeroplane
to the position of ship equipment and tlien
assign one or two aeroplanes to cacli ship,
just as life boats are part and parcel of the
outfit.

NEW U. S. AEROPLANE GUN.

The Bureau of Ordnance, Navy Department,
for some time has been experimenting with
a gun capable of being sighted thrt)UKh an

extreme number of degrees for high angle
firing. The first photograph is herewith shown
of the new gun, just tested at the Indian Head
Proving Ground.

. c

The Navy's High Angle Aero Gun

Tlie gun used was an ordnance service one-
pounder, on a mount especially designed to
permit of firing at liigh angles without dam-
age to the mount due to the excessive recoil.
The cylinder seen on top of the gun is the
recoil cylinder which is ordinarily carried under
tile gun, but was in this case placed on top
so that it would not interfere with giving
liigh angles of elevation to tlie gun. The
remaining parts of the mount sliown in the

AERONAUTICS

September, 1911

photograph, aie those ordinarily used witli a
tliree inch gun.

Tlie recent experiments at Indian Head were
purely for the purpose of determining whether
the mount as designed was sufflciently strong

to withstand the shock of vertical firing. The
experiments were entirely successful and the
infoimation gained from them will be used
in the further development of the service gun
of this type, and, perhaps, in bringing out
three and four-pounders.

NEW 2-MAN AMERICAN ALTITUDE
RECORD.

The American 2-man altitude record of 3,0S0
ft. made by George W. Beatty, in his new
Wright biplane on August 5, was the first re-
cord to be established at the grounds of the
Aero Club of New York. Beatty had only just
finished a two-weeks' course with A. L. Welsh,
the veteran Wright instructor, who taught W.
Redmond, Cross, Edson P. Gallaudet, Wm. C.
Beers, the first of America's long hoped for
amateur sportsmen flyers.

On Aug. 6, Beatty made his second cross-
country flight, over to Long Beach with a
young lady, Miss O'Hagen. Here he landed
on the sand of the beach. Taking up another
passenger for a flight over the ocean, he ex-
perienced considerable trouble in starting and
had to run along the wet sand close to the edge
of the water, narrowly escaping the wetting of
his planes. This was repeated, though he wet
his tail in getting off, wiien he started back to
Nassau with Miss O'Hagen. The night before
he flew with a passenger to Long Beacli and
out over the ocean returning in the dark. The
trip lasted l^A hours. This was the flight in
which he made the new 2-man altitude record.

A goodly number have gained pilot certificates
at Nassau, whose names are given elsewhere
in this issue.

The weekly matinees of the A. C. of N. Y.,
have been omitted of late as the aviators there
have lieen flying at Chicago and Boston.
NEW McCURDY AEROPLANE

J. A. D. McCurdy, is back from Chicago with
a new machine illustrated herewith:

A detailed description of this will shortly ap-
pear in AERONAUTICS. Its speed is over 51
miles an hour on a circular course.

This is the same type of machine that Mr.
McCurdy used in the Chicago meet, one of
which was burned when it came in contact with
a live wire and was built to Mr. McCurdy's desisu by
the Queen Aeroplane Co.

Dock Wildman, one of the new finds of the
McCurdy-AYillard Company, gives promise of
becoming one of America's foremost aviators.
His performance at Nassau Boulevard recently,
in the rain, with this new machine was nothing
short of marvellous. J. A. D. McCurdy and
Dock Wildman have entered two of these ma-
chines in the Louisville Aero Derby.

GORDON BENNETT BALLOON RACE.

The following teams are expected to start
from Kansas City, on October 5th in the
international balloon race:

Germany- — Ing. Hans Gericke, Lieut. Vogt,
both contestants in the last race held in
this country, and Freiherr von Pohl.

Prance — Alfred Leblanc, Emile Dubonnet
and Welby Jourdan.

United States — Lieut. Prank P. Lahm,
John Berry and Wm. P. Assmann.

The Aero Club of America has made it
obligatory that the American team be pro-
vided with rubberized fabric balloons, by
reason of the fact that the trophy, if won
by the home team this year, will remain
forever in the United States, as the property
of the Aero Club, as it has been already
won twice in succession by representatives
of tlie United States.

Lieut. Lahm has been awarded the Aero
Ciub's gold medal, in recognition of his
victory in 1906, whereas, all subsequent
winners have been awarded medals here-
tofore.

GORDON BENNETT AVIATION CUP.

Henry A. W. Wood has been named a
committee of one to take up with American
manufacturers the subject of the defense
of this cup, in 1912 and "will be pleased
to hear at any time from those already
thinking of building machines for next
year's race. Let it be hoped that his efforts
to induce American builders to compete
may be directed in such lines as to bring
results this time.

$100,000 FOR 2867-IVIILE FLIGHT— MAYBE?

President Collier, of the San Diego (Cal.)
Elxposition in 1913, and president of the
San Diego Aero Club, with John D. Sprec-
kle.s, the Californian sugar king, both the
"whole show" in the exposition, is endeav-
oring to raise a fund of $100,000 for the
first aeroplane flight from the Panama Canai
to San Diego after the opening of the
exposition. It is planned that the aero-
plane carry a photograph of the first vessel
to navigate the canal, which photogaph
would be sold at a high figure to a Pa-
cific Coast newspaper. A prize of $10,000

New McCurdy Headless Biplane
8i5

AERONAUTICS

September, 1911

has been offei-ed by the exposition company
and negotiations are in progress with Mex-
ico and Central American countries, with
the expectation of bringing the amount up
to $75,000 or $100,000. The distance in a
direct airline is at least 2867 miles, over
the snow-clad peaks of IMexico's old vol-
canoes and the Sierra Madre range of sky-
puncturing ridges.

A route Ijnight be followed along the
coast, which would increase the mileage tre-
mendously. However, the prize can not be
taken seriously as yet, for like all other
aero club presidents, with two or three
exceptions, Mr. Collier is not up on aero-
nautics, either aerostation or aviation.

NEW PILOTS.

There are now 57 pilots who liave regis-
tered witli the Aero Club of America, and the
latest who have obtained certificates are given
below, with place and date of final test. Num-
bers are not assigned until license fee, photo-
graph, and details as to birth, etc., have been
furnislied.

33 Harry N. Atwood (Burgess-Wright, Gov-

ernors Island, July 3rd and College Park,
Md July 13th, 1911.

34 Lee Hammond (Baldwin), Nassau Boule-

vard, L. I., July 24th.

35 W. Redmond Cross (Wright), Nassau Boule-

vard, L. I July 27th.

36 William Badger (Baldwin), Mineola, L. I.,

July 30th.

37 Harriet Quimby (Moisant), Mineola, L. I.,

August 1st.

38 Ferdinand B. de Murias (Moisant), Mineola,

L. I., August 1st.

39 Capt. Paul W. Beck (Curtiss), College Park,

Md August 3rd.

40 William C. Beers (Wright), Nassau Boule-

vard, L. I August 4th.

41 George W. Beatty (Wright), Nassau Boule-

vard, L. I., August 4th.

42 Hugh Robinson (Curtiss), Nassau Boulevard,

L. I., August 4th.

43 Cromwell Dixon (Curtiss), Nassau Boule-

vard, L. I August 6th.

44 Matilde Eleanor Moisant (Moisanj;), Mineo-

la, N. Y., August 13th.

45 Lieut. Roy Carrington Kirtland (Wright),

College Park, Md., August 10th.

46 Oscar Allen Brindley (Wright), Dayton, O.,

August 3rd.

47 Leonard Warden Bonney (Wright), Dayton,

Ohio August 3rd.

48 Lieut. John Rodgers (Wright), Dayton, O.,

August 3rd.

49 C. P. Rodgers (Wright), Dayton, C,

August 7th.

50 Andrew Drew (Wright), Dayton, O.,

August 8th.

51 Louie Mitchell (Wright), DaytoU: O.,

August 8th.

52 James J. Ward (Curtiss), Chicago, 111.,

August 11th.

53 Charles C. Witmer (Curtiss), Chicago, 111.,

August 15th.

54 Shakir S. Jerwan (Moisant), Mineola, N. Y.,

August 26th.

55 Norman Prince (flying name: Geo. W. Man-

ner), (Wright-Burgess), Boston, Mass.,
August 29th.

56 Glenn L. Martin (Curtiss), Los Angeles, Cal.,

57 Paul Peck (Rex Smith), AVashington, D. C.
Capt. Charles De F. Chandler, IT. S. Army,

and Chailes F. Walsh, of California, will both
shortly undertake the tests.

Beryl Joseph Williams, of Pasadena, Cali-
fornia, wishes to pass his license tests at
Santa Ana. Eugene Heth (Wright) has also
applied for a license. H. H. Brown (Wright)
and Beckwith Havens (Curtiss) also are ready
for their tests.

THE BOSTON MEET.

The Boston Meet, Aug. 26. — Sept. 4, met
with bad weather after the first day, and fly-
ing had to be postponed to Sept. 1. C. G.
white (Nieuport and Farman) took most of
the money the opening day. His Nieuport,
the first to be seen in the States, attracted
a lot of attention.

Very little interest has been shown in the
affair. White, Sopwith, Coffyn and Atwood
are taking up passengers at $50 a flight.

The following aviators are present: —

C. G. White (Nieuport and Farman); T. O.
M. Sopwith (Wright and Bleriot) ; Geo. W.
Beatty (Wright); Eugene Ely (Curtiss);
Lincoln Beachey (Curtiss); Arthur Stone
(Queen); J. V. Martin (Burgess "Baby"); H.
W. Gill (Burgess-Wright) ; F. T. Coffyn (Bur-
gess-Wright) ; H. N. Atwood (Burgess-
Wright); Earle L. Ovington (Curtiss &
Bleriot).

CALLS ON CURTISS BY 'PLANE.

Walter Johnson, who has been quietly do-
ing some exhibition work the past year with
one of the headless biplanes made by the
Thomas Brothers, of Bath, N. Y., made a fly-
ing trip, cross-country the first part of
August and called on Glenn Curtiss at Ham-
mondsport.

He wasn't exactly expected at the Curtiss
factory, but like the flea, he got there just
the same. Starting from the Kirkham factory
at Savona, some 18 miles to the southward,
by route, where a new 6 cylinder 50 li. p.
Kirkham engine has been installed, he flew
along the railroad to Bath, where he turned
north. Here he picked up the little single
track railroad, over which a train makes fre-
quent trips — every time a new Curtiss aero-
plane is shipped — and followed its winding
course between the vineyard clad hills to the
shore of Lake Keuka. For five miles of the
route there is nothing to land upon but a
rocky creek, the railroad and thousands of
poles with clinging grapevines. Two days
later he flew back with the wind behind him
at 70 miles an hour.

The Hammondsport county is the Rheims
of Ainerica. Like the Rheims of France, it
is a champagne center as well as an aviation
center; in fact, there is even a little town
nearby called Rheims. What's that? Oh, is
it on the map? Yes indeed! (You bet!) Cur-
tiss and Kirkham have made it excell in avia-
tion as their forefathers did in the revivi-
scence of spirits.

BOY MISSING

Donald Renwick disappeared
from Conesus Lake, N. Y., Tues-
day night, August 8th. He is 16
years old, weighs about 118 lbs.,
5 feet 6 inches tall, of slender
build, has light hair which he
brushed straight back, high
forehead, blue eyes and dark
eyebrows; was deeply tanned.
In conversation uses excellent
English.

He is intensely interested in
aeronautics, and is conversant
on this subject. When last seen
he wore long yellow khaki
trousers, a swimming shirt, and
was without coat or hat.

Any information regarding the
whereabouts of this boy, or
which may lead to his recovery,
should be communicated by wire
to his father,

C. J. RENWICK,
508 Prudential Building,

Buffalo N. Y.

Received sample copy and like noiir niai/a.ziite
very much. Inclosed find M. O. for a year's sub-
scription. — W. W. Swan.

/ could not do uitliout your )iia!;a.:iue. — Kucexe

G. RlGGS.

AERONAUTICS

September, 1911

AERONAUTICAL, MANUFACTURERS
ASSOCIATION

Meeting September 18.

Members of the Aeronautical Manufac-
turers Association, representatives and non-
members are requested to attend Its second
general meeting to be held, St-pteniber 18, Satiir'iay
niaht, at the Hotel Cumberl uid. Broadway and altii
Str.et, New York, at 8 o'clock, P. M.

Now that vacations are over, cool weather
is forecasted with usual Weather Bureau
accuracy and aviation concerns and those
concerned in aviation are getting back to
earth, members are being urged to buckle
down to work. During the summer the by-
laws have been printed and distributed and a
m.ajority of the business houses have been in-
vited to join. Many have already accepteA
and it is hoped that the coming meeting will
have a goodly attendance, in order that the
work may be prosecuted by those best fitted.
Owing to the short notice, many were unable
to attend the organization meeting. Out-of-
town manufacturers and dealers are re-
quested to make a special effort to come to
New York on this date.

WESTERN ASSOCIATION FORMED.

The magazine "Aviation" has been able to
form a concrete body on the Coast under the
name Western Aeronautical Association. Its
members include the Hall-Scott Motor Car
Co., Eames Tricycle Co., Shaffer Aviation Co.,
Eaton Brothers, Gage Aviation School, Dosh
Aeroplane Co. and the Aeronautical Society of
California. Meetings have been scheduled in
Los Angeles and San Francisco. This or-
ganization will co-operate with the Eastern
body in the establishment of aviation at a
fixed angle, in the elimination of frauds and
fraudulent concerns, in the standardization of
certain material, and in maintenance of rea-
sonable prices.

The meeting, as stated before, is at the
Hotel Cumberland. New York. September 18. Please
put this on your calendar.

BOOKS RECEIVED.

VEHICLES OF THE AIR, Third Edition,
by Victor Lougheed, 500 pp., 270 ills., 8 vo.,
cloth, published by Reilly & Britton, at
$2.75 postpaid. Subjects treated in this
new enlarged and revised edition are: The
Atmosphere, Properties and Characteristic&,
At Rest, In Motion, Meteorology, Winds,
etc. ;^Dirigible Balloons, with draw^ings
and photographs illustrating every type,
their construction and all matters relat-
ing thereto; — Flying Machines of the va-
rious classes, with a history of the devel-
opment of aviation; — Aeroplane Details,
covering the various types of aeroplanes,
taking up in careful detail the arrange-
ment of surfaces, sustentation, balancing,
steering and controlling, with full sketches
and halftones of principal systems, scale
drawings of the best known machines, and
their details; — Propulsion, with thirty pages
of data on propellers, mounting, efficiency,
forms, etc.; — Power Plants, taking up the
mounting, cooling, ignition, carburetion,
and smaller details, as well as the subject
of the transmission of the power; — Bear-
ings is another chapter which covers thor-
oughly the subject of engine bearings; —
Lubrication is the next important item
to be discussed and this subject is exhaust-
ively gone into;- — Starting and Alighting is
a chapter which takes up the actual flying

of the machine, while Materials and Con-
struction . and Accessories are covered in
further sections of the work. A tabulated
chronological history of aviation tSkes up
a number of pages, beginning with the re-
ported flights of the Middle "Ages through
fw., "'■''* fledgling attempts of the twen-
tieth century to the present period of
astounding accomplishments in aerial loco-
motion. Lougheed's book was the first of i?s
kind to be brought to the attention of the
aeronautical field, and has held since a po-
sition m aeronautics comparable to Kent
in engineering. This new edition, just fin-
ished, can be secured from the office of

^o^rra^^^^T?^' 250 West 54fh sl^^Ww
I oik, at $2.75 postpaid.

CALENDAR OE EVENTS.

■2 — Eagle Grove, Nebr., Curtiss
aviators.

4— Louisville, Ky., McCurdv- Willard
aviators.

4— Little Falls, N. Y., C. F. Willard.

b — Lewiston, Me., Curtiss aviators

8— Wheeling, W. Va., Curtiss aviators.

8 — Olean, N. Y., Curtiss aviators.

8— Providence, R. I., Curtiss aviators.

8 — Lincoln, Neb., Wright aviators.

8— Wheeling, W. Va., Curtiss aviators.

9— Hamline, Minn., Wright aviators.

8 — Smith Center, Kan., Curtiss avia-
tors.

8 — Marion, Ills., C. A. Zornes.

6 — Corning, N. Y., Curtiss aviators.

7 — Fremont, Nebr., Curtiss aviators

7— Rome, N. Y., Chas. F. Willard and
Baldwin flyers.

8 — Morrison, Ills., Curtiss aviators.

8 — Bloomfleld, Nebr., Curtiss aviators.

8 — Clay Center, Kans., Curtiss
and Wrifjht aviators.

9 — Yankton, S. D., Curtiss aviators.

9 — Cincinnati, O., McCurdy- Willard
flyers.

-15 — Grand Rapids. Mich., Wright
flyers.
12 — Moscow, N. Y.. Curtiss aviators.
12 — Marshalltown, la., Curtiss avia-
tors.

-13 — St. Johnsbiiry. Vt., Curtiss avia-
tors.

-15 — Huron, S. D., Curtiss aviators.

-16 — Milwaukee, Wise, Curtiss avia-
tors.
13 — Red Lodge, Mont., Curtiss avia-
tors.
13 — Winfield, la., Curtiss aviators.

-14 — Ashland, Wise, Curtiss aviators.

-14 — Mandan, N. D., Curtiss aviators.

-15 — Chadron, Nebr.
14 — Emporia, Pa., Curtiss aviators.
14 — Youngstown, ().. Wright avia-
tors.

-15 — Lancaster, Wis.

-16 — McAlester, Okla.
18 — Noonan, N. D.. Curtiss aviators.
19 — Ogdensburg, N. Y., Curtiss avia-
tors.

-21 — Oneonta, N. Y.. Curtiss aviators.

-22 — Aledo, Ills.. J. C. Mars.

-22 — Chippewa Falls, Wise. Wriyht and
Curtiss aviators.

-21 — Clarinda, la., Curtiss aviators.

-21 — Riverhead, L. I.. Curtiss aviators.

-22 — ^^'illiston, Mont., Curtiss avia-
tors.

-22 — White River Jet.. Curtiss avia-
tors.

-22 — Billings, Mont., Curtiss aviators.

-22 — Ithaca, N. "Y., Curtiss aviators.

-22 — Chanute, Kans., Curtiss aviators.

-30 — Nassau Blvd., N. Y., open meet.
24 — Carmen, Okla., Curtiss aviators.
24^Berlin. Gei-many, aviation meet.

-30 — Helena, Mont., Curtiss aviators.

-29 — Rochester, N H., Curtiss aviators.

-28 — Houerliton, Mich.. Curtiss aviators.

29 — Carlisle, Pa., Curtiss aviators.

■ 29 — Canton, Ohio, open meet.
(Continued on page 111.)

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AERONAUTICS

September, lull

LEARN to FLY

In California this winter
at famous Dominguez
Aviation Field, Los
Angeles.

Aviation School of the
Aeronautical Society of
California offers prac-
tical instruction, either
monoplane or biplane.

Directed by Licensed
Aviators.

Finest Flying Field in
America.

Impossible to find a
better course of instruc-
tion anywhere else.

For rates and other in-
formation, address

Aeronautical Society ot
California, Los Angeles

The location of the Western office of the J S
Bretz Company of New York, has changed to
504 Ford Building, Detroit, Michigan, where J
\V. Hertzler, their Western representative, will
mal<e his liead<iuarters. A full sample line of
F. & S. imported ball liearings, German steel
balls, Star ball retainers. U. & H. master mag-
netos. Bowden wire mechanism. Hartford uni-
versal joints and clutches, and drop forgings
will be displayed there for the convenience of
the Western trade.

During the past month the following parties
purchased Gray Eagle Motors: Raymond W
Garner of Davenport, la., Lincoln Aviation Co.[
of Lincoln, 111., H. H. Hoover of Memphis. Tenn
Jesse Cooke of Fort Worth. Tex., United Aero-
plane Aviation Co. of Chicago. 111., H. G. Baker
of Harland. la.

The apparent demand for a reliable motor,
selling at a reasonable price, shows evidence
of what the aspiring aviators want from this
list of recent purchasers.

Albert Elton, Youngstown, Ohio, Cadillac
dealer for northeastern Ohio, has bought a
model B Wright plane and will install his
recently purchased Ma.ximotor. He finished his
aviation course at Dayton.

On August 14th, Maximotor Makers booked
orders for nine Maximotors. They report recent
receipts of from two to four orders a day.

The envelope for the Vaniman dirigible has
been completed by the Goodyear company and
shipped to Atlantic City, where the airship is
being assembled for its trans-atlantic trip.

Lieut. Conneau (Beaumont) has won this
year some $102,330, heading the list. Vedrines
won, in the Paris-Madrid race and others, a
total of .$40,000. while Garros and Vidart have
earned .$30,000 and $20,000 respectively

A new exhibit has been added to those on
view at the office of AERONAUTICS bv the
New York Aeronautical Supply Co., which is
in good standing with the landlord at 50
Broadway, New York. It covers a complete
line of strut sockets, beam connections, wire
strainers, and parts. Ribs and struts are
treated with a waterproof solution before
the varnish is applied. Laminated work is
guaranteed not to open up. The company
has its own metal and wood-working shop
and is shipping promptly. To visit the office
is to be astounded at the number of stand-
ard type machines w^hich must be build-
ing all over the country and in South America
and the Argentine. If motor and aeroplane
makers are complaining- of hard times, the
parts and supplies merchants certainly have
no cause to grumble.

That there is a verdant field in Cuba and
South America evidently is the opinion of
this house, for it is printing a catalogue in
Spanish.

P. S. The publishing business might be
better, too.

Daffydills.

If Wilbur Wright has an ivory dome, has
Henry A. Wise Wood?

If the Burgess machine is pretty, is the
Curtiss aero — plane?

I tint iiiDrc (iKsistance from the paffe.t of .Vero-
.N.vrrics tlidii (inii one indiridual cn'uhl f/ive me.
'I'liraiii/h .VKltoN'AT'TK'S mil iiiroitions Iiiirr been
iiiipriircil tenfold. — .ToK W. N.mi>k.

f citiihl >i(>t do iiithoiit Hour m(i<iaii)ir. — Kri;K\B
(J. Uii;(;s.

/ (iliciitis tool: forinud rinjcrlii for cocli xm-crcd-
iiKi i.txiir. I otiJii Irish .\i:i!ON.vrTi(s i-iiiiir oftnirr.
■•It's It loiiii tiiiir hrlirt-i-ii dri iil:.f .'" .1. I. I..

AERONAUTICS

September, 1911

THE

CHICAGO

MEET

NEW WORLD RECORDS

World AltitiKle — 11.(342 ft., Aug. 20,
Lincoln Beachey (Curtiss 50).

^Vo^lfl Tivo-man Duration — 3 hrs. 42
min., 22 1/5 sec, Aug. 19, G. W.
Beatty (Wright 30).

World Climbins Speed — 500 meters in
3' 35", T. O. M. Sopwith (Bleriot 70)
and Rene Simon ( Bleiiot 50), tied,
August 19tli.

NEW A>IERI(AX REt'ORDS

Altitude — 11.642 ft., Aug. 20, Lincoln

Beacliey (see above). 10,837 ft., Aug.

18, P. O. rarmelee (Wright 30).
Two-man Speed for 10 km. — 7 min. 50

sec, T. O. M. Sopwith (Bleriot 70),

Aug. 17, 1911.
Three-mau Speed for 7i km. — 6 min.

56 2/5 sec, T. O. M. Sopwith

(Wright), Aug. 15.
Fastest Two-man Speed in M. P. H. —

57.785 m. p. h., T. O. M. Sopwith

(Bleriot 70), Aug. 17.
Fastest Three-man Speed in M. P. H.^

34. 6 m. p. h., T. O. M. Sopwith

(Wright 30), Aug. 15.
Two-man Duration — 3 h., 42 m., 22 1/5

s., G. W. Beatty (Wright), Aug. 19.

2 h., 11 m., 35 s., G. W. Beatty

(Wright 30), Aug. 12. 2 h., 4 m.,

A. L. Welch (Wright 30), Aug. 12.
Tbree-man Duration — 1 h., 18 m., 22 s..

G. W. Beatty (Wright 30), Aug. 13.

1 h., 10 m., 26 s., T. O. M. Sopwith

(Wright 30), Aug. 13. h., 4 m., 20 s.,

P. T. Cottyn (Wright 30), Aug. 12.
One-man t'limliin;; — See under "World

Records."
\VeiKht Carrying — 458 lbs., P. O. Par-
melee ( Wright), Aug. 19.
Two-man Altitude — 3080 ft., Geo. W.

Beatty (Wiight), Nassau Boulevard,

Aug. 5.

TWO men lost their lives, 3 new world
records were made, 300,000 people
were present and aviators received
$101,114.87 at Chicago, Aug. 12-20, the
second big meet which has been held in this
country; one which outshone the other at
Belmont last fall. The Wright Company won
$16,029 and received royalties of $100 a day
from Rodgers, Beatty, Sopwith, Brindley and
Drew, independent Wright fivers. Curtiss"
men got $27,291, Moisant $8,143. The largest
single winner was Sopwith who drew down
from the paying teller $14,020, while the
smallest was poor Lewkowicz who, with his
Queen Monoplane, won 60 cents in a flight
of 18 seconds, plus 250 expenses for having
his machine on the grounds. The expenses
of the meet were approximately $195,000 and
the total receipts were $142,901 leaving a
deficit of over $50,000 for the promoters to
face.

The Chicago Club produced one of the
world's best exhibitions of flight without
drawing in the least upon foreign talent.
Every contestant, except Mestach, was al-
ready either an American or one who had
been in the country, flying, for the past
few^ months.

There were no accidents to aviators be-
,vond the two fatal ones, but many acci-
dents to machines occurred and an auto
truck was kept fairly busy carting machines
to sheds, minus wheels, or skids, parts of
wings, etc.

The Aero Club of Illinois is the first club
In the world to conduct a meet on a purely

.sporting basis, in the same manner, practi-
cally, as horse-racing is carried on. En-
trants, except the big exhibition companies,
had to put up a $1,000 bond to insure then-
attendance. When their machines arrived
each received $250 in cash and another $250
after a flight of 5 minutes had been mide.
The exhibition companies had to take their
chances on winning enough to make their
entries pay. How well they succeeded is
shown by the figures. In the case of the
Wright aviators, the policy of no-Sunday
flying lost for them considerable of the total
duration money. The independent flyers of
Wright machines, Beatty, Rodgers and
Brindley ran their duration up to top-notch
figures, Rodgers within four hours of the
greatest possible obtainable.

A year ago such a meeting would have
been impossible, for guarantees were de-
manded by all aviators and none had the
stamina before to start purely sporting
events.

The field was very small, indeed, right on
the edge of Lake INIichigan, a spot always
known as windy — and isn't Chicago called
by those who do not live there, the "Windy
City?" On soine days, starts had to be
made with the wind blowing straight out
over the lake, as there was no room to
start against the wind. The Wright com-
pany would not allow its men to take any
chances of failing to get off and dropping
in the lake, and the machines could not
get off running along with the wind from
the side.

The turbulent air currents came down
from over the roofs of the skyscrapers lin-
ing one side of the field and blew down
on the aeroplanes as they tried to rise.

The nine Curtiss machines went through
the meet without accidents other than the
smashing of propellers, due to careless-
ness. Beachey and Ely flew on one day
when the other machines could not get
off the ground and demonstrated that they
could fight out any wind.

Beachey's flying with his 'headless ma-
rhine put him decisively at the extreme
pinnacle, both figuratively and literally. He
flew himself to fame greater than ever be-
fore and won more money than any other
aviator using one make of machine. In the
free-for-all race on the 16th he beat Oving-
ton, in his 70-horsepower Bleriot in 12 miles.

His world altitude record was a feat which
may stand unbroken for a long while. He
started on his 2-mile climb knowing that
he might fail because of the small capacity
of his fuel tank, even expressing doubts of
the result. He kept on, however, until he
had drained the tank dry and then glided
down every foot of the way. Beachey act-
ually was in the air two hours when he had
gas " enough for but an hour and three-
quarters.

The barograph showed that he climbed steadi-
ly and came down steadily at a sharper angle.
■The line on the record sheet goes straight up
to its highest point, and then directly down
at an angle still more nearly the perpendicular.
He took about 1 hour and 48 minutes to go up
and 12 minutes to come down.

The best flving of the meet was done by
Beachev, Ovington and AVelsh. The most
interesting events were the races over the
lake to a crib some four miles out, and b-ack,
in which Ovington and Sopwith with their
70 Bleriots had it touch-and-go. In the
straightaways the 70 Bleriots had a little
the best of it over Beachey, Ely and Ward,
but the latter made up considerable on the
turns. Beachey carried a pa.ssengfr 8 miles
in 10. min. 19.87 sec.

The Wright company had four sizes of ma-
chines ^t the meet, the standard 39-foot ma-
chine, the 32-foot and the two smaller ones.
The 8 cvlinder engine, seen at the Belmont
meet last vear, was installed in one of the

AERONAUTICS

Sc/'tcinbcr, 1011

'**u»it?i>is* iifl4i»su4ij*ai^^

The Chicago Aviation Field on the edge of Lake Michigan.

escorted by Brindley (right).

Atwood (left) is arriving.

big- machines for weight carrying' and quick
starts but was cliscai-ded. Parmelee used
the 32-foot machine in making his altitude
record.

The Curtiss hydro-aeroplane, a special
feature, attracted a deal of attention flying-
above the boats on the lake, over the
grounds, and back to the lake again. Rob-
inson flew out to the Johnstone machine
when it fell in the water and was ready to
assist in the rescue work. The use of this
craft for rescue work was demonstrated
effectively. Robinson could get to the scene
at a rate of a mile a minute and could always
land within but a few feet of the desired
spot.

When Rene Simon, of the Moisant flyers,
fell into the lake with his monoplane,
Robinson alighted within a few yards and
drove his hydro-aeroplane up until the little
French aviator could touch it with his hand.
Robinson wanted to take Simon off his
wrecked monoplane, but the Frenchman re-
fused to leave it until a tugboat arrived and
fastened lines to his machine for the purpose
oT towing it ashore.

Again, when St. Croix Johnstone fell in his
monoplane and sank in at least 40 feet of
water, Robinson, who was in the air at the
time well out over the lake, flew to the spot
where Johnstone sank, alighted on the water
and cruised about for ten minutes, hoping
that the unfortunate aviator would rise to
the surface so that he might rescue him.
Johnstone, however, was fairly trapped in
his machine and never rose to the surface.
Robinson stood by the wreck until dredgers
and motor boats arrived on the scene and
located the body of Johnstone.

George W. Beatty, although a novice flyer,
one might say, having received his pilot certifi-
cate at Nassau Boulevard only a few days be-
fore leaving for Chicago, was one of the briglit
stars t)f the meet. He flew the Wright model
B owned by Walter H. Davis, of New York,
the same one as used at Nassau Boulevard on
August 5th when he made the new American

two-man altitude record of 3,080 feet. He
finished second with tlie total number of hours
in the air.

Sopwith, who was the biggest single winner,
used both a 70 h. p. Bleriot and a Wright which
he purchased from William C. Beers at Nassau
Boulevard just before tlie meet. This lie altered
and fitted the Farman universal control lever,
with foot-yoke for 'the rudder.

The several Queen monoplanes met witli dis-
aster and Lewkowicz got but one chance to
fly and that lasted just IS seconds. The 100
h. p. Queen was not tried. Mestach was not
very experienced with his Morane, the first to
be seen in this country, and landed only two
prizes. Cummings did not fly at all and loaned
his 50 Bleriot to Ovington, wlio used it three
days of the meet. Frisbie came to life at Chicago
with his Gnome-engined Curtiss-type and did
good flying.

Baldwin had bad luck witli his own three ma-
chines. Hammond dropped tlie SO h. p. Hall
Scott-engined Baldwin 3 miles out in the lake,
then broke tlie propeller of a second through
a pliers having been left on the plane. This
was the old Baldwin school machine. Badger
broke up the third and Mars did his flying on
Baldwin's old Curtiss 50. The new McCurdy
machine hit a live wire and burnt up.

On August 7, papers were served upon officers
of tlie International Aviation Meet Association,
in a suit brought by tlie Wright Company,
which alleges that the machines competing are
infringements of the Wright patent. A share of
the profits and damages are asked.

Each aviator was allowed "expenses" of $500
after he had flown for 5 minutes. Two dollars
was paid for every 60 seconds an aviator wa.s
in the air, in addition to all prize money won
in cr)ntests provided that the sum thus eained
exceeded his prize winnings alone, in which
case he was given the difference between the
prize winnings and the total at the $2 a min-
ute rate. Where no prizes were won the .$2 a
minute rate was applied.

AERONAUTICS

September, 1911

The totalization of duration prize originall>'
was $10,000 but as the unearned prizes amounted
to $6,000, this amount was added to the orig-
inal $10,000, divided according to the ratio of
the division of the first amount. These figures
give the money received, whether as prizes, at
$2 a minute, both, and the expense money al-
lowed.

Four days before the meet opened, Rene
Barrier (Moisant) made one evening flight high
above the field and over the lake but this was
his only one as his doctor forbade him to fly.

The meet closed officially on the 20th but on
the following day a benefit performance was
given by all the aviators for the widow of St.
Croix Johnstone.

Correct List, Contestants and Results.

Totalization of Duration. Total mo
Rodgers, C. P., (Wright 30) . .27:00:16
Beatty, G. W., (Wright 30) . .24:21:58
Brindley, O. A., (Wright 30). 23:44:54

Ward, J. J., (Curtiss 50) 20:36:34

Welsh, A. L., (Wright 30) ... 19:49:46

Beachey, L., (Curtiss 50) 14:33:05

Simon, (Bleriot, 50 Gnome).. 9:55:47
Sopwith, T. O. M., (Bleriot,

70 Gnome & Wright 30) 9:14:56

Ely, Eugene, (Curtis 70) 7:28:13

Ovington. Earle L., (Curtiss

50 & Bleriot, 70 Gnome) 5:04:49
Parmelee, P. O., (Wright 30) 5:04:08
Turpin, J. C, (Wright 30)... 4:21:07
Mestach, Geo., (Morane, 50

Gnome) 3:53:48

Gill, H. W., (Wright Baby 30) 3:45:17
McCurdy, J. A. D., (McCurdy,

50 Gnome)

Frisbie, .1. J., (Curtiss-type,

50 Gnome)

Mars, J C, (Curtiss 50)

Martin, J. V., (Burgess

"Baby," 50 Gnome)

Brookins, W., (Wright 30).. 2:38:11
Hammond, Lee, (Baldwin, 80

H-Scott)

Beck, Paul W., (Curtiss 50).
Stone, Arthur, (Queen, 50

Gnome)

Coffyn, F. T., (Wright 30)..
Robinson, H. A., (Curtiss 70)
Baldwin, Capt. T. S., (Bald-
win, 60 Hall-Scott)

Drew, Andrew, (Wright 30).
Witmer, C. C. (Curtiss 50)..
Bonney, L. W., (Wright 30).
Lewkowicz, L., (Queen, 50

Gnome)

.lames Cummings (Bleriot, 50

Gnome) Did not fly

. Johnstone, St. Croix, (Moisant

50 Gnome) 4:56:36

Badger, W. R., (Baldwin 60

Hall-Scott) 2:28:00

At wood, Harry N., ( Burgess -

Wriglit)

For Curtiss Hydro -aeroplane

2:55:55

2:49:43
2:44:08

2:03:43

1:51:46
1:03:53

1:01:28
58:56
55:51

28:02
17:13
13:38
09:19

:18

ney Rec'd
$11,285.00
7,125.00
3,351.00
3,413.00
6,121.00
11,667.00
5,050.00

14,020.00
4,672.00

5,900.00
4,451.00
1,022.23

967.60
2,450.00

2,400.00

2,000.00

828.27

750.00
816.37

1,050.00
900.00

622.93
650.00
611.70

556.07
650.00
527.27
518.63

250.60

250.00

1,093.20

900.00

1,000.00
3,500.00

Total.-

.206:31:18 $101,364.87

THE CANTON MEET.

The Aero Club of Ohio, in conjunction
with the Business Men's Association and
the Stark County Agricultural Society will
hold an aviation meet at Canton, Septem-
ber 27-29, and propose to spend $50,000 on
the affair. Negotiations are pending for the
aviators who have been flying at Chicago,
and it is expected that three women mono-
plane drivers will also enter.

I am taking several other papers now, but
I will subscribe as soon as they expire, aa
I would rather have your paper than
all the •ithf'i-s put together.

Xewton lAimm.

BEACHEY WON INTER-CITY RACE.

The first American inter-city race, flown be-
tween New York and Philadelphia, on August
5th, was won by Lincoln Beachey with Hugh
Robinson a close second. Hamilton, who was
an added starter to take the place of Eugene
Ely (who first planned to be one of the three),
at the last moment resigned his chance to Ely
again, who flew after all, according to the first
plan.s, though he was totally unprepared for the
trip.

Starting from Governor's Island, a United
States military post situate in New York Bay,
all three flew theii- machines up the Hudson
River several miles, then turned diagonally east
directly over the great transatlantic docks and
ferry-slips, the tenements and factories to .above
the Gimbel department store, at 33rd Street and
Broadway, the center of the shopping district
of New York, keeping at a height of 2000 feet.
They were timed here officially for the start of
the flight, which ended officially at the Gimbel
store in Philadelphia, a distance of 82.8 miles
in straight lines from Gimbels to Trenton,
to Gimbels.

Beachey was the first to start and the first
to arrive over the Philadelphia crowds. After
passing- the line he started in to give the
Quaker City a free show, flying around William
Penn's statute on the City Hall, before he flew
off to the final landing place in Fairmount Park
where thousands of people were worrying the
mobilized police of the Sleepy City into, for the
time being, unwonted activity. Here Beachey
made his machine do the tricks of a bronco in
the throes of being "broke." It was nearly a
half hour later before Robinson arrived. He
had lost his way just before reaching Trenton,
N. J., and made a wide detour, stopping once at
New Brunswick. Both aviators stopped at
Trenton for gasoline.

Ely and Beachey were pretty close together
at Rahway but over Princeton Junction a
plugged feed, so it is said, caused Ely to descend.
Both Beachey and Robinson ran into a rain-
storm and were soaked to the skin. The
three flyers encountered a 15 mile head wind
all the wav to Philadelphia.

The total duration of Beachey's time was 2
hours, minutes: that of Robinson. 2 hours,
56 minutes. Counting only actual flying time, or
time in the air, from one Gimbel store to the
other, the figures are as foHows:

Beachev 1 hr. 50 min. 1-8 sec.

Robinson 2 hrs. S min. 47 sec.

Ely descended after 56 minutes flight ap-
proximately, not counting 2 stops at Prince-
ton Jet., and New Brunswick.
Beachey's average flying speed ..45 miles
per hour. .

Robinson's average flying speed ...J8 miles
per hour.

Gimbel Brothers donated a prize of $5,000 and
arrangements were made with the Curtiss Ex-
hibition Company for the race. Luncheons to
the newspaper men, and friends, were given at
the Gimbel stores on Thursday and Friday
preceding the contest.

Beachev used his headless machine and Rob-
inson one of the late type standard Curtiss ma-
chines as did Ely, who flew a new one direct
from the factory. All were fitted with Curtiss
8 cvlinder 50 h. p. motors. Naiad cloth is used
for' covering the surfaces. El Arco radiators
cool the water from the droning motors which
are kept running by the sparks from Bosch
magnetos.

FuUMKU RniNl) Titir ui' H.VMii.rnN
On June 13, 1910, Charles K. Hamilton made
the trip to Philadelphia and return, making no
stop on the way to Philadelphia. He covered
this 74.31 miles in 103 minutes. On the return
trip he made a landing at South Amboy, which
increased the distance to 5:{.12 miles returning
and the flying time by one minute. His average
speed for the 149.541 miles covered was 43.34
miles an hour.

AERONAUTICS

September, 10 IJ

DEATH OF BADGER AND JOHNSTONE

Tlie fourth day of the Chicago meet saw
tlie fatal accidents to William R. Badger,
of Pittsburg, and St. Croix Jolinstone, of Chi-
cago, a Moisant flyer of a year's experience.
Badger was little more than a novice, having
only gained his pilot certificate two weeks be-
fore the meet opened. Badger was making a
sensational slide downward in his Baldwin
biplane, with the full power of the big Hall-
Scott engine behind him, the terrific
strain upon the machine in "leveling up" sud-
denly exceeded the limit and the 'plane
collapsed. The builders of the Baldwin machine
assert that the stay wires must have given way
under the sudden pull. The machine was
reduced to a mass of wreckage. Although the
poor aviator was rushed to a hospital he died
after a few moments. No official report has
been made by the Aero Club of Illinois, nor has
an investigation been made into the death of
.Tohnstone, who, with his machine, dropped
beneath the surface of Lake Michigan.

Badger came to Chicago direct from Mineola
where he had been learning to fly under the
tutelage of the veteran Captain Thomas S.
Baldwin, known everywhere for his extreme
caution. "Uncle Tom" has always found it
difficult to keep his enthusiastic young pro-
teges, Hammond, Badger and Mars, from being
a mite what you might call reckless. His first
public exhibition, Badger was a little inclined
to "show off." He wanted what all want, the
plaudits of the multitude, however reckless or
foolish it might be in its demands for sensa-
tions. Many an aviator and automobile race
driver has taken one chance too many in order
to please or appease the wanton spectator. The
demands of the excitement seeker are alike,
whether in the bull rings of Spain and Mexico,
the saucer tracks of the bicycle race, the
hurdles of Longchamps or Belmont, the prize
ring, the lightning-fast Brooklands and Indian-
apolis, or the aerodromes of an aviation "meet:"
a secret desire that "something will happen."
The showman's realization of this is his stock
in trade. The power-driven dives and spiral
shoots are to the aviator the loop-the-loops and
flying rings of the former.

Before the horror of this catastrophe had
begun to pall upon the enormous crowd,
Johnstone plunged into the lake about a
mile out. Robinson, who was in the air
nearby on his hydro-aeroplane when it
occtired, flew to the spot, but nothing was to
be seen but the tail, the propeller and some
sticks of wood floating upon the water. The
fast motor boats which came up managed after

'me time to recover the body from the tangled
wires and sticks. Doctors tried to resuscitate
.lohnstone, but gave it up after nearly an hour's
efforts. It was the opinion of one of the doctors
considering the small amount of water which
came from the lungs and a severe cut, that
the aviator sustained his immediate death by
being hit by a portion of the aeroplane rather
than by drowning.

Hugh Robinson describes the accident as
follows: — ■

"High above me I could see .lohnstone wing-
ing in the clouds. He was 2,500 feet in the air
and traveling slowly. Fully two miles out from
land I saw him change his course and start
downward. He came with terrific speed. I
thought at first he was merely 'sliding' to ob-
tain a different air stratum.

"When he was 500 feet from the water I saw
he was in trouble. His planes were not work-
ing right. Down it shot toward the water at
a sickening speed.

"I didn't think of .Johnstone dying at that
minute. 1 thought, 'Now I'll get to him and
save him.' I started my hydro-aeroplane and

gave it full speed. I was fully a mile away,
but I made the distance in not more than a
minute.

"I could see Johnstone every second from
the time the monoplane collapsed until he
struck the water. Johnstone was standing up
in the cockpit when the aeroplane started down,
and he was still standing when it struck the
water. I can see him now standing there, help-
less, his arms in the air, seemingly frantically
trying to balance the mass of wreckage.

"As the waters closed over him he went in
feet first. I doubt if he thought of death. He
was too busy thinking of righting the shred of
a machine.

"It couldn't have been more than ninety
seconds from the time he hit the water until
I was landing near the wreckage and hunting
for him, although it seemed an hour. I was
almost crying, because it seemed to me that
machine of mine wouldn't get up enough speed.
I pulled every bit of power out of it it had.

"When I reached the wreckage the ripples
were still on the water. Alcove the water the
tail of the macliine was sticking and for feet
around were bits of wood and canvas. The
machine had been torn to pieces by the fall.

"I worked the hydro-aeroplane into the
wreckage and then scouted all around. I cut in
circles, hoping that John.stone had started
swimming. I knew if I found him I could carry
him on my planes until the launches came.

"I couldn't get sight of him, however. It
was fully ten minutes before the launches and
pleasure boats arrived. I was satisfied by that
time that Johnstone was dead beneath the
wreckage."

RUSSIAN ARMY AIRMAN KILLED.

ST. PETERSBURG, Aug. 29.— Lieut. Zolot-
nehin, a Russian military aviator, fell with
his aeroplane while making a flight here to-
day and was killed.

FRISBIK KILLED.

NOkTON, Kan., Sept. 1. — J. J. Frisbie was
killed by a fall in a Curtiss biplane at the
Norton County Fair. He met with an acci-
dent the day before, and went into the air
again only when driven to it by the taunts
and jeers of the crowd. He lived for about
an hour.

Frisbie, an old parachute jumper, was fly-
ing for the Curtis.s Company. He began in
1910 with a machine he built himself.

FRENCH AVI.VTOR BURNED IN MIDAIR.

TROYES, France, September 2. — Lieutenant
de Grailly, of the Eighth Cuirassiers, was
burned to death in midair.

The disaster probably was caused by the
explosion of the fuel tank, the burning fluid
being scattered all over the machine. The
blazing aeroplane fell with its pilot at Rigny-
la-Nonneuse, about twenty-five miles from
this city, and he was completely incinerated.

ANOTHER ARMY OFFICER KILLED.

NANGIS, France, September 2. — Captain
de Camine, one of the most experienced avia-
tors in the French army, fell with his mono-
plane while flying here today and was kil^bd
instantly.

ENGUSH AVIATOR KILLED.

LONDON. August 2. Geiald Napier, a young
English aviator, met death last evening while
flying with a passenger at BrooKlands, in a
Bristol biplane. Napier was driving a biplane
and a sudden gust of wind dashed the machine
to the ground, killing him instantly. His com-
panion was thrown clear of the wreckage and
escapeil uninjured.

ANOTHER DEATH.

.TUVISY. France, July 23. Charles July, in a
70 h.p. Voisin biplane, was killed.

AEROXAUTICS

September. I'Jll

The Model B Wright, with "Blinder" Modified, at Chicego Meet.

THE WRIGHT BIPLANE, MODEL

THE first thing that strikes an observer on
seeing one of the new Model B machines
that are being delivered to customers of
the Wright Co. is the neat appearance of the
entire machine. This is due not only to the
finishing of the parts, but in a great measure to
the harmony of the entire design. A cursory
glance at the machine does not at once reveal
such strength and solidity as a closer examina-
tion makes evident. A study of all the various
details of construction brings one to realize that
every part has been thought over and carefully
designed for its particular use and position.

Unlike most of the other machines on the
market this one is not intended to be com-
pletely taken down for shipment. The front
portions of the skids are so hinged that they
can be folded back parallel to the main planes,
and the foot rest folds up out of the way. The
rear outrigger to tail taken off complete, slid
between the main planes from one end. and tied
to the struts, the machine may be put in an end-
opening box car. Of course, the assembling
takes a very short while, which is a desideratum
for military as well as private use, and there
is no danger of the planes being poorly set up.

The machine is highly finished in every part.
Exposed strut-sockets and connections, wires,
hinges, straps, planes, etc., are nickel plated.
The woodwork is of bright aluminum finish.
This is obtained by dusting aluminum powder
on a specially prepared wet varnish, giving a
harder coat than a covering of varnish alone.
This is rubbed down and the final finish is like
that of a piano.

About sixty men are now employed at the
Wright factory at Dayton, turning out dupli-
cates of this model. Russell A. Alger, Robert
J. Collier, Redmond Cross, Wm. C. Beers, Edson
Gallaudet, A. S. Cochrane and other wealthy
amateurs are recent purchasers. A number
have also been sold for exhibition work, on a
royalty basis. George W. Beatty used a Model
B at Chicago, where he made a new world 2-
man record. C. P. Rodgers took first prize for
totalization of duration at the Chicago meet
with standard Model B.

OTHER MODELS.
The older machines, as will be remembered,
had a biplane elevator out in front and no rear

elevator. The machine Wilbur Wright first fiew
in France, and the first Government aeroplane
was of this type. Following these two in 1910 a
rear elevator was attached and worked in com-
bination with tlie front elevator. At the Asbury
Park exhibition, 1910, the headless machine
made its first appearance. This was one of the
same machines as then standard, with the front
elevator merely removed. With slight increase
in the size of the rear elevator, the machines
from that time on were headless, and as new
machines were built, the outriggers formerly
used to support the front elevator were left
off. In the Model B, put out in 1911, the front
construction was shortened up, and the "blin-
ders" at the front end of the skids were made
a little larger. In July the new machines of this
model had in addition, a pair of rectangular
blinders under the upper surface in the middle
section.

Starting was formerly accomplished on a rail;
first with a falling weight, and later without.
The first headless machine was equipped with
a running gear, the same as in use today, and
this got off the ground, no matter how rough,
without the use of any outside assistance.
Starting rails have not been used with the
Wright aeroplane for over a year.

Model R, the "roadster," was first shown at
Belmont meet, in the fall of 1910. Of these,
the only one in the hands of sportsmen is that
of Alec' Ogilvie, in England. This spreads 26»^
feet, planes 3 feet 7 inches fore and aft and
weighs 585 lbs., equipped with the standard 30
h p. motor. This type was used by Johnstone
when he broke the world altitude record at
Belmont, making 9714 ft. It is without doubt,
for the horsepower the fastest climbing ma-
chine in existence, according to times and
altitudes measured at Belmont meet. Ogilvie
made a speed of 52 miles an hour in the 1910
Gordon-Bennett race with 30 horsepower.

A special racer was built for the Belmont
meet with but 22 ft. spread, with a special 8
cylinder 60 h.p. motor, but this, unfortunately,
was smashed before it crossed the line in the
Gordon-Bennett. A 32-foot machine, one pas-
senger, has also been built for exhibition work
where the grounds are small.

AERONAUTICS

September, 1911

DETAILS OF MODEL B.

Main I'lanc-s. These have a spread of 39 ft.
ami a chord of 6 feet 2 inches, and are each
built up in three sections. The cloth, which is
prepared by the Goodyear Tire & Rubber Co., is
laid diagonally, being attached to each section
separately and the sections laced together. The
cloth covers both sides of the planes. Tiie main
spars are of spruce, as is the most of the wood-
work, 134" by 1^4". the greatest dimension
being vertical in the front spar and horizontal
in the rear spar. Tliey are larger in the middle
section of the lower plane, being 1%" by 2'/^"
for the front and li^" by 2'/^" for the rear where
ash is used. There are 34 ribs to each plane,
spaced a foot apart in the center and wider
toward the lateral extremities of the planes.
The ribs which come near struts are solid be-
tween the main spars. The others are built up
of an upper and lower strip, with blocks spaced
about six inches as distance pieces. The two
ribs that svipport the engine and the two seat
ribs are the only ones lietween the spars of the
lower plane for the center six feet.

Thei'e are nine pairs of uprights of various
sizes, the outer two sets on each end being se-
( ured to the planes by the familiar flexible joint.
the remainder by a sort of socket joint, both
being illustrated herewith. It is noticed that
a few turnbuckles have made their appearance
in the center section. This is doubtless in order
to be able to replace the engine or other parts
with greater ease. All the steel piano wires
not fitted with turnbuckles are cut to length
and are interchangeable. When setting up the
planes the wires are attached and the struts are
then sprung in place. These guy wires are cut
and the loop bent by a special tool at the fac-
tory. As the wire used has a breaking strength
of from 800 to 2400 lbs., according to size, it can
be seen that once the plane is set up there will
136 no occasion for further adjustment through
the stretching of the wires.

The curve of the planes is 1 in 20, the greatest
deptli being two-fifths back from the front
edge. The aspect ratio is 6.25.

Siil)ijh'nieiit(tr!i Fixed l^iirfacci^. The little semi-
circular blinkers in the 1910 machines have
given place to two sets on the latest machines.
This is due to the fact that greater area is
required, now that the skids have been short-
ened up. The shape and location of these are
shown in the drawings.

YTticdl RudiJcr. This is, in general, of the
same construction as in the early models,
although somewhat smaller. The rudder is
operated by the combination warping and direc-
tion level', as shown in the sketches. As shown,
tills lever also warps the wings. By "break-
ing" the top section "B" either to the left or
the right alone, (without moving the balance of
the lever from its normal or other position), tlie
ruddei- only is moved to steer left or right, re-
spectively. In making flat turns, without bank-
ing, this top section only of the lever is used.
The movement is entirely a natural or instinc-
tive one.

This separate movement of tlie rudder is ob-
tained by having tlie sector "D," movably
mounted, capable of individual action with re-
spect to lever section "A," through the steel
tube actuated by the section "B" of the lever.
The wire which goes over tlie top of sector
"D" must go to the left side of the rudder cross-
bar.

Klvnthir. The front third of this surface is
held rigid while the rear two-thirds is flexible.
This is operated by forward and back move-
ment of the elevator lever, as shown in the
drawings; the wires being crossed so th;it
pushing out on the lever steers down and pull-
ing toward the operator steers the machine
up. The cloth is laid on diagonally ("on the
bias") and only one thickness is used, the
rilis iind spars running thriiugh pockets in the
( Icth.

There is a second elevator lever, which can
be used by a student passenger, who would
then do the warping (and rudder) with hi? riglit

AERO. ,^J>U

September, 1911

hand. Some of the Wright aviators use the
seat next the engine, witli the warping lever
at the left. Others, taught Viy these, sit on the
outside seat. This second elevator lever has a
disc ttaclied, encompas'-'ed on its periphery
by a flat steel friction band to liold the lever
in any set position.

T)yin.iverse Control. While the control of the
machine does not appear to be instinctive, it
certainly is easy to learn, and after liaving been
once firmly impressed on the mind, seems to be
very satisfactory. It would seem that the exer-
tion of moving the warping lever fore and aft
is a great deal less than if it were arranged to
move sideways as in some other machines.

The warping is done by tiie lever "A". Pushing-
forward, raises the left wing and depresses the
right. Tlie same movement turns the rudder
to the left — the side having the lesser angle of
incidence, when the lever as a whole is used, not
being broken at the joint "C"

The wiring for the warping is shown in the
diagrammatic sketch. The rear spars of the
two end sections of the planes are hinged to
those of the center section, so that warping
may be acconiplished without tlexing the spar.

The lever arrangements have varied on many
of the machines. Some are flown with the
aviator using the left hand for warping. Stu-
dents taught by these, use the right hand for
warping, as a rule. This is now the practice
in "breaking in"' flyers, in order that any pas-
senger or other weight they may carry will
occupy a central position on tlie machine and
retain the balance. However, one or two ma-
chines have been put out witli 2 warping and
L' elevator levers, for those who desired to fly
together and who had both learned the use
of the same hand for wai'ping.

THE MAKING OF SPIRALS.

Referring to the sketch of the combination
warping and rudder lever, the wooden lever "A"
is jointed, or hinged, at the top. The short
sectior. "B" turns left or risht on the axi.s "C
for independent rudder action. The lever as a
whole moved forward warps the left wing up
and the right wing down, at the same time
turning the rudder towards the left (to offer
resistance to the side having the lesser angle
of incidence). The elevator is also warped
down to enable the aviator to gain speed, and
the machine has begun to bank, the right side
being the higher.

Ne.xt, this combination lever as a whole is
gradually brought V)ack to normal position, as
the 'plane is now half way to being "on end."
At this stage, with this lever (as one) normal,
and the wings straightened out, the top sec-
tion of the lever is "broken" over to tlie left
which turns the rudder only to this side. This
operation is gone through in making the short
circles, or spirals, for which the Wright ma-
chine is so famous. The operation for turning
to the left has been given. For right spirals the
reverse must be done.

Care must be taken to straighten out before
the machine has banked at so steep an angle as
to make recovery impossible. In the sketch the
Section B is broken to the left, turning the
i-udder only to the left.

fuller Plant. The 4 cycliiider, vertical, motor
Is lated as 30-35, and the brake horsepowei-
inns, on test, in conformity with the rating.
Frerjuently the brake horsepower is more. Thr
engine in Beatty's machine has shown 42
horsepower on the block. The c>'linders are
A\ inches bore, liy 4-inch stroke, rated by the
A.Ij.A.M. at 30.6 horsepower. The gray iion
cylinders are cast separate and have aluminum
water jackets held in place by steel rings
shrunk on. The nickel steel crankshaft is cut
from a solid block, as is the camshaft. A cam-
shaft within the crankcase operates overhead
valves by ineans of rocker arms. The connect-
ing rods are of hollow steel, "T" shaped ends,
on bronze and white bronze bearings. For
shutting the motor off the exhaust valves are

MOQEL R/(9I0

AERONAUTICS

Scp'iemb.

E-RRULE2;

-TO RIGHT V(in6

PING crtoiN

TOi/Er &C'LT5

TO RUDDtR.
oi i_ SPRING

LUM. CASTING
WARPING

TORUDDtft ^"'^^T

TritvyARPin6 6^:- RUbbtf^ L^VE-R-

WR/O^T IQ1-Z.

lifted, when a wire over the liead of the
operator is pulled. A cut-out is used when de-
sired, to short-circuit the Mea magneto which
is driven off the camshaft through steel gears
on the outside of the crank case. Gasoline is
fed directly into the cylinders by a gear pump
placed on the right side of the engine, the
gasoline entering a vertical tube through a jet
orifice. This pump controls the amount of gas-
oline fed the engine in direct ratio with the
engine speed. This vertical tube leads to the
center of a simple horizontal equalizing mani-
fold wliich opens direct to the inlet valves.
The only method of controlling the engine speed
is by advancing or retarding the spark. In the
Mea high tension magneto the spark is of the
same fatness at any advance, through its man-
ner of construction. A foot lever pushed out
against a spring retards the spark for starting
the propellers. There is a catch on the mag-
neto to hold it in retarded position so that the
operator may start his own machine, without
danger of its running off before he gets in the
seat. Oiling is effected by a gear pump inside
\ the base, with a glass sight which shows the
\ level of oil in the reservoir from which the oil
is pumped to the trough under each cylinder.

The cylinder head and valve cases are not
water jacketed, but are made very heavy. The
Inlet valves are automatic, with light springs.
The weight of the bare engine is 180 lbs.
' Cooling is through a vertical tube radiator
which has a capacity of three gallons, sufflcient
for 6 hours' running. The tubes of this radia-

tor are now made fish-shape, instead of rect-
angular as before. Circulation is by centrifu-
gal pump.

The gasoline consumption is about four gal-
lons per hour, the 12-gallon tank carrying suf-
ficient for three hours' flying. A gauge on the
gasoline tank sliows at all times the relative
amount of gas remaining in the tank.

The engine is mounted at either end of the
base on cross-members which in turn rest on
the engine foundation ribs, which are solid.
Duplicate sprockets screwed and locked to the
crank shaft back of the flywheel, drive through
specially made Diamond nickel steel roller
chains "the two propellers, the gearing being in
the ratio of 11 to 34. At an engine speed of
1,325 revolutions, which the engine turns up
during flight, the propeller speed is 42S revo-
lutions, with a flying thrust of about 250 lbs.
The mounting of the propellers on their short
chrome nickel steel shafts is shown in the draw-
ings. Hess- Bright ball bearings are used. The
chain can be tightened by means of the ad-
justable stay.

The early engines were 4" by 4", then 4V4"
by 4" and now 4%" by 4".

In starting, the propellers are turned (with
the compression "off") to fill the cylinders with
gas. Then the compression rod is pushed in,
the magneto retarded and the propellers given a
(luick pull.

In gliding down, or preparing to land, the
compression is released and the propellers rotate
solely by their impetus or by reason of the air

AERONAUTICS

September, 1911

C--4-,:^sr'

,^- TORWARD on LCVtR 'A'TURMS RUCibtR Lt^l AHti WftRPJ RlGliT
Wlh6 tbOWH AHD LtriV/IIiG UP. "BREAMriG" ^t6TlOM "B" TO LtrT.
WITH LOWtR -5tCTI0N /lORHAL, TURHS RUbbER OriLY-TO Lfcp-T

DIAGRAMnATIC VIEW WRIGHT CONTROL SYSTEH

ci'jirents, without any braking effect of the pis-
tons. Compression may be obtained again dur-
ing fliglit by pushing back the rod mentioned
above.

Landinci Gear. Wheels are used in combina-
tion with the usual skid arrangement. There
being no need for tlie skids extending so far
forward, after having done away with the
front elevator, the skids have been shortened
until they are only long enough to make the
likelihood of tripping tlie machine rather re-
mote. The exact mounting of tliese wheels is
illustrated herewith.

Weight. The machine weighs, with operator,
and passenger, ready to fly, in the neighborhood
of 1250 lbs. The weight thus carried per horse-
power is about 40 lbs. The weight carried per
square foot of supporting surface, on the above
basis, figures out at 2V2 lbs. Lancaster gives
the Wright machine an efficiency of 63%, after
deducting 5% for loss in the chains. The new
book by Eiffel, just published, makes the re-
markable statement, in view of the known facts,
that it takes 30 horsepower to fly the Wright
machine, which is obviously an erroneous con-
clusion.

THE WRIGHT MACHINE BY YEARS.
For the first time is given a complete series
of pictures showing the Wright aeroplane in
each stage of its development. In the early

power machines of 1903 to 1905, the aviator was
flat on Ills stomach and the engine, even, was
laid on its side. In 1905 the rudders and eleva-
tor were placed further from the main planes.

Wright Running Gear.

In the spring of 1908, after a period of three
years devoted to business negotiations and ex-
periment, flights were renewed at Kitty Hawk,
N. C, the scene of the early glides and power

AERONAUTICS

September, 1911

DCT^IbS Of PROPet-LCR BRACKET

AERONAUTICS

September, 1911

AERONAUTICS

September, 1011

Left Side of Wright Engine

flights, and the world "sat up and took notice"
for the first time. Later in the year, Wilbur
Wright went to France with one machine, shown
in the Illustration, while his brother, Orville,
demonstrated the Government machine at
Washington. After creating untold interest in
Europe, Wilbur returned to this country. In
the meantime the unfortunate accident occurred
at Washington and a year later a new machine
was demonstrated to the Army officials and
accepted. Then, Ihe experiment was made by Wilbur
Wright at College Prirk of taking off the upper surface of
the front biplane elevator and attaching it rigidly to the

The Mea Magneto used in all Wright Machines

tail, at the rear of the rudder. Next, this rear
stabilizer was made movable and connected
with the elevator lever, working in conjunction
with the front elevator, which was generally
used as a biplane.

In the summer of 1910, after a number of
exhibitions had been given throughout various
cities of the United States by a corps of avia-
tors who were taught to fly at Dayton, a ma-
chine made it.s appearance at Asbury Park's
exhibition, minus the front elevator altogether.
It was just merely left off, the usual supporting
struts remaining. From tliat time on, all ma-
chines were made headless and the two diago-
nal struts which stuck out were sawn off and
small "blinders" were put on. Next, the front
outriggers were shortened up, as we have ex-
plained in previous paragraphs.

^WRLornT PLAHTv

nOTOP3DE-PT 5

1 P C^KXir-P-_5f 't''« WQOT5V'ORig/l<< DE-pf 2- CYU/1DE«_o

TO FLY FOR HEARST PRIZE.

Robert C Fowler, a dark horse aviator, with
a staV)le of four Wright's is to start before the
middle of September, from Los Angeles for the
Hearst $50,000 coast-to-coast prize. A weal by
(^alifornian is backing the endeavor, which will
cost any contestant, according to the estimate.s

tiguied out bv well known aviators, anyw here
from $30,000 to $50,000 to carry tlirough.

Burton H. Dreyer, of Toledo, is now at Nas-
sau Boulevard with a 70 horsepower Gnome
engine. Bleriot copy, made by the Brooks peo-
ple of Saginaw, Mich. Dreyer will start during
September and ll.\' West.

lOO

AERONAUTICS

September. 1911

ATW^OOD MAKES NEW

W^ORLD DISTANCE

FLIGHT

1,'MH 3Iiles in 12 Day.s.
Suniniitry of the Flight.

Distance by path 1,266 miles

Distance, straigiit line, from town

to town 1,155 miles

Duration of flight .12 days

Actual time in the air 28 hrs. 53 min.

Mean speed 43.9 miles per hr.

Mean daily flying- time. 2 hrs. 27 min.

Mean daily mileage 105.5 miles

Started from St. Loui.s, Aug. 14

Landed New York, Aug. 25

Walking record for same dis-
tance 22 days

HARRY N. ATWOOD, an aviator of but
three months' experience, who made
a new American cross-country record
by flying from Boston to Washing-
ton, 461 miles in straight lines, June 30 to
July 10, between the days of August 14th
and 25th began and concluded another flight
which beats by nearly a hundred miles the
best previous cross-country flight, the Cir-
cuit of Europe, which took 19 days and
which distance was 1,073 miles, measured in
straight lines from town to town. Atwood's
flight, carrying a message fi'om the St. Louis
Pont-Disi)(it<h to the New York World, meas-
uied from stop to stop, totals 1,155.62 miles
from the point of start at St. Louis, ;Mo., to
the point of landing at Governors' Island,
New York. The distance measured by the
railroad, which Atwood followed pretty gen-
erally all of the way, has been figured up
at 1,266 miles. No official attention has been
paid the flight, unfortunately, by any club
and no figures that can be ver-ified ai'e avail-
able of the exact time of flight, nor of the
distance. As Atwood veered even from the
railroad course at times to fly over some
town, his distance undoubtedly considerably
exceeded even the 1,266 miles.

In recording this wonderful flight among
the annals of aviation history, mention must
be made of the fact that no repairs were
made throughout the entire distance to the
Burgess-Wright aeroplane, beyond re-bab-
bitting two bearings at Nyack, within twen-
ty-five miles of New York. And this was
the same machine used in Atwood's flight
from Boston to Atlantic City. Although two
complete machines followed the intrepid
aviator by express, they were not touched.
Aside from the personal victory, manufac-
turers of the Goodyear fabric and tires, the
Roebling wire and Mea magneto will come
for their share of the glory.

Using the greater mileage as a basis, the
daily average is 105 miles. Not a day In-
tervened between any two stages — the daily
grind was accomplished irrespective of wind
or rain.

Very little money came the way of the
aviator, despite his wonderful achievemem.
About $5,000 were the net proceeds. Victor
J. Evans, patent attornev of Washington, of-
fered a prize of $10,000 for the flight if it
could be done between the dates of xVugust
14 and 27. It was attempted to secure prizes
from the cities along the route, stops to be
made in those cities which hung up a purse.
This scheme was only partially successful
and at Lyons, N. Y., Atwood broke away
from this arrangement by the payment of
some $4,000 and continued his flight to New
York according to his own desires. On the
evening of the 25th Mr. Evans presented the
prize to Atwood at the Hotel Knickerbocker.

101

AERONAUTICS

September, lull

Atwood starting from the top of the Palisades at Nyack. IMote the wing warp and the air tanks.

Atwood carried with him on the machine
a suit case, with some clean clothing and a
few tools. No passengers were carried,
though an attempt was made to take up
Leo Stevens for the stage from Elkhart. It
was, however, found Impossible to get off
the ground In the small field. A pair of
cylindrical copper tanks, 9 ft. long, 10 ins.
in diameter, were attached to the inachine
at Castleton for the flight down the Hudson
River. The wire stays used in this machine
were made 2 gauges heavier than usual and
ferrules were used at strut ends at those
points where they are wrapped with twine
in the Wright machines. Where plates come
together and are generally riveted, welding
is done to inake doubly sure. All ribs were
"box."

In 1910 two prizes were open for cross
country flights: one of the N. Y. Times of
$25,000 for a flight from Chicago to New
York and the other of the N. Y. World and
St. Louis Post-Dlspach, $30,000 for a flight
between St. Louis and New York. Neither
were contested for.

Both prize offers expired by the end of the
year. The World offer was open for six
months, the Times prize was for a race
starting a set day.

There is no prize open for 1911, save the
Hearst coast-to-coast flight.

XOTE : — The first column of fi</iir''s- niiresent
rnihoiut »m7p.s ,• the xcroiul, miles in stnti<jht line;
llir tliird. fUlin;/ lime.

The FIlKhi Day I»y Day.

Al'C. 14.

. . .84.96. . .

.. .2:29

. . .90.72. . .

. . .1:53

. . .84.24. ..

. . .1:50

ST. LOUIS

SFIUNGFIELU, ILLS.. 98

PONTIAC, ILLS 97.

CHICAGO. ILLS 91.

283 259.92 6:12

This was the longest day's flight of any.

Passed through two rain storms. Averaged

46 miles an hour. At Pontiac a supply of
gasoline and oil was obtained and dinnei
was had at Springfield. The landing in
Chicago was at the aviation field on the
third day of the meet there. Further than
the rain, the weather was fine and Atwood
took it easy.

AUG. 15.

CHICAGO

ELKHART, IND., 101 89.87 .2:16

AUG. 16.
ELKHART

PETTISVILLE, O., ..97 92.55 2:06

TOLEDO, 37 37.28 35

134 130.13 2:41

Getting into Toledo, Atwood flew with the
wind which increased his speed to 65 miles an
hour. Atwood had railroad time tables with
him and at towns swooped down low to read
the name on the stations. His speed for
this day's flight was 50 miles an hour.

AUG. 17.

TOLEDO

VENICE, O 55 41.60 :59

SANDUSKY 3 2.24 :05

CLEVELAND 65 53.92 1:26

123 97.76 2:30

Average speed 45 miles an hour. From
Toledo all the way to Buffalo, Atwood had
the wind sideways off Lake Brie. The wind
was especially bothersome from Toledo to
Cleveland.

AUG. 18.

CLEVELAND, O

SWANVILLE, PA 84 87.68 2.07

Froni Cleveland the speed dropped to 39
miles an hour. The start was made from
Cleveland on a narrow strip of sandy beach,
narrowly skimming the lake. Puffy side
winds all the way. The course followed
along the edge of Lake Erie.

103

AERONAUTICS

September, IVll

JCof^neto

ST. LOUIS-NEW YORK

WHAT

ATWOOD

HAS TO SAY

AUG. 19. f^Jff^^^'^^^^^^^^^^^^i^^^^^^^^^^^'^'^

SWANVILLE *

ERIE 11 8.00 :14 %

BUFFALO 88 81.28 2:09 *

99 89.28 2:23 *

At Swanville the start was made in a 4"

strong wind. Arriving at Erie one new •i*

sparliing plug w^as inserted, tlie first mis- 4*

hap of any kind, if such it may be called. 4"

AUG. 20.

BUFFALO

LYONS 104 96.00 2:11 ^

AUG. 21. *

•i"

LYONS 4>

AUBURN 22.88 :56 *

BELLE ISLE 40 15.68 :32 ||

38.56 1:28 | BOSTON-WASHINGTON

AUG. 22. J^

BELLE ISLE ||

FORT PLAIN 95 83.84 2:10 4>

Averaging 44 miles an hour, with the air j^

so calm that Atwood either flew with his j^

hands in his pockets or became absorbed in J^

the doings of the hero in the railroad time- J^

table. Fort Plain was reached without inci- <!•

dent, where he was entliusiastically received 4*

by Ginseng Bill. *

AUG. 23. *

FORT PLAIN 4,

CASTLETON 66 53.44 1:32 *

From Fort Plain, Atwood followed the «|»

Mohawk River for a way then cut off be- *

low Albany to the Hudson River, which he •!•

followed to Castleton, where he changed his 4"

second spark plug. He stopped 15 minutes 4"

at a small town named Glen for gasoline. J

AUG. 24. *

CASTLETON *

GARRISON 86 80.64 2:05 J

NYACK 23 20.80 :32 4.

109 101.44 2:37 *

At times flying here was 60 miles an houi, ,|i

the fastest speed that has ever been made j^

on, under or above the waters of the Rhine •!•

of America, first navigated by power when •!•

Fulton sailed to Albany in the Clermont. •!•

Since then the Hudson has seen Wilbur +

Wright fly over its lower end, and Curtiss +

flew its distance in 1910. Before crossing +

the river to land on the east bank at Gar- T

rison, Atwood circled over the parade ground J

at West Point, in the expectation of land- T

ing, but the air currents which are always T

bad at this narrow and crooked part of the 21

river, made him finally go further. ^

•I*

AUG. 25. 4.

NYACK J

NEW YORK 28 28.00 :46 4.

GRAND TOTALS .1.266 1,155.62 28:53 *

Finding something wrong with the engine, j,

a landing was made necessary at Nyack, on ju

the top of the high hills which a little lower 4.

down the river form the Palisades. Here 4.

two bearings were found to be burnt out. 4.

These were babbitted again over night, 4>

and in the dense fog of the next day, the 41

25th, flew down the rest of the way to 4«

Governor's Island, where he was cordially 4» , , . . . j.j.

greeted by the officers of the military post. 4.+4i+4'+*+4'++++++**++*+++4'4"i"i"l'**

BURGESS COMPANY and CURTIS

Marblehead, Mass., Aug. ^8, 1911.
Messrs. Marburg Bros.,
Broadway and 58th St.,
New York, N. Y.
Gentlemen : —

Allow me to contrratulate you upon
the high qunlity of the Mea mngiieto which
served so well on my fiiBlits from Boston to
Washington and from St. Louis to New York.
It mHy interest you to know that Ihe
only control over the motor was llirougli the
retardation of the spark as no thiotlle or
other control of the gasolene supply i-* pro-
vided. The metliod of control through the
spark has given satisfactory results in all of
my long distance flights.

Yours very truly,
(Signed) HARRY N. ATWOOD.

USED BY

WRIGHT

BURGESS-WRIGHT
AUSTRIAN FIAT

SIMPLEX
MERCEDES

MAXIMOTOR

ASK FOR CATALOG

No. 9

MARBURG BROS.

*
*

I
HALL-SCOTT *

+
+
+

«. %

1777 BROADWAY
-NEW YORK

103

AERONAUTICS

September, 1911

GARROS MAKES N E W^ ALTITUDE

PARAME, France. Sept. 4. — FlyiiiK over
the sea here to-day, Garros broke the
J world's aeroplane altitude record by
ascending; 13.»40.

The Z Man Altitude Record.
It wa.s reported fi-om Enf^land that Comte
de Montalent and passeng-ei- tlew up to 2,200
meters (7,21fi ft.) in his P.reguet biplane at
Brooklands, Aus'. 9. Confirmation of this
will be awaited witti interest.

1-Man Altitude

ETAMPl-S, France, Aug. 5.— Capt. Felix
director of the Military Aviation School, as-
cended .3350 metres in his Bleriot, (10,9S8 feet)
breaking the aeroplane record for heiglit. Tlie
ascent was made in 59 minute.s, and the avia-
tor planed down in 6 minutes. The flight lasted
in all 1 liour 1.5 minute.s.

The official record for altitude had been held
by Legagneux, who at Pau, France, last Dec-
ember rose to a height of 10,168 feet.

The late Archie Hoxsey reached an unofflcial
height of 11,474 feet at Los Angeles, Dec. 26.

Vedrines Flies 496 Miles.

PARIS, Aug. 9. .Jules Ved'ines (Mo ane) the
French aviator, broke the record for a long-
distance flight over a closed circuit in compet-
ing for the Michelin Cup. He covered 811.2 kil-
ometers (504 miles) in 10 hours 56 minutes and
42 seconds beating Loridan's mark.

Vedrines flew over a measured course of
101 kilometers. In tlie third round he stopped
22 minutes for gas and oil, and 50 minutes in
the 6th and 7th. His official record stands at
800 kilometers for this prize. His average fly-
ing speed was 93 kilometers per hour. The
10 hours 56 minutes includes the 50 minute stops.
He used the same machine wliich covered the
1010 mile British circuit. His actual flying
time was 8 hrs. 54 min. 45 sec.

Cody Finishes 1010-Mile Race.

BROOKLANDS, England. Aug. 5.— Capt. F. S.
C^dy limped back to Brooklands today, two
weeks after his departuie on the 1010 mile
Circuit of Great Britain. His French rivals
Beaumont who won, and Vedrines, completed
the course in four days.

With the arrival of Capt. Cody the com e-
tition, in which only four men out of nineteen
finished, is ended. The otlier man to finish the
entire course, placed third, was J. Valentine,
who reached home the night before. These two
though badly beaten by the Frenchmen, made
it a point to show that all British aviators and
machines could start if given time enough.

Vedrines, after finishing second in the big
race, flew home to Issy, near Paris, on Aug. 4,
using the same machine. He stopped once at
Dieppe, after crossing the Channel. He cov-
ered 290 kilometers in 2 hours 35 minutes.
New Michelin Trial.

SAINT CYR, France, Aug. 7. Eugene Re-
nau.K (M. Farman) came near to Loridan's
(H. Farman) Michelin Cup record made .July
21, 700 kilometer, when he covered 657 kilo-
meters (418 miles) in 11 hours of actual flying: time for
stops not counted.

New 2-Man Distance Record.

CHARTRES, France, .July 30.— Level (Sav-
ary Jjiplane) beat the two-m.ml oi tance record h\
doing 241.79 kilometers. His time was:} hours l.Smiiuite-
3.5.8 seconds. The duration record up to the time of the
Chicago meet, was held by Amerigo. 3 hours 19 minutes.

Levels other records made, July 9, are: — -

2 hrs 151 kil.

3 hrs 224.85 kil.

200 kil 2 hrs. 38 min. 26.4 sec.

Beats Vedrine's Recoro.
MOURMELON, France, Aug. 26— M. Helles, a
\-oung French aviator, has broken Jules Ved-
rine's long flight record in competition for the
Michelin (bup. He covered 860 kilometers.

AERO

MART

Engines fur .Sale.

ENGINE F(JR SALE. — A. Harriman, 30-H.
P. engine; Eisemann magneto; late model;
bargain at $400. Address Harriman, care
AERONAUTICS. TF

FOR SALE — One 50 H. I'. 4 cvlinder, 4
cycle, Harriman engine. We bought this
engine for a biplane, but the plane was a
failure and was never completed, the reason
we are selling. Harriman Co. selling this
engine for $1,650, our price with two pro-
pellers, $700.

LE BRON-ADAMS AEROPLANE CO.,

313 So. 12th St., Omaha, Neb.— Sep.

F(JR SALE — .\n 8 cylinder "V Type,"
aviation engine, 30-40 H. P., in perfect con-
dition. Very little used. 270 lbs. thrust
driving. 7' 6" dia., 4" pitch propeller. De-
monstration to prospective purchaser. $560
complete, including brand new Bosch mag-
neto and propeller. Address "X," c/o AERO-
NAUTICS.— Sept.

FOR SALE AT A SACRIFICE.— Five brand
new four throw crank shafts, finest vanadium
steel made by P. H. Gill, Brooklyn, N. Y.
Suitable for 25-30 H. P. engine. Reason for
selling, we are no longer building engines of
this size. For price, .specifications, etc., ad-
dress fjuick,

ENGINE BUILDERS,
Care Aeronautics, Sep.

I'dNitions AVanted.

E(^UILIBRIST, SLACK WIRE WALKER,
well educated, good business training in
office, experienced in shop work, four sea-
sons operating own automobiles, wishes to
associate with manufacturer to give flying
exhibitions, train others and prosecute busi-
ness generally. Excellent reputation. Ad-
dress "Equilibiist," care "AERONAUTICS."

Sejj.

Carliiiretor KiKht.s for .Sale.

FOR S.\I>E — The J. .M. Automatic Carbu)--
etor for sale. Rights sell for $2.00 or 20'o
in same to manufacturers. John McDonald,
Jr., Point Prim. P.E.I. , Can. Sep.

llu.sineMM Cards.

J. ED. SHEFilFF, MECH.\NICAL EN-
GINEER AND 1NVENT(JR. ORIGINAL DE-
SIGNS A SPECIALTY. 125 WATTS ST..
NEW YOl^K. Dec.

Xeroplnne.s for Sale.

AMATEUR AlJtMEX: — Full size MuNO-
PLANE I'eady for power, $75.ihi. One pas-
senger; fine flyer. Four cent stamp for \>a.v-
ticulars. Send now. E. C. ."Ml.N'ERT .AERO
CO., 1122 West Locust St., Davenport, Iowa.

.Sep.

FOK .SAI.K CMF.Ar— Curtiss (Tvp.) Hiplano. IciiL'th
:« ft .width .)0x:. ft., 1:5,50.0(1. .50 H. 1'. U.K. .WIATION
MOTOR Al condition, with two 7 ft. I'ropellcrs.r J''4 and
5-''4 ft. pitcli. one ti-jrallon Gasolene Tank and one :J-galloii
Radiator. .$.500.00. TENT Al condition, loxfio ft., loft.
wall, $175.00. First come, lirst served.

LOUIS G. EKICKSON.
872 Liberty St.. Sprinf-'tield, Mass.| —Sept

104

AERONAUTICS

SclHember, 1911

THE Aeronautical Society in its
promotion uf aeronautics iias made good
progress in the past month in the way of
affoiding facilities for member's' benefit.
Its regular semi-montlily lectures and discus-
sions iiave been iiarticularly good.

Mr. Alfied Thompson, a noted scientist and
authority on Vanadium, gave an interesting lec-
ture, illustrated with lantern slides, showing
the compai'itive merits of Vanadium steel with
other steels. The Society is publishing this
lecture in full detail in bulletin form, showing
tables and cuts used, which will be forwarded
to its members and to the interested public
upon request.

Thursday evening, August 10th, was very in-
teresting, the discussions for the evening being
devoted to Interrral Combustion Motors, pre-
sented on all sides by the following speakers:

R. B. Whitman, "Gas Engine PrincriJles,"

Lewis R. Compton, "The Two cycle Kirgine",

Jas. G. Dudley, "The Two Cycle Errgine".

Hugo C. Gibson, "The Four Cycle Engine and
Common Misunderstandings",

George S. Bradt, "General Faults in Motors",

Ernest A. Von Muffling. "The Six Cycle
Motor".

Members in general at the meeting joined in
the discussion on the merits of tlie two and four
cycle motors, and infornration of considerable
value was brought to light.

Thursday evening, August 21st, was the eve-
ning devoted by the Society to a general dis-
cussion and a special talk by Mr. Arthur R.
Mosler on "Spark Plugs and Their Construc-
tion in General". Mr. Mosler exhibited num-
erous models and samples of Spit Fire plugs
and explained their operation and advantages.

Mr. R. E. Sabin gave an interesting talk and
special information on "Air Holes", with de-
monstrations on blackboard.

The Society will continue to hold informal
meetings every Thursday evening at its Club
Rooms, 250 West 54th street, while the Enter-
tainment Committee has arranged a series of
notably interesting lectures and talks for the
Pall and Winter-, which will be held on the
General Meeting nights — the 2nd and 4th
Thursdays of each month.

It should be noted that the Technical Board
of the Society, composed of twenty-five emin-
ent men from all sections of the country, is
doing exceedingly valuable work. This Board
is sub-divided in the following committees:
Standardization Committee,
Research Committee,
Record Committee,
Construction Committee.

Each of these committees is at the special
service of members seeking advice, co-operation
or assistance in advancing the particular work
the menrljer may have irr view.

The Aero Club of California, Lns

Angeles, has changed its rocjms to '.'A'.) Soutir
Hill street. The club is also taking steps to
acquire new grounds nearer the city.

The Eaton Brothers and Co., have established
a flying ground at Hyde Park, a suburb of Los
Angeles. They are manufacturing biplanes at
present. They have a maclrlne of their own
make, a Curtiss model, but modified as to the
running gear, which is partially a Sommer.

They have two engines, a Hall-Scott 60 h. p.
and a Ford automobile engine. This engine
(Ford a 22 h. p.) has been tuned up until it
gives between 30 and ?,:^ h. p. and Warren S.
Eaton is making daily flights with it.

In fact, the engine works so well that he is
able to take up a passenger. Mr. Eaton is one
of our old club members. Though young in
years, being but 19, we expect to see him de-

velop into one of our ci-ack fivers in the near
future. He is a graduate of the Los Angeles
Polytechnrc High School, wher-e he received his
mechanical training.

Frank Champion, a Long Beach boy, in a
Blerrot belonging to Earl Remington, (50 h. p.
Gnome), made a cross-country flight fr-om Dom-
rnguez field to Long Beach and return on July
oOth. This is his fir-st flight in this country.
A year ago he went to London and took lessons
in flying. I am infoi-med that the Aeronautical
Society of California, has secured Dominguez
field for its flying gr-ound. This flight lasted
about 45 mrnutes and the course lay partly
over the ocean.

II. La V. TWINING

The Trenton Aeroplane Club, Trenton, N. .1.,
has been incor-poi-ated.

Mechanics' Aeronautical Association is the
name of a new club at Rochester, N. Y. Offlcers
are as follows: President, George Boulton;
vrce-president, Fred Dengler; corresponding
secr-etary, H. H. Simms; treasurer, Howard
B. Nurse: governors, Fred Robinson, Charles
Riek and Glen Atkins. Communications will
reach the club in care of Mr. Nurse, 304 Cut-
ler Building.

The Continental Aero Club has been for-med
at Richmond, Ky. ; Capital $1,000. Incorpor-
ators: W. F. Higgins, W. J. Newson, H. R.
Tevis and S. ,E. Norman.

Aeronautical Research Club of the Y. M. C. A.

Buffalo, N. y., formed during August. The
officers elected are: President, N. E. (^orrin;
Vice-President, James Steller; Treasurer, N.
E. Marks; Secretary, H. C. Myers; Consulting
Engineer-, C. L. White.

The Aero Club of Oalifurnla, with Earle
Remington as president, has been established
as a sort of combination business and club
arrangement and bids fair to survive its birth.
The Society has secured Dominguez Field for
its f1\ing gr-ounds.

Author of "VelilfU'.s of the .Mr" Ite-signN
ChioiiKo <'lul>,

Chicago, August 12th, lyil.
Mr. Gr-over F. Sexton,

Secr-etary Aero Club of Illinois,
Auditorium Hotel,
Chicago.

My dear Mr. Sexton: —

1 am surr-endoring herewith my member-
ship cai-d, and with it tender my resigna-
tion in the Aero Club of Illinois, the same
to take effect immediately.

Feeling that many of my friends in the
club may expect and are entitled to some
explanation, I am herein stating my rea-
sons for this action.

When I enlisted in the formation of the
club, it was then clearly intended that its
organization was for the effective and in-
telligent promotion of aviation progress In
this locality, and it was anything but my
understanding that it was to be utilized
iir any way as a vehicle for the furtherance
of personal interests or social ambitions
on the part of any portion of its member-
ship. Assuring him of this view, I pre-
vailed thi-ough personal friendship upon Mr.
Octave Chanute to lend his great prestige

105

AERONAUTICS

September, 1911

to the infant club, by becoming its first
president — an office that he most reluct-
antly agreed to accept, and then only with
the "distinct stipulation that the example
of a well-known and much-criticised east-
ern aero club, which had degenerated into
an association of millionaire balloonists,
was the type of thing- to be avoided at all
costs.

The outcome I regret to state, has been
anything but what was hoped, and certain
aspects of the present International Avia-
tion Meet enterprise compel the realization
that The Aero Club of Illinois no longer of-
fers any opportunity w^hatever for men not
bulwarked by money, nor rated in society
to contribute to the progress of aviation.
Instead, there has come into being a sordid
self-seeking on the part of individuals — an
almost complete subordination of practical
and personal interest in aviation to a chief-
ly academic regard for and a social patron-
age of its possibilities.

One of the principal purposes behind the
organization of The Aero Club of Illinois
was that of casting off the domination or
the Aero Club of America, an essentially
local New York Club, which because of its
early formation, usurped and has sought
to maintain control of aviation sport
throughout the country, and has thus suc-
ceeded in constituting itself a clog upon
rather than a help to flight development.
At one time, when a secession of western
clubs from the Aero Club of America was
led in New York by the writer and other
members of The Aero Club of Illinois, it
appeared as if the democratization of the
sport was really in prospect, but since then
everything accomplished has been practi-
cally nullified by almost a complete acqui-
escence in almost every imposition of the
eastern club— even to the extent that the
superserviceable secretary of the Aero Club
of America has been employed to define
and dictate the rules of the present Chi-
cago competition.

The meet itself, under the guise of a non-
profit-paying corporation, has been turned
into a salary-disbursing business organiza-
tion, and its management vested in the
hands of a man with the tact of a Mis-
souri mule, whose only claim to the spe-
cial knowledge desirable for the place in-
heres in the fact that he has a ejuII with
the city administration and was a notori-
ous local politician out of a job.

Concerning the question of passes and
admissions, which it has been attempted
to magnify into the reason for the fast-
growing criticisms of the meet and its man-
agement, this has been left arbitrarily in
the hands of favored officials, who have
utilized their authority to favor their
friends and antagonize others. Already
this question has become a sore subject
with almost every working newspaper man
or other person having legitimate a business
at the fields or hangars, and already there
are many representatives of the press who
have paid admissions or missed news rather
than waste time in the continued attempt
to secure that to which every tradition of
their profession and every interest of the
meet legitimately entitles them. And yet
it was a matter of general consent Satur-
day afternoon that while everyone with
proper business instead of a special pull
was bullied away from the hangar enclos-
ure — a place of undoubted danger if over-
ctowded — this place was packed with from
one to two thousand friends, and friends
of friends of ceitain meet officials — a stripe
of petty grafting that naturally excited
criticism.

As for the quality of the exhibition that
is furnished, while this is certain to prove
vastly attractive to the numerous local
population whose interest has been hereto-
fore almost unsatisfied by Chicago's un-
paralleled and wholl.v unnecessary back-
wardness in aviation, every expert In this

field of engineering knows that it is any-
thing but what so important and populous
a community has a right to expect at this
time for the amount of money expended. In-
deed, Chicago is being made to pay heavily
for a show that is not even as good as can
be seen for nothing at almost any time, at
any of the European aviation grounds, or
even at the grounds of the Wright company
in this country. Yet there should have
been no difficulty, for the same expenditure,
in bringing to Chicago, for the time at least,
practically every world's aeroplane record,
thus making the most constitute an epochal
point in the history of aviation. Instead
there is billed simply a hippodrome exploita-
tion of such aviation progress as had been
made up to about a year and a half ago, at
which time there were plenty of fiyers cap-
able of doing everything that is going to be
seen at this meet.

This condition has resulted largely from
the patently ill-advised policy of refusing
bonuses and guarantees to the great flyers
of the world, whose claim for special finan-
cial consideration has been recognized at
all other meets and is most legitimately
based upon the fact that they are the men
who have spent their money and risked their
lives for the experimenting and the manu-
facturing that have afforded the most im-
portant results. The effect upon the quality
of the meet as a result of this no-guarantee
policy is readily discoverable in an analysis
of the entries, which have shrunken from
the much-touted list of fifty to the actual
appearance of sixteen, the eliminations in-
cluding most of those from whom really
notable results were reasonably to have been
expected. Those left include little of nov-
elty aside from Curtiss' interesting hydro-
aeroplane and a lone Morane that is one of
the first of its type to reach this country.
The rest are a few Curtiss machines, one
antiquated Bleriot, three or four American
counterfeits of ancient Bleriots, and a con-
siderable number of Wright biplanes, which
can be depended upon to carry away the
lion's' share of the prize money. And had it
not been for the Wright's fortunate
eleventh-hour decision to forget for the
time their own serious differences with the
meet management, this most considerable
portion of the show would not be in evi-
dence — with the eftect, for example, that
the eight machines in flight at once on
Saturday would have been reduced to three.

It is evident to all who know that from
such an aggregation of slow and obsolete
aeroplanes there can be little hope of new
records coming — unless by the process of
claiming them instead of making them, as
was done in the case of the passenger flight
of Welsh on Saturday, which despite the
misstatements to the contrary, does not sup-
plant the three hour and nineteen minute
flight made by Amerigo abroad, nor the
one made in France on July 1, by
Level in a Savary machine, M. Junquet as
a passenger. Similarly mediocre, and
equally significant of what is to be ex-
pected here, was yesterday's flfty-mile-an-
hour speed record when compared with the
world's official speed record of eighty miles
an hour, and numerous unofficial records
abroad in excess of one hundred miles an
hour.

The time is fast approaching when there
will be room in Chicago for an aero club
that will concern itself with the problem of
flight and the advancement of flight, rather
than with circus exploitation and society
patronage of the men who are doing things
in this field of engineering. And such a
club will depend for its strength not upon
wealth lavished upon the spectacular end
of a hobby, but upon a membership of the
men who are building and improving aero-
planes and flying them.

I am.

Sincerely,
VICTOR LOUGH BED.

106

AERONAUTICS

September, 1911

anyone will credit us with chars;ing- fake
against Ovington, Baldwin and' Willard
whose names were mentioned, but several
minds, who obviously must be quite dense
have endeavored to make it appear that
we have classed these gentlemen, friends,
with those referred to above in quotation
marks. We hope that this paragraph will
make it clear to all.

Cable: Aeronautic. New York
'Phone 4833 Columbus

A. V. JONES, Pres't
ERNEST L. JONES. Editor

E. L. JONES. Treas'r-Sec'y
J. C. BURKHART. Ass't Editor

subscription rates
United States, $3.00 Foreign. $3.50

advertising REPRESENTATIVES:

e. f. ingraham adv co.. 116 nassau st.. new york
Clifford W. bean, 5 Park so.. Boston. Mass.

No. 50 SEPTEMBER, 1911 Vol. 9, No. 3

Entered as second-class matter September 22, 1908, at the Postoffice

New York, under the Act of March 3, 1879.
^ AERONAUTICS is issued on the 30th of each month
^^ All copy must be received by the 20th. Advertis-
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AGENTS FOR "AERONAUTICS."

NEW YORK — American News Co., 15 Park PI.;
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St.; H. F. Mardorf, 4068 Olive St.

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ginia Ave.

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BERLIN — W. H. Kuhl, 82 Koniggratzerstr.,

S.W.
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E. C, George H. Scragg, Mgr. ; also at the

office of British Aeronautics, 89 Chancery

Lane, London.
BERNE — A. Francke's Sortiment.

WHOLESALE WRIGHT SUITS.

Attention has been called to the wordins
of a sentence which appeared under this
caption, in the fifth paragraph, in the Aug-
ust number. While the sentence perhaps
is a little bit obscure as to meaning, it was
certainly intended to make a distinction
between those well-known aviators who
were specifically mentioned, and "the large
number of lesser lights who are killing the
chances for future meets or exhibitions
all over the country, by failing to satisfy
the public, or even fly at all in many cases."
It does not seem possible to believe that

COMMENDABLE, BUT INCONSISTENT.

In a recent bulletin issued by the Aero Club of
America, tlie following resolution occurs: "RE-
bOLVED that the Aero Club of America
sti-ongly deprecates the practice of flying over
large cities at this stage of the development of
aeronautics; that this practice presents in many
cases danger to the public and offers no parti-
cular good or utility, from a scientific or any
other standpoint, and that any accident brought
about thereby at this time would greatly dis-
courage the progress of the Art by arousing
popular prejudice against it."

This is but following in the wake of foreign
clubs, some of which have suspended pilots for
flying over thickly populated districts. It is
undoubtedly a step in the right direction, and,
if consistently followed up, will tend to de-
crease ci'oss-city flying, which certainly pre-
sents features of a dangerous nature at the
present stage of the art.

Resolutions, however, are of little use when
not consistently backed up by a judicious exer-
cise of authority; and, in this case as in many
others that we might mention, the Aero Club
has painfully demonstrated the truth of the old
saying, "Consistency, thou art a jewel!" In
short, just a few days after the issue of the
aforesaid interesting bulletin, a cross-country
contest was officially conducted under the
auspices of a club affiliated with the A. C. A.,
which contest involved flying over the most
thickly populated parts of at least two cities.
New York and Philadelphia. Moreover, at least
one of the machines in this contest was new
and untried and an aviator of wide reputation
refused to take the risk of flying it without trial.

LTp to the present writing, we have not heard
of the Aero Club rising up in righteous indigna-
tion on account of this flagrant disregard for
its "resolutions," nor have any of the aviators
concerned been threatened with excommunica-
tion, so far as we know. All of which causes us
to remark, with tears in our voice, "Consis-
tency, old top, cheer up; the worst is yet to
come!"

GET BACK TO THE OPEN!

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107

AERONAUTICS

September, 1911

IN THE MANUFACTURING FIELD

Description of the New 712 H. P. Adams-Farwell Aviatiou ,>Iotor.

The Adams Company, Dubuque, Iowa, who
in 1S98 built the first revolving cylinder
motor that actually ran, and since 1903 have
been building the Adams-Parwell car,
driven by a motor of this type, are now
turning their attention seriously to the
production of high-powered aviation motors,
and have brought out a 72 h.p. motor, re-
volving vertically, as shown by photograph
herewith.

Since most of the laurels won by heavier
than air flyers have gone to motors of the
revolving cylinder type, this new motor, by
the world's first builders of that type, is
of especial interest. In addition to building
Adams-Farwell motors and cars, the Adams
Co. are large manufacturers of machine
tools and hardware specialties, so have not
found it necessary to market an aviation
motoi- in the expei'imental stage.

In some respects this motor is very sim-
ilar to the five cylinder revolving motors
used in the Adams-Parwell automobile, hav-
ing the same number of cylinders, the same
single throw crank, the same positive oiler
and the same crank construction. In other
respects, however, it is quite different, be-
ing designed from the ground up solely
for aviation purposes, and revolving in a
vertical plane, so that it may be direct
connected to propeller shaft or have pro-
peller mounted directly upon the motor for
aeroplane work.

The most interesting improvement found
on this motor and no doubt, the most im-
portant advance made in the consti-uction
of aviation motors since the introduction
of the revolving cylinder type, is the
elimination of the carburetor and employ-
ment of injection with a means for abso-
lutely regulating the amount of gasoline
injected into each cylinder, and insuring
that all cylinders will receive exactly the
same mixture. This also makes it pos-
sible to do away with the inlet valve, and
employ one valve for both inlet and ex-
haust, as only air is drawn in by the suc-
tion stroke of the piston, while the gasoline
is sprayed within the cylinder where it is
mixed with the charge of air before com-
pression. Having but one valve in the
head of the cylinder, it can be made amply
large to insure a full charge and a fiee
exhaust.

In order to relieve the cam controlling
the action of all five valves from the heavy
load of opening a large valve against the
high pressure at the time exhaust takes
place, the cylinders are provided with aux-
iliary exhaust ports, which are uncovered
by the piston on its downward stroke. No
check valves are required over these aux-
iliary ports, as on the suction stroke,
pure air and not a mixture of gas is drawn
in, so what air is drawn in through the
auxiliary ports on the suction stroke be-
comes a part of the explosive mixture in
the cylinder, and being a constant quant-
ity does not affect the operation of tlie
motor.

The control of the motor is entirelv
taken care of by regulating the amount of
gasoline used, and the only adjustment that
might be construed as belonging to the
carburetion system, is the valve by means
of which this control is accomplished. The
motor IS not sensitive to adjustment, and
the speed may be regulated through quite
a wide range by this simple means.

The lubrication system above mentioned
consists of an oiling device covered by one
of Mr. F. O. Farwell's patents. This oiler
consists of a single rotary member much
resembling in form the cylinder of a re-
volver, with longitudinal chambers bored
therein. Bach of these chambers carries
a plunger which, as the cylinder revolves
is driven from end to end by two station-
ary cams, causing a small amount of oil
to be drawn in to each of the chambers
at the bottom and ejected into a corres-
ponding tube at the top.

This oiler supplies cylinder oil of an ex-
tra heavy grade to the various bearings
and to the cylinders, doing away with the
necessity for splash lubrication which
calls for the flooding of other revolving cyl-
inder motors with a great quantity of oil
which gums up the valves and soots up the
spark plugs.

There are two spark plugs in each cyl-
inder of this motor, and two independent
ignition systems are employed, so that
either or both of the set of plugs may be
used, thus insuring against the accidental
stoppage of the motor frona a broken wire.

Something" over ten years ago, the Adams
Coinpany conducted a series of experiments
to determine the action of the air in cir-
culating about the cylinder of a revolving
cylinder motor, and as a result, established
beyond question the fact that longitudinal
ribs are much more efficient than the cir-
cular type. The air coming in contact with
the cylinder walls is thrown off radiall.v,
circulating lengthwise of the' cylinders, so
the only logical arrangement of cooling
ribs is lengthwise of the cylinders. The
placing of ribs in this way has the further
advantage of strengthening the cylinder
against tensile strain caused by the action
of centrifugal force, and the explosion.

This new motor operates satisfactorily on
any grade of gasoline, using ordinary stove
gasoline or naphtha with pert'ect success,
but when these grades are employed, it
is desirable to have a small tank of higher
grade gasoline to facilitate starting.

In designing this motor, reliability has
been considered above extreme light weight,
as evidenced by the large bearings on the
connecting rods, and crank shaft, and the
fact that four rings are employed on the
pistons where some builders of aviation
motors are using only a single ring.

The materials employed are, of course, of
the highest class, and Vanadium Chrome
Nickel Steel is used wherever practicable.

Having a bore of six inches and stroke
the same, this motor is rated at 72 h. p.
by the A. L. A. M. formula (square the

108

AERONAUTICS

September, 1911

bore, multiply by the number of cylinders
and divide by two and one-half), and on
actual propeller tests, has delivered more
power than this. It di'ives a 9 ft. 6 in. pro-
peller of 6-ft. pitch at 900 to 1,000 r. p. m.
developing a thrust of 440 to 460 lbs., which
pull can be maintained indefinitely without
overheating motor.

Probably 72 h. p. is more than the aver-
age aviator requires at present, but as com-
petition in this line becomes more keen
and greater records must be set to interest
government officials and other prospective
purchasers of heavier than air machines,
this additional power will be required and
as machines, of greater stability and larger
carrying capacity are built, tiie high power
will be found essential. Another point to
be remembered is that while a motor of
small power may be able to fly when prop-
erly tuned up, it is necessary to have a
motor of larger power if one is to be sure
of flying under all conditions and rising
from the ground quickly, where there is
not room for a long run in starting.

Those who have seen tiiis motor on the
testing stand, declare that it is the ideal
motor for aviation purposes and will, no
doubt, be the future power plant of many
record breaking machines.

The J. M, Carburetor

John McDonald, Jr., of Point Prim, P. &
E. Island, Canada, has sent us the follow-
ing description of a carburetor of his own
design, which he is desirous of putting on

-Cap

CARBURETOR-

&UCKLE- or-
tJAio. r^hon-

ALb, Point P-r'im
Pfc Islarni Cdn.

^CZZZZ,

^10

iQ^^

the market. This is intended to fill all re-
quirements, and to run perfectly at speeds
from 50 to 1,200 r. p. m. No adjustments
of any kind are to be made. Tlie illustra-
tion shows the arrangement and operation.
Gas enters at A and passes through needle
valve B, which is actuated by the float,
keeping the gasoline at the same height
as the nozzle C. The main air intake is at

DD. The piston B, driven by the cog from
the engine power, compresses the air and
gas, forcing it up into the mixing chamber
F, from which the engine receives it. For
high engine speeds there is an auxiliary
air intake provided in the ball cage GG.
The mixing chamber has a hot water jacket
to assure an even temperature at all times.
The piston of the compressor is oiled by
splash from the base of the carburetor.

"Curtiss-Type" Aeroplanes.

The use of the words "Curtiss-type" in
advertisements of aeroplanes built by
others than the Curtiss Aeroplane Co. has
caused the statement which appears below,
to be sent out from the Curtiss office.

One concern which operated in New York
and carried big advertisements in some of
the other aeronautical papers and automo-
bile journals boldly promised to deliver
"Curtiss" aeroplanes without motors, at
around five hundred dollars. The word
"type" was not even used. Statements,
though not in advertisements, were even
made by this company that their machines
were actually made at the Curtiss factory.
Anyone who purchased a machine on such
a condition from this five-hundred-dollar
concern were certainly defrauded.

For the purpose of quickly telling the
general appearance of some newly built
aeroplane, the use of "Curtiss-type" has
something to commend it.

Farman produced an aeroplane with cer-
tain more or less easily distinguishable fea-
tures and machines made by others, which
resembled the Farman original were called
"Parman-types" for the purpose of giving
at once a general idea of their forms and
principal characteristics. Curtiss produced
another pattern with easily distinguishable
characteristics, and copies of this, or ma-
chines resembling' the Curtiss in a general
way, were also described by saying "Cur-
tiss-type."

This manner of nomenclature has been
adopted universally. To describe the gen-
eral appearance of an aeroplane without
using such an expression as above, would
necessitate the use of a photograph every
time a certain not-well-known machine
were mentioned, or would entail a lengthy,
dry description, which would be worthless
save to convey to the mind of a reader all
that is simply set forth in the two words
in question.

It is claimed that such an expression as
this lays the user thereof open to prose-
cution where it is used to induce the sale
of aeroplanes, on the ground that a name
is an asset and no other manufacturer has
the right to derive profit from its use.
The Curtiss Company says: —

"Because of the dependability and popu-
larity of the Curtiss biplane, numerous at-
tempts have been made to copy it. Through-
out the country alleged aeroplanes, repre-
senting nothing more than fhe efforts of
local carpenters and blacksmiths have been
brought forth. Because in these struc-
tures, endeavors had been made to repro-
duce Curtiss ideas and achievements, these
'machines,' as defective in many instances
that they couldn't be fiown under any cir-
cumstances, have been called 'Curtiss' or
'Curtiss-tvpe' biplanes. In attempting to
flv these imitation aeroplanes many would-
be aviators have come to grief. They have
injured themselves physically and finan-
cially. Out of pocket always and in the
hosp'ital usually, they learned by sad ex-
perience that something more than a two
dollar blue-print was required to insure
the construction of an efficient aeroplane.

"Occasionally, in a machine more or less
rudely copied from a Curtiss model, an am-
ateur has succeeded in making straight-
away flights for short distances. But all
the 'achievements with 'home-made imita-
tion Curtiss biplanes' amount to scarcely
more than this. Several persons, having
more known hardihood than ability, have
advertised themselves, in an entirely^ un-
authorized manner, as 'Curtiss aviators.

109

AERONAUTICS

Aeroplanes at $90.

Aeroplanes are getting: to be cheaper than
automobiles. Here is a concern, the Wol-
verine Aeronautic Co., of Albion, Mich., sup-
plying all the parts for a biplane, save the
cloth, motor and wheels, ready to be bolted
tog-ether, for ninety dollars. The biplanes
are even guaranteed to fly and replace-
ments from defects are replaced free of
charge for a year. The same machine set
up, clothed and in its right mind, except
for power plant, sells for $400. The first
of these was bought by T. Tanner, in Cleve-
land, O., who put in a Roberts motor and
flew it first shot without any trouble at all.
There is no excuse now for anyone staying
on the ground, except that of cold feet.
All aviation editors will now have machines
of their own, no doubt.

Two-Seater Ameriean-Built Monoplane.

Willie Haupt wants to make a flight over
New York or around Manhattan Island in
the new monoplane, copied after the late
70 h. p. Bleriot, which he bought from the
American Aeroplane Supply House, of
Hempstead, fitted with a Roberts two-cycle
motor. A new machine with the same kind
of a motor has been completed for Judge
J. A. Brackett, of Boston. This in a two-

Septemher, 1911

M£i>r-aBgf

seater and is probably the only one of Its
kind as yet in this country. This was dem-
onstrated the first of August, by Haupt,
who circled the Mineola Field for 15 min-
utes with a passenger. A. V. Reyburn, of
St. Louis, is another purchaser of one of
these monoplanes, to be fitted with a 100
h. p. Emerson.

A visit to the factory of this concern,
at 266 Main street, in Hempstead, L. I., was
rather of a surprise. The workmen are
doing overtime on the monoplanes in order
to meet the urgent demands of the cus-
tomers who want to break them up or fly
them before snow falls. All the woodwork
is done right in the one building, the cov-
ering of the planes, the brazing of the
metal parts like tubing. Even the Bes-
semer "U" bolts, of the varying sizes, are
bent and threaded here. The workman-
ship displayed on these machines is excel-
lent and fully up to the original.

Application of Clutch to Aeroplanes.

With progress rapidly being made in the
maneouvering and construction of aeroplane.'^,
refinement of details are occupying the minds
of designers and engineers who have become
interested in aviation. Pilots are being com-
fortably shielded from the elements, and in-
struments of precision and maps are already
a part of the equipment of the present-day
'planes — non-magnetic compasses, revolution
counters, anemometers, gasoline and oil sights,
barometers, pressure gauges, inclinometers,
etc. For a long time dirigibles have been as
completely outfitted proportionately as the
latest ocean liner.

The one thing that, after the invention of
the motor, made tine automobile of today pos-
sible, the clutch, has been applied to the Zo-

diac dirigililes, those of the Astra company
and tlie new Zeppelins, and even to the aero-
plane.

The modern aviator starts his motor with
a crank, the same way as he starts that of
Ills automobile, with which he has come to
tlie aerodrome. The staiting of the engine
by turning over the propeller against the com-
pression, with its attendant possibility of a
"kick," ever a source of danger and an ac-
complishment that has already caused the in-
jury and death of several mechanics, is soon
to be a thing of the past.

To design an aeroplane clutch with a proper
friction surface, and without too great weight,
has been a problem, apparently solved in the
new Hele-Shaw clutch marketed by the Mer-
chant & lilvans Company, of Philadephia. To
obtain small friction surface and not too great
spring tension, a novel method has been
adopted.

In spite of the vei'y small encumbrance ot
the device, the undulated discs offer,' never-
theless, a relatively large friction surface,
they also produce a final wedging, requiring
only one-third of the pressure necessary for
any other system. An annular V being raised
in these discs, the latter are extremely rigid
and can sustain enormous pressures without
losing shape.

To allow the aviator to increase the pres-
sure on the discs from to 300 and 400 kilos,
the system of starting has been combined with
an effort not exceeding 10 kilos and that, too,
without exerting any axial push or tension.
Consequently, one need have no fear in mount-
ing the clutch on motors of the lightest con-
struction.

This result has been obtained by applying
the pressure between two ball bearings of
which one is stationary and the other ad-
vances to compress the discs B and C. On
tlie aeroplane models the pressure is applied
by means of a non-reversible screw.

The aeroplane clutch is composed of a
drum with its muff A containing bi-onze discs
B and steel discs C that glide alternately in
the grooves of the diuni and core 1 >. Tiiis
core is forged with the spindle E. Thus, when
there is no pressure on the discs, tlu->- all
turn on each other and the drum can turn
while the spindle remains immovable.

110

AERONAUTICS

September, 1911

As soon as the pilot presses on the discs
there is immediately produced a slight fric-
tion, which carries along- the steel discs and
with them the spindle E. This rotating in-
creases with the pressure up to the moment
when the two series of discs bound together
and the spindle turns at the same speed as
the drum.

The two ball bearings F are contained in
two concentric cages, one slipping into the
other.

The bearing C presses against the roller
J, which is itself held in place by the screw
K, into which is fitted tlie roller L,' forming the
support of the spindle.

The cage I is fixed to the chassis by the
shoulder M and this cage is lengthened on
each side by a support N for tlie lever O.
This lever, whose axis is in P, is joined with
the cage H by the rods Q. Consequently,
when the lever O is inoved forward the rods
Q push the cage and the bearing F and also
the rods R and the compressor plate S which
compresses the discs.

As soon as the lever O is released the mov-
able parts of the starting gear come back-

O. When the discs pile up the pointer comes
down a notch to maintain the pressure.

For the clutches of which the power ex-
ceeds 100 h. p., the starting gear is generally
made by a helicoidal rise acting between the
two ball bearings; this rise being operated
by a fly wheel and worm.

This system is in use on the dirigible bal-
loons Zodiac, Astra, etc., and on the new
Zeppelins.

CALENDAR OF EVENTS.

{Continued from page S7.)

Sept. 28 — Evansville, Ind., Curtiss hydro-

aeroplane.

Sept. 28-29 — Dubuque, la., Curtiss aviators.

Sept. 28-29 — Beach, N. D., Curtiss aviators.

Sept. 28-29 — Binghamton, N. Y., Curtiss avia-
tors.

Sept. 29-Oct. 7 — Springfield, 111., Wright ex-
hibition.

Sept. 30-Oct. 7 — St. Louis, Mo., open meet, not
definite.

fG"J 'kY

ward under pressure of tlie springs around
tlie rods R.

After this description, one notes that the
lever takes its point of support on the bear-
ing G to advance the bearing F and that there
is no axial push. The pressure on the discs
is only limited by the load that these bearings
,can stand. On the clutches for aeroplanes,
the pressure is limited to 350 kilos. There
is no loss of power as a consequence of the
work of the bearings.

So as to be able to limit this pressure and
increase the lever arm, the apparatus is pro-
vided with a pointer T. in which is placed a
spring (sized) so that the end of the pointer
can leave its cage when the pressure de-
termined on has been exceeded. On the axis
U of the pointer T, is keyed a lever V, whose
length of 340 mm. allows the exertion of a
pressure on the discs up to 350 kilos with an
effort of 10 kilograms.

To prevent any disengaging on account of
the vibrations, the end of the pointer T is
engaged in a series of notches on the lever

Oct. 2 — Walterborough, S. C, Curtiss avia-
tors.

Oct. 2 — Beatrice, Neb., Curtiss aviators.

Oct. 2-7— Cedar Rapids. la., Wrigrht aviators.

Oct. 2-7 — Spokane, Wash., Curtiss aviators.

Oct. .i-ti — Conway. Kan , Wright aviators.

Oct. 4-5 — Bad Axe, Mich., Curtiss aviators.

Oct. 5 — Gordon-Bennett balloon race, Kan-
sas City, Mo.

Oct. 5-8 — Peoria, 111., Curtiss aviators.

Oct. 9-12 — Lewiston, Idaho, Curtiss aviators.

Oct. 9-12 — Muskogee, Okla., Curtiss aviators.

Oct. 10-20— Macon, Ga.. Wright aviators.

Oct. 11-14 — Albuquerque, N. M., Curtiss avia-
tors.

Oct. 12-18 — Macon, Ga., Curtiss aviators.

Oct. 17-19 — Raleigh, N. C. Curtiss aviators.

Oct. 18-20 — Garden City, Kans., Curtiss avia-
tors.

Oct. 19 — Hatehez, Miss., Curtiss aviators.

Oct. 25-30 — Turin, Italy, 5th Congress, Per-
manent Internat'l Aeronautical
Committee.

Jan. 10-12, 1912 — Los Angeles, Cal., open
meet, arrangements not certain.

Ill

AERONAUTICS

September, 1911

MANUFACTURERS OF in Brass, Steel and Aluminum.

1L 1 I '^ ■ Kngine mountings for any

Aeroplane r arts t°\ t\ ^°r" ^^

M, Brass 1 anks of any description.

STEEL TUBE FRAMES TO ORDER

Reliance Auto Parts Manufacturing Company

244-250 West 49th Street, New York City

Telephone 5135 Bryant

QUEEN AEROPLANE COMPANY

197th STREET and AMSTERDAM AVE., - - NEW YORK CITY

This company is ready to make ([uiek delivery of its single or pas-
senger carrying monoplanes equipped with Anzani or Gnome motors.
It guarantees that in workmanship, strength of parts, beauty of finish
and in superior materials employed that the product of its factory equals
or surpasses the finest aeroplanes manufactured in this country or abroad.
The Company has an aviation school on Long Island for the instruction
of purchasers or others; and the ability and skill to gain an aviator's
pilot license from the Aero Club of America is guaranteed to pupils.

We have four complete Queen Monoplanes, ranging from $2,000
to $8,000, ready to fly and can be delivered at once.

INSPECTION INVITED.

Our machines have flown at Chicago International Aviation Meet,
Boston Aviation Meet, Garden City, L. I., and Atlantic City, N. J.

EXHIBITION FLIGHTS ARRANGED FOR.

TERMS UPON APPLICATION

l:1IJ;Hi^i;jii:H]Jf™a

On June 81st WILLIE HAUPT made a twelve-minute Hi<.ht at an altitude of .500
feet, at the Mineola Aviation Field, in one of our duplicates of the

1911 CROSS-COUNTRY TYPE BLERIOT MONOPLANE

This ni.irliiiu' is an exact (liiplii'ale of Iviilc L. ()\ iii;;l(iii's iiiacliiiif, ami is llu- liist niacliiiu' of tlio latest

type t<i l>f huill in tlic V. S.

SINGLE SEATERS. PASSENGER MACHINES, MILITARY AEROPLANES, RACING MONOPLANES, ETC.
Tuition Given Free to all Purchasers at our Aviation School

AMERICAN AEROPLANE SUPPLY HOUSE

266-68 FRANKLIN Street - - Hempstead, L. I., N. Y.

In answering advertisements please mention this magazine.

'AERONAUTICS September, 1911

U. S. PATENTS ABSTRACTED

Copies of these patents may be obtained
for five cents each, by addressing tlie "Com-
missioner of Patents, Washington, D. C."

Grover C. Younggreen, Los Angeles, GaJ.,
997,354, July 11, 1911. Filed Feb. 15, 1911.
PARACHUTE applied to aeroplanes.

John Travis, Cascade, Mont., 997,521, July
11, 1911. Filed March 7, 1911. ORTHOPTER.

Johann Schutte, Langfuhr, Near Danzig,
Germany, 997,419, July 11, 1911. Filed July
14, 1909. Steering, stabilizing and lifting-
apparatus for DIRIGIBLES.

John Hafelv, Boston, Mass., 997,496, Julv
11, 1911. Filed June 18, 1910. Screw-propelled
channeled DIRIGIBLE BALLOON.

Ferdinand Lischtiak, Eggenberg, near
Gratz, Austria-Hungary, 997,455, July Id,
1911. Filed March 2, 1911. Foldable KITE.

Charles Alfred Swenson, INIedford, Mass.,
Assignor of one-half to Otto E. Kuehl, Med-
ford, Mass., 997,587, July 11, 1911. Filed Sept.
17, 1909. PROPELLER with adjustable
blades having projecting curved ribs.

Halvor Gaara, Bo, Norway, 997,612, July
11, 1911. Filed August 17, 1910. Steering de-
vice for aeroplanes, in ^vhich the rudders
are assisted in manual operation by the
force of the wind tui-ning a propeller (with
blades angularly adjustable by a lever)
which rotates a shaft on which wind the
control cables of the rudders.

Charles Winston, Topeka, Kansas, 997,-
727, July 11, 1911. Filed Sept. 20, 1909. Aero-
planes with PLANES MOVABLY CON-
NECTED with the frame.

Pius Beidl, Vienna, Austria-Hungary,
997,733, July 11, 1911. Filed October 26, 1909.
Device for manual and automatic STEER-
ING of aeroplanes.

Max Goehler, Vancouver, B.C., Canada, 997,-
804, July 11, 1911. Filed June 28, 1910.
Pivotallv mounted, vertical, oscillating
BLADES TO PROPEL aeroplanes, acting
similar to the sculling of a rowboat.

aeroplanes arranged in stepped form, means
supporting said aeroplanes at their from
portions, yielding means supporting the rear
edges of said aeroplanes and adapted to
permit the same to be depressed at their
rear edges, a rudder, a steering means, con-
nections between said steering means and
the rudder, and connections between the
steering means and the rear edges of the
aeroplanes. Combination wheel and runnei
chassis, with means for automatically or
otherwise releasing the wheel of the ma-
chine after it has left the ground.

The present patent is for improvements in
the machine of the former patent, incidental
to its use as a power machine and especially
for the combination of the wheels and runners,
tlie wheels alone being used for starting and
runners alone for finishing a llight. The

wheels are adapted to be automatically raised
or released after leaving the ground in Hight.
The claims also cover the steering device in
form of a handle bar; lateral balance and
elevation being effected by depressing the rear ,
of tlie planes. In the machine flown by Mr.
Sellers, the front and upper plane is used
for both elevation and for lateral control.

Daniel D. Wells, Jacksonville, Fla., 997,-
884, July 11, 1911. Filed August 5, 1909.
Reversible and adjustable pitch propeller.

Christopher John Lake, Bridgeport, Conn.,
998,295, July 18, 1911. A flying machine
having a series of SUPERPOSED CON-
CAVE SUSTAINING SURFACES of a gener-
ally triangular and forwardly pointed shape
and a propeller located in front of said
series, each of said sustaining surfaces
being larger and extending beyond the
edges of the one below.

Frederick Farmer, Worcester, Mass., as-
signor of one-half to Matthew P. Whittall,
998,333, Julv 18. Filed July 12, 1910. AU-
TOMATIC STABILITY. On each of two
vertical shafts mounted at the outer front
struts is a triangular balancing plane In
the form of a quarter-section of a screw
(said plane having two rearwardly extend-

998,33-3.

Charles Obediah Rowland, Chicago, Ills.,
997.856, July 11, 1911. Filed December 27,
1909. AIRSHIP comprising a body provided
with a closed front end, an open rear end
and a longitudinal opening in the under side
of the body and a framework suspended
from the body, adjustable planes mounted
on the said framework on both sides of the
said body, means for adjusting the said
planes, a horizontally disposed plane se-
cured to the said framework beneath the
said body, exhaust fans in the said body,
for drawing air into the body through tlie
said opening and exhausting the said aii-
rearwardly out of the said rear end of the
said body, and means secured to the said
framework for operating the said fans.

Matthew B. Sellers, Baltimore, Md., 997,-
860, July 11, 1911. Filed April 28, 1909.
STEPPED AEROI'LANE with two or more

ing edges at ;in angle to ench other, the
outer one of said edges being liigher than
the inner one), which can be swung by ca-
bles over pulleys, one inwardly and the other
outwardly, automatically operated from a
pendulous weisht, .so that the balancing piano on the
lower side of a laterally tipping nijuliine would swing
out and the other one in. Vertical vanes are provided,
also,, which automatically swing to prevent the natural
turning movement of the machine caused by the above
operation of the balancing surfaces.

112

AERONAUTICS

September, I'-iU

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In aitsu'eriug advertisements please mention this magazine.

AERONAUTICS

October, 1911

A POPULAR SCIENTIFIC EXPLANATION OF THE

MOTIVES OF THE GYROSCOPE AND ITS

APPLICATION IN AVIATION.

By Emil Buergln.

THE number of applications of the gyro-
scope in mechanics has grown enor-
mously during late years, while the
comprehension of its real motive of
action has not kept step in proportion. This
is due to the lacl-c of literature concerning
the theory of the gyroscope. The few books
pertaining to the subject display svich a col-
lection of higher mathematical formulae that
even technically educated men are not prone
to tacltle them. There is, however, a possi-
bility of explaining in a more comprehensive
way the peculiar action of the gyroscope.
By applying only the fundamental law^s of
dynamics, omitting mathematical formulae,
it is still sufficient to judge the effect of the
gyroscope in any case in which it is applied.
The aeronautical bureau of a flrst-class
newspaper exhibits an electrically driven gy-
roscope to the eager spectator. Instead of
explaining, liow-ever, the laws of its motion,
it hides them under a cover of mystery. It
suggests that the gyroscope ignores the laws
of gravity by demonstrating it, lifting a
weight without any counterbalance. But the
comprehension of the motives of the gyro-

to the former one and goes through the axis
X. (Fig. 2).

But we find that according to the laws
of dynamics there is still another power act-
ing on the gyroscope. If a particle of mass
moving in a certain direction is to change
its direction even within a small angle, this
has to be originated by a force acting ver-
tically to the former. We observe that daily.
An element of a fly wheel may have at a
certain moment a velocity in direction d
(Pig. 3). The next moment it has the direc-
tion d. The tendency of this element to keep
in its initial direction is called centrifugal
force. Its reaction is the force that changes
this direction and is equal to the strain on
tiie different parts of the rim of the wheel.
If the wheel bursts this reaction ceases. As
nothing is preventing the detached pieces
from follow^ing the course they have at that
moment, they fly away tangentially but not
radially. It is similar w-ith the gyroscope
where the centrifugal forces compensate each
other within the fly wlieel proper. But if
the gyroscope is making said revolutions
around axis Y, all elements of the wheel

scope will make it easy to look into these
mysteries and find their origin.

In Fig. 1, ABCD shall represent the ring of
a gyroscope revolving around a spindle Z. X
and Y are two axes at a right angle to each
other and lying in the plane of the ring. If
we turn the spinning gyroscope slowly but
steadily around the axis Y, each of the parti-
cles of the ring will receive an additional
velocity but vertical to the plane. Near A
and C it will be the greatest and zero in B
and D. Representing these velocities by
arrows, the connecting line of their points
will be an ellipse lying in a plane through
the axis Y. Hence a revolving particle of
the ring will endure on its way from A to B
a reduction of speed produced by turning the
gyroscope around the axis Y. It will be zero
in B and reversed in C; then diminishing and
changing its direction in D to have again
the original velocity in A. To do this the
particles have to receive accelerations down-
wards on the way from A to C and upwards
from C to A, which necessarily produce a
reaction in the opposite direction; that is,
from A to C upwards and from C to A down-
wards. It is the strongest in the points B
nd D. Representing each element of reac-
tion by an arrow in pi'oportion to its force
and of the same direction, we again receive
an ellipse by connecting their terminals.
This ellipse is, however, turned at 90 degrees

perform this same angular rotation around
axis Y. By this an element parting from
point B intending to follow the circular
course, w^ill suffer a change of direction. It
is brought downward by a force vertical to
it which produces a reaction upwards but
of the same magnitude. There is a similar
one in point D in opposite direction. On
both sides of B and D the forces decrease and
are zero in A and C, these vectors of velocity
being only removed parallel. The total re-
action produces again a moment of torsion
around axis X and is of the same direction
and proportion as the one that resulted in
the beginning.

These reflections show that the resistance
of a gyroscope to any change of the di-
rection of its axis depends only on the weight
and the velocity of the rim of the wheel.
Further, the moment of torsion acts per-
pendicularly to the direction in which the
gyroscope receives its inclination and there-
fore it cannot oppose this motion.

Now those having experience with the
gyroscope will find this latter result entirely
contrary to their observations. They shall,
however, not be reproached for this, for
even in scientific literature one can read
about the stable axis of the gyroscope which
resists to every change of direction. All
applications, however, that were based on
tils assumption proved to be a failure.

113

AERONAUTICS

October, 191 1

Let us see how the gyroscope will act
according to these stated facts. The in-
clination around the axis Y creates a moment
or torsion about the axis X which makes
the gyroscope turn around axis X within
the same angle as the original movement
around Y. This second motion creates, how-
ever, again a perpendicular moment which
has Y as axis and this one opposes the
original motion.

If we hold a revolving gyroscope in our
hands and want to turn it we have indeed
the impression that the axis is stable. It is
because we do not realize the small per-
pendicular moment to which we yield and
which induces the reaction in the first di-
rection. If, however, we fasten the gyro-
scope in an apparatus which prevents any
moving of the gyroscope sideways, the turn-
ing in the first direction will be just as easy
as if the gyroscope were not running. These
results also show that the gyroscope does
not ignore gravity. A gyroscope in hori-
zontal position, the axis of which is only
supported on one end, will not drop but it
will begin to rotate slowly around its point
of support. In the first moment it intends
to follow the force of gravity, but this angu-
lar movement will induce perpendicular
forces to it, producing a similar movement
horizontally, which again compensates the
influence of gravity. The higher the number
of revolutions of the fly wheel, the greater
are the induced forces, and the slower, there-
fore, the gyroscope can rotate around its sup-
port in order to counteract the influence of
gravity. This horizontal motion of the
gyroscope around its support is called pre-
cession. If we increase it the gyroscope will
rise and if we prevent it the gyroscope will
drop as if it were not spinning.

These are the laws the gyroscope is sub-
jected to and their comprehension enables
us to consider where and how gyroscopical
forces are acting.

The interest in the qualities of the gyro-
scope has become more general since the de-
velopment of the aeroplane. It was hoped
that this apparatus, resisting practically to
every turning motion, might give the float-
ing aviator a point of support in order to
keep his machine in a voluntary direction
as a compensation for the one he cannot have
from the earth. Up to this present day, how-
ever, we are glad to succeed in eliminating
or counterbalancing the existing gyroscopic
influences on an aeroplane.

To steady an aeroplane by means of a
gyroscope we can consider three possible
ways:

(1) Entirely stable,

(2) Entirely free, and

(3) Half free.

(1) The entirely stable suspension has
been tried the most. While this method
proves very successful with torpedoes, it
cannot be applied to aeroplanes. There it
would have the same effect as the gyro-
scopic forces of the propeller and the rotary
motor, twisting the aeroplane and producing
great strain in the frame work.

(2) The entirely free suspension. This
method is applied in the Whitehead torpedo.
The gyroscope is supported by two rings
which can swing at a right angle to each
other, by this permitting the gyroscope to
swing in any direction.

If the torpedo, installed in this way, makes
a turn, the gyroscope will keep its original
direction. A lever hinged to one of the two
rings will act on the valve motion of a
pneumatic servo motor which changes the
position of the rudder. But even this small
resistance changes gradually the original
direction of the gyroscope, and therefore also
influences the torpedo in its course.

Although with the flying machine wo do
not ask for so exact governing, this system
is not applicable to it because we wish to
change our course voluntarily.

(3) The half free suspension. The gyro-
scope is built in such a manner into the
framework that it is obliged to follow the

motion it is to correct, but can swing in a
direction vertical to it. It only should be
powerful enough that the secondary motion
can easily overcome the resistance in govern-
ing a servo rnotor.

With the flying machine there are three
directions, perpendicular to each other, in
which we desire to prevent an involuntary
turning. To do this we need for each direc-
tion a gyroscope for itself. It is the most
important to prevent the aeroplane from de
scending suddenly; that is, from an involun-
tary turning around the horizontal axis
through the planes, which would produce
sudden falls. For this purpose the gyroscope
can be placed either with its rotating shaft
in the direction of the course of the aero-
plane, allowing it to swing horizontally, or
it may be suspended vertically, allowing it
to swing in a vertical plane, which is, how-
ever, perpendicular to the direction of the
motion of the aeroplane.

If we wish to ascend or descend we simply
change the angle of the plane in which the
gyroscope can move in relation to the aero-
plane. Thus the gyroscope will influence the
servo motor and by this the rudder until we
have the desired direction.

Any other turning motion of the aero-
plane will be of no influence on this gyro-
scope, the friction of the governor being
sufficient to keep it in the same position
relative to the framework. The reason is
that the gyroscope is stable in the direction
perpendicular to this motion and therefore
cannot produce any gyroscopic reaction. This
was proved above.

A second gyroscope can be used for keep-
ing the lateral equilibrium. This gyroscope
acts similarly to the first one upon a servo
motor. It has to follow the lateral swaying
of the aeroplane but can swing liberally in
the longitudinal direction.

The control of the vertical rudder in the
rear may be left to the aviator.

It might still' be desirable to limit the
speed of the aeroplane in ascending or de-
scending. Ascending at too steep an incline,
the power of the machine will not be suffi-
cient to produce the necessary speed to sup-
port the aeroplane and it will drop back-
wards.

Descending too rapidly, the framework
cannot resist the air pressure. If, however,
we connect the gyroscope which controls the
rudder for steering up and down with a
transverse vertical plane pivoted to a hori-
zontal shaft, the increased or decreased air
pressure upon this plane will change the
inclination of the gyroscope to the axis of
the aeroplane and so influence its course.

All these installations do not diminish,
however, the demands regarding the facul-
ties and skill of the aviator, for this
mechanism is liable to break down and has
then to be substituted by individual steering.

At Topeka, Kan., A. H. Longren, a machin-
ist employed in the railroad shops, flew in a
homemade plane from a farm seven miles
south-east of Topeka, across the center of
the city and landed on the Washburn College
campus without damage to self or machine.
His flight including detours was more than
ten miles. Longren never navigated an aero-
plane until he made this trial flight.

DiiriniE: the prcst-nt season the C ur t i s s E x-
hibition Company has contracted for, and
carried out, exhibitions at thirteen state
fairs, viz. — South Dakota, Vermont, Montana,
West Virginia, Wisconsin, Missouri, Maine,
Alabama, New Mexico, Oklahoma, Utaii,
Georgia and North Carolina. Contracts are
coming in to the Company's office every day
from secretaries of state fairs throughout
the country, particulaily fairs in the southern
states.

114

AERONAUTICS

October, 1911

DOUTRE LONGITUDINAL STABILIZER

THIS apparatus, which was designed and
patented in France by M. Doutre for
the automatic maintenance of equilib-
rium of aeroplanes, is composed es-
sentiaUy of three members: (1) an anemo-
meter, (2) an accelerometer, (3) a relay
cylinder.

The anemometer is composed of a plate
which normally receives the relative wind.
This plate is balanced by two springs R' in
such manner that when the relative speed is
sufficient for the proper control of the aero-
plane it rests upon a stop.

As soon as the relative wind diminishes,
the springs R^ press the plate, which, by
means of the relay cylinder, places the
equilibrator at descent. When the relative
speed of the wind is again sufficient for con-
trol, the plate is gradually brought back to
its oi'iginal position.

A view inside the Doutre Device.

The accelerometer is composed of two
movable weights M, each upon a rod placed
in the direction of the flight, and capable of
shifting as soon as positive or negative
acceleration is produced. They are both
kept in place by two springs R situated in
front and behind. The purpose of these
springs is to restore the weights to their
original position as soon as the aeroplane
regains uniform speed, and they also pre-
vent all movement of the weights, when,
without acceleration, the appai-atus is in-
clined, either forward or at the rear.

l!v shifting, the weights set in motion the
slide vaUu> of the relay cylinder controlling
the rudder, and by means of the latter,
equalize the effect of inertia upon the aero-
plane.

When a shock to which the aeroplane is
subjected causes it to lift its nose, the
rudder is set for ascent, and, inversely, for
descent when the shock tends to cause the
aeropkine to fall.

The weights are subject to exactly the
same effects of inertia as the aeroplane it-
self, instantaneously registering the direc«
tion, the duration and the intensity of thf
shock.

The control, therefore, is instantaneous,
and accompanies the shock; or in othei
words, it is the shock itself, which at thi
same time as it produces a disturbance of
the equilibrium, also produces a compensat-
ing movement of the rudder.

Since the anemometer and the accelero
meter have a common purpose they are com
bined in a single device capable of correct
ing all trouble which may arise.

To this end the anemometer and the ac-
celerometer act upon a single rod controlling
the slide valve of the relay cylinder; thei»
movements are algebraically combined upon
this rod, so that the couple of correction ob-
tained is equal to the sum of the couples
necessary to maintain the equilibrium of
the apparatus or to aid it to regain a cor-
rect position.

This algebraic addition of the movements
of the anemometer and the accelerometer is
effected as follows;

The plate, when shifting, carries with it
the rods A, and consequently the weights
niounted thereon and retained in position by
tlie springs R. The weights are, in their
turn, movable upon these rods on which they
shift whenever they are subjected to a
shock of such a nature as to overconie the
resistance of the springs R. By the rods
E they are rendered rigid with the slide
valve of the relaj' cylinder.

The single resultant of the indications
given is registered by the shifting of a
single rod, and hence the movement of the
rudder and its intensity and duration are
measured with precision. Every variation
in the angle of attack necessarily bringing
about a corresponding variation in the speed
of displacement of the aeroplane, the
stabilizer, by means of its accelerometer, cor-
lects the effect of its own rudder's movement
at the same time as the apparatus obeys that
movement. This control effect is extremely
interesting and important, and constitutes
one of the essential characteristics of the
stabilizer.

No delay is possible since the apparatus
registers, not the disturbance, but the dis-
turbing causes themselves.

The purpose of the relay cylinder is to
transmit with sufficient force to the horizon-
tal rudder, the indication given by the plate
and the weights. In its construction it re-
calls the device employed for the first
torpedo.

As is well known, in this latter apparatus
every displacement of the slide valve
causes a corresponding displacement of the
piston, exactly as if the slide valve and the
piston formed part of a rigid whole.

The stabilizer, composed of its three mem-
bers, anemometer, accelerometer and relay
cylinder, is clearly illustrated in the figure
showing a section of the apparatus.

In this figure will be seen the plate
mounted on the tubes A which slide with
little friction in the aluminum case F, the
action of the air on this plate is balanced
by the springs K' wound upon these tubes
between the collars; the weights M can
shift on the tubes A. The springs R render
the weights rigid with these tubes when
the plate recedes or advances under the
varying pressure of the wind, but neverthe-
less permit them to move along these tubes
under the force of inertia.

115

AERONAUTICS

October, 1911

The rods E, rigid with the weights, are
rigidly assembled on the rod T of the slide
valve of the relay cylinder. This slide valve
is arranged in the rod itself of the cylinder
C- the compressed air is admitted into the
chamber D of this cylinder and is distributed
into the chambers I or H, according to the
direction in which the rod T is shifted, the

I bars K or L covering or uncovering tlie en-

trances of the passages N and O. Depres-
sions provided upon the rod T permit the

40 kilogrammes, which is entirely sufficient
in all cases.

A small pump operated by the aeroplane
motor furnishes the compressed air to the
relay cylinder, and a reservoir is provided
which makes it possible to have a sufficient
reserve supply in case the motor stops.

This stabilizer was tested by the inventor
at the Juvisy aerodrome during the months
of February, March and April, 1911, on a
biplane of the Henri Farman type. Then in

" t Z 3. i . i ,: a . ( t

f^i ' ^«m ' V , o j, T^- -

. ^a B,o«, o -a

^f ^it ' i' u J B U U B ' J r, B ^

m^A'Mm'ffM

Plan view of Stabilizer.

11 compressed air to escape from the chamber

H through the orilices S, when the air is
admitted into the chamber I and vice versa.
All the movements of the slide valve T are
thus instantaneously followed by a move-
ment of the piston B in the same direction.
The piston B is connected by suitable con-
trolling members to the rudders.

May last it was installed on a Maurice
Farman aeroplane of the military type.
With this apparatus the pilot made flights
from Juvisy to Bug and back; Juvisy to
Villacoublay and from there to the plateau
de Milly and return.

A demonstration took place on July 21st,

Doutre Stabilizer on an M. Farman Biplane.

A force of 100 grammes at the most is before General Roques. who made a fifteen

necessary to shift the rod T, and the piston, minute (light over the lield. General Jioques,

according to the pressure of the compressed upon alighting, declared that the operation

air, can exert a working force of from 10 to of the stabilizer had been perfect.

116

AERONAUTICS

THE TWO-PLACE

October, 1911

DEPERDUSSIN MONOPLANE

MEbbRb u. M Dyott and Captain P.
Hamilton, of 50 Church St., New York.
have brought to this country the first
l^eperdussin machines seen here- one '>-
place machine with a 6-cylinder, 50-60 h n
Anzani motor, and the other a single flyer
with a 3-cylinder, 30-35 h. p. engine of the
same make. These engines are the verv
latest put out by the manufacturer and are
.giving perfect satisfaction, even in their un-
tried condition. Both machines were flown
over from IMineola to the Nassau field the
hrst time the engines were run in flight
Apparently over-heating has been gotten
away from in the newer engines. The one-
man machine is almost exactly a smaller
replica of the 2-place "plane.

The first flights made with these machines
over here were from Belmont and Mineola to
Nassau and around and in some of the con-
tests of the Nassau meet. About half the
time the management failed to provide shed
room. The motors had not been tuned up
before leaving the factory, owing to need
for rush delivery, and one or two little bits
of accidents, like short-circuiting a magneto
or failing to turn on oil just robbed the new
machines of a place in the prize list, which
was small an\way.

These "planes remind one of Antoinette's in
flight through their outlines: they fly at a
speed of about 60 miles an hour' and land
and rise beautifully. The lunning gear is
very staunch, as has already been proven.

The Deperdussin first made its appearance
at the Paris Show in the Winter of 1910
Since that time the factory has pursued
vigorous methods and it is now almost im-
possible to obtain prompt deliveries. Avia-
tion schools have been establislied and many
have learned to fly this machine. The smaller
machine, with a 30-h. p. Anzani motor can be
bad in America for .$4,000, whil.> the 2-place
machine will run up to $8,000.
_ A military type, one-place machine, with
.50-h. p. (Jnome: a two-seater with either 60-
h. p. Anzani or 50-h. p. Gnome; a 70-h. p.
Gnome two-i)lace and a 3-seater 100-h. p.
(.nome military type are other models. The
military types are used by every European
government save En.gland.

The Deperdussin holds many world records:
In fact all speed, duration and distance
records for -I and 5 men, up to 50 kilometers.

SiipportiiiK' IMniio. Tlu^ wings offer verv
ample lifting surface for the weight. Great
stiength is imparted to their construction
by the two staunch inasts erected at the
front of the fuselage. These are of large
size at their base and accommodate the ends
ot tile front lateral wing spars. The gu\s to
ttie front main spars are large straiided
cables. On the Nieuport one notices also
tlie use of heavy cal)les for guying. The
wing construction is of conventional tvpe.
riie ribs, like those of the Bloriot, aie of
■"I" cross section, merely a web with top and
liottom chords tacked and glued. The enter-
ing edge is an oval strij) of wood against
wliich the rib ends l)ult. Of course, the cloth
is put on both sides. A preparation called
'"lOmaillite" rendei-s the fabric moisture proof
niil iiearl.x- oil )>roof. This same varnish is
used to cover all fabi-ic on the liiachine. The
Trailing edge of the cloth is laced to each
rib-end throu.gh eyelets in tlie fabric. A strip
of wiiod runs along about an incli from the
baclv edge between llir upper and lower
cliorils of the I'ibs.

•Metal plates are placed under the metal
connections on the wings tt) wliicli the gu\-
and warping cables run. to prevent abrasioii
i>r tlie fabric.

'I'lie wing curve flattens out sliglitly near
the tips. There is a small diliedial angle to
the wings on the 2-place machine. On the
single i)liine there is practically none. The

ii':

AERONAUTICS

October, 1911

h-'l-

OE-Z«-« Oi_/Ji/r^

Scale Drawings of Deperdussln.
118

AERONAUTICS

October, 1911

-enter of gravity is about one-third back
"rom front edge. Tiie gliding angle is 5 deg.
:o 7 deg.

Cuutrol.o. The warping and rudder action
s instinctive. Pushing forward on the in-
/erted U-shaped yoke steers down through
■rossed cables to the elevator at the rear
^nd of the fuselage. Turning a hand wheel,
nounted in the center of the yoke, to the
ligh side lifts the low, or down, wing, and

sided square steel socket about S inches long.
At this point these spars aie cLose to 1
Inch square. They taper from 1 14 inch
square at front end of the fuselage to %
Inch squaie at the rear end. Fabric is used
on all four sides of the rectangular (cross-
section) fuselage: tacked on the bottom and
lower edge of sides. Top edges of sides have
grommets inserted and lace over the longi-
tudinal spars to the panel on the top side of

^ice-versa. A foot-yoke steers right and left,
tie ludtier cables running straight. The e!e-
'■ntor wires are good heavy cab'es running
)yer pulleys and through copper leads packed
vith grease. The cables from the warping"
vheel lead over pulleys in the angles of the
'U" down to a rocking lever attiched to
he rear cross-member of the chassis. From
lere the cpbles run over pulleys on the skids
o wire-thimbles, from which each branches
nto three heavy steel wires with tighteners
o different points on the re:ir spar, as shown
n the drawings. The elevator cables are Vs
nch diameter and run bick on eich side of
;he fuselage to the two masts on the
levator.

Puselase. The Spruce fuselage comes
ipart just back of the pilot's seat. The
ongitudinal spars butt together in an open-

the fuselage. The diagonal stay-wiring of
the fuselage is similar to Bleriot's method.
A "belly" of lamin^ited veneering e-xtends
from the front of the fuselage to a little
aft of the pilot's seat. The pas.senger sits in
fiont of the pilot, just forwai-d of the le ir
lateral wing spar. Both ai-e protected from
oil and wind by a hi'4h aluminum winlshield,
just aft of the gravity gasoline tmk. The
sides of the front end of the fuselige are
covered with aluminum sheeting, fitted with
doors to give access to the magneto, oil
pump, piping, etc.

Po^vep Plant. A six-cylinder stationary
Anz>ni air cooled motor drives direct anti-
clockwise a "Rapid" propeller of 2.44 meters
di-1 meter by 1.3 meters pitch. Bosch ignition
and G. iS: A. carburetor, with ;iiivi]iqry air
adjustment, are part of the equipment, as is

110

AERONAUTICS

October, 1911

a revolution counter. The combined gas and
oil tanli, gravity, is mounted in front of the
passenger's seat ahead of the two masts and
supply. Another reserve gas tank, torpedo-
gauges are fitted to show at all times the
shaped, is attached just under the belly, from
which gas may be forced up into the gravity
tank bv a hand pump at the pilot's right,
fastened to the fuselage spar. The front end
of the fuselage is covered with a steel cap,
or plate, to which is bolted the crankcase of
the motor. The mixture is drawn from the
carbuietor into the rear compartment of

rigidity being obtained by two diagonal
wooden struts in compression. These struts
extend in front of the chassis proper and are
curved up to give protection to the propeller.
Shocks occasioned by rough landings are
distributed over as much fuselage area as
possible by means of stranded cables which
pass under the belly of the fuselage and over
grooves at the top of the chassis struts, thus
forming a kind of cradle or sling suspension.
A simple skid pivoted from a V-brace of
tubing at its center with elastic bands at
the front end supports the tail.

the crankcase, from which it is distrihuied to
the different cylinders by short lengths of
tubing. This compartment thus acts as a
manifold and reservoir for gasoline vapor.

RunuiiiK (iear. The landing chassis is a
very neat, strong and light wheel and ash
skid combination, the axle being cai'ried by
conventional radius I'ods and elastic shock
absorbers. The latter consist of many wraps
of round elastic bands covered with woven
fabric. The cross-members of the chassis are
of large steel tubing. The four main oval
struts are covered with fabric, laid in with
varnish. Verv little wire bracing is used.

l<'i.v«Ml >iiri:i<-«'. A Hat surface starts fron
just back of the pilot's seat and spreads out-
ward to the spar which forms the pivo^
for the elevator. A good deal of wire guying
is used on this surface, which is composed
of fore and aft and transverse strips covered
on both sides with fabric. A small tri-
angular vertical fin runs from the rudder
pivot forward to a point on the top of the
fuselage.

VVeislit. With oil and gas, without oper-
ator, 780 lbs. Gas and oil for 5 hours flying
are carried. Speed is 62 miles an hour. The
mileage per gallon runs from 15 to IS miles.

After successfully filling an engagement
ut Ocean Beach, Frank L. Champion, the
aviator, flew from that place to his home
in I^ong- Beach, a distance of 62 miles, in 55
minutes, on Sept. 6th. Mr. Champion had in-
tended to send the machine home by rail,
but on getting up. the idea of getting home
for breakfast struck him, and the morning
being ideal, he wheeled his Bleriot out and
was off before anyone was aware of his
plan. The entire distance was made over
the water, although he was close to the land
at all times. The trip v/as made without
incident and after landing on the beach, the
aviator walked home, arriving there in time
ro surprise his wife and baby at l>reakfast.

Tlie Wrigiit C'ompany, Frencli, inaugurated a
new ))ig aerodrome to ranl< with Mourmelon and
Issy, when Count de T.iambert, WiH)ur Wriglifs
ttrst pupil discovered Villacoublay two years
ago. It' is nearer Paris than Mourmeldn, only
10 kilometers and only a couple of kilometers
fram the military aero park of Chalais Meudon.

Nieuport has established a branch here, as
lias Breguet. The Wright sheds are lighted In-

electricity, complete electi'ic plant being one of
the features. The French War Office has three
tents here, where experiments are conducted
and various tests made. Lacnapelle, who was
one of the first of the Wright exhibition aviators
in America, gave up flying last summer, and
is now manager of the Villa coubla.\- field.

NO AERO BILL IN MASSACHUSETTS.

The Aero Bill which caused so many
press items has failed to materialize in
Massachusetts. The House passed a reso-
lution calling for an investigation of tlie
subject but this was "held up" by the Sen-
ate for some time and finallx' rejected by
that branch.

The New 'lurk state Idll will come ui>
in September. It was still "in committee"
when the legislature adjourned for the sum-
mei-. The bill iiroposed by the Aei-o Club
of I'ennsylvania failed to pass the legis-
lature; nothing ever came of California's
bill and fortunately the fool law of Mis-
souri nev'er came to pass. Connecticut is
the only state h;i\iiig- legislatinn on the
books.

120

AERONAUTICS

October, 1911

NAVAL HYDROAEROPLANE EXPERIMENT

A SUCCESSFUL experiment of great im-
portance to the aeronautical depart-
ment of tile Navy was carried out at
the Curtiss factory and experimental
grounds at Hammondsport, N. Y., Sept. 7.

This was the launching' of the Navy's new
Curtiss hydro-aeroplane from a wire cable
stretched from a platform erected 150 feet
from the shore of Lake Keuka to the water.

The experiment wsls organized and directed
successfully by Lieut. T. G. Ellyson, of the
Navy, who was the first member of that
branch of the military service to become a
qualified aviator.

The object of this unique method of launch-
ing an aeroplane was, as stated by Lieut.
Ellyson, to produce further evidence of the
practicability of the hydro-aeroplane for use
on vessels of navies.

By Lieut. Ellyson's methods a hydro-aero-
plane may be launched at sea under any con-
ditions, without the loss of time in putting
it overboard to arise from the water and
without delay because of rough sea. Under
the new method it will only be necessary to
stretch a wire cable from the boat deck of
a battleship to the bow, down which incline
the hydro-aeroplane can slide. It is main-
tained in balance on the main cable by two
auxiliary wires, one stretched on either side,
parallel to the central cable. These two
auxiliary wires support the right and left
wings until the machine gets up sufficient
headway to maintain its own balance by
means of its balancing planes.

The rigging for launching the hydro-aero-
plane does not interfere in any way with the
armament of the ship. It will not be neces-
sary even to remove this rigging. It can be
left standing for immediate use, or it can
be taken down and stowed away in a few
minutes.

This system enables the machine to be
launched when a high sea would make it
impossible to arise directly from the surface
of the water after being lowered over the
side of the ship. Previous experiments car-
ried out at San Diego, Calif., last winter in
connection with the U. S. S. Pennsylvania
showed that the hydro-aeroplane could be
landed alongside and hoisted aboard ship
in a wind of 10 knots and when a 4-knot
tide was running with sea conditions too
rough for successful launching. Lieut. Ellyson
regarded the getting away from the ship as
being by far the most important point in the
practical use of the aeroplane in the navy,
since the loss of the machine after the de-
sired information had been secured would be
of minor importance.

With the new method it is also possible
for the ship to steam ahead into the wind at
any desired speed, and thus readily secure

the necessary condition of wind for quick
launching

The machine used by Lieut. Ellyson was the
regular type of two-passenger navy hydro-
aeroplane, built by Curtiss, with 75 h. p.
engine, fitted with a double control system,
so that the operation of the machine can be
shifted from one occupant to the other while
in the air. The total weight is 1,200 pounds.

The hydro-aeroplane was launched fi-om a
platform and rose froni the wire cable in 150
feet, after attaining a speed of 30 miles
against a wind of about 10 miles. The
launching apparatus is very simple, consist-
ing merely of a wire cable 250 feet long and
% of an inch in diameter, which was made
fast to a pile 75 feet from shore driven down
in the water far enough to allow^ the hydro-
aeroplane to pass over it. The wire cable
passes over a pair of shears 16 feet high,
fitted with a platform upon whch to stand
when starting the motor. The bottom of the
pontoon under the hydro-aeroplane is fitted
with a groove one inch wide and 1% inches
deep, lined at the ends with tin and rein-
forced at the bow and stern with band iron
to protect the bearing surface. Each wing
is fitted with a light iron, forming a bear-
ing surface to engage the balancing wires
strung on each side of the main supporting-
cable.

The grade was about 10 per cent. The
wind blew about 10 miles an hour, slightly
quartering against the line of flight. The
machine was first floated in the lake and then
pulled up on the cable.

The releasing device consists of a short
piece of rope fast to the bow of the pontoon
and fitted with an eye through which passes
a toggle pin connecting this short piece with
a rope made fast to the legs of the shears.
Bv a sharp pull on this toggle pin the hydro-
aeroplane is released and quickly gathers
headway under the impulse from the motor
and the slight angle at which the cable is
placed. Two men held small lines running
to each wing to make sure that the machine
would keep its balance until full headway
had been gained, but their assistance was
not required. Lieut. Ellyson and Lieut. J. H.
Towers, who are in charge of the Govern-
ment work at Hammondsport, N. Y., have
been practicing since the first of May with
the hydro-aeroplane, flying out over the lake
nearlv every day, in order to become tho-
roughly accustomed to the machine and to be
able to handle it under all possible conditions.
The Navy's hydro-aeroplane has been taken
to Annapolis, Md., where the Navy training
school has been established, and it is hoped
to try the method of launching it from an
aerial cable on board a battleship this fall.

300,000 MZIiES BY AEBOFIiANi:.

Some almost startling figures showing the
progress of aviation in France Iiave been pub-
lished by M. Georges Besancon, tlie secretary
of the Aero Club of France. In reply to in-
quiries made by his club among the French
constructors seventeen firms sent in their fig-
ures.

These seventeen firms between them have
turned out over 1,300 aeroplanes. The horse-
power fitted to tliese macliines totals up the
enormous figure of 60,000. The passengers ac-
tually accounted for as being carried by the
machines turned out by these firms number
nearly 5.000. M. Besancon has calculated that
the cross-country trips exceeding 10 kilometers
in length made on these machines number over
3,000, or 30,000 kilometers, equal to about 18,-
000 miles. Besides these he computes that the
flights actually logged in the form of flights
around aerodromes total about 500,000 kilo-

meters, or more than 300,000 miles. These
represent approximately 8,300 hours spent In
the air, which means nearly a year off the
ground. . , , . .,,

One year ago cross-country flights in France
were a rarity, and any trip lasting over an
hour was worthy of special mention, and the
figures show the marvelous progress made by
F'rance in aeronautics.

'•My check for three dollars enclosed. 1 am
getting mv copies regularly: if I didn't you
would hea'r from me right off. I certainly
have no criticism to offer. 1 often remark
that little AERONAUTICS contains more
brainy matter than any of the big weeklies
I happen to read. I consider you an excellent
editor, and wish you much success in the
futuj-e." „ , ^^, „.

Fred \\ . Kiser.

121

1. — The Curtiss hydro-aeroplane before being drawn up the 350-foot cable. A pile Is dnvci.
in the lake and sawed off several feet below water line. From this cable is carried in-
land o\er a Jack and hauled taut by block and tackle. 2. — Taking the 'plane up the
cable. Note light wires AA, which were used to steady the machine, and tube bridges un-

122

AERONAUTICS

October, 191 1

NEW MOISANT BIPLANE

THE Molsant Company has recently built
a passenger carrying biplane at their
Hempstead shop, of which gieat things
are expected. The general outline and
appearance of the machine is similar to that
of the Harry Farman Michelin Cup type.
The consti'uction work has been carried out
in an e.Kcellent manner, the muchine being
up to the high standard set by this Company
with its monoplanes.

Main ^u^tllc•e.s. The size of the main spars,
sizes and method of construction of the ribs,
also the rib curvature, are nearly the same
as in the Wright machines. The chord of
the rib is 6 ft. 9 in., the depth of the curves
being 1/20 of the chord.

The coveiing, which is Goodyear fabric, is
laid on both sides of the plane and is tacked
to the ribs top and bottom. The lower plane
of the center section looks a little odd.
having: a hole cut 3 ft. by 1* ft. 4 in., just
ahead of the rear spar. This is done to
accomodate a Bleriot Gnome, as no biplane
Gnome was available.

The tiussing of the three sections at the
center of the machine is all double wire.
Those wires in the vicinity of the engine and
propeller are wiapped with string to keep
them from flying into the propeller should
they become broken.

Running' Gear. The standard Parman type
running gear is used, the wheels and rubber
shock absorbeis being Goodyear make.

Coutruls. The standard Farman control is
used, one lever operating the elevator and
the ailerons. The steering is done by a
foot yoke.

Control wires to ailerons, elevator and
rudder are all double.

The machine proved itself a success from
the first time out, with aviator Ragorodsky
in charge. The machine rose nicely after a
run of about a hundred feet and a four-mile
cross-country flight was made in fine style.
Some trouble has been had with the engine,
which has been sent away to be repaired.
For this reason the machine has not been
seen in action since its first trial.

The maximum carrying capacity of the
machine is, according to the constructors,
1,120 pounds, which in addition to the 920
pounds weight of the machine gives a total
weight of 2,040 pounds. This is supposed to
be carried at 40 miles per hour, using the
Gnome 50. As this would be over 40 pounds

per horse-power it is rather doubtful if much
more than short flights can be made with this
load. The total supporting surface is 510
sq. ft. The machine is very easy to take
apart in sections.

The Hempstead Plains Aviation Company
is a subsidiary company of the Moisant Inter-
national Aviators, which has, during the past
year, made an exhibition tour of the United
States, Mexico and Cuba, as is well known.
The exhibition work is considered an adver-
tising or publicity department of the business,
which is really the manufacturing of ma-
chines and the conduct ot a school. A new
factory has been located in I^ong Island City,
while the school has its quarters at the
Mineola field under the careful tutelage of
Andre Houpert and Albert C. Triaca. A
laige number of pupils have graduated and
obtained their licenses. Some of the
graduates have attached themselves to other
builders of monoplanes as aviators; some have
attained fame through their flying at meets
and exhibitions. Miss Harriet Quimby, one
of the editors of Leslie's Weekly, made a
great success of her lessons and has been
doing great flying. She flew at the Nassau
meet and at an exhibition on Staten Island
recently. Miss Matilde Moisant, sister of the
late John B. Moisant, is another woman flyer
who has done exceptionally fine work.

Miss Matilde Moisant is as accomplished
a flyer as one could wish for. There are
plenty of the male sex who would give their
right hand to do as well. Wind is nothing
to her, for she has shown her ability in the
Long Island breezes in her cross-country
flights to Nassau, Westbury, 'round and
about the little villages that scatter them-
selves on the borders of the Plains. Miss
Quimby, too, must come in for praise, for
she too, has earned her pilot certificate and
the new rules see to it that one is pretty
fairly conversant with such things as rud-
ders and warping and ailerons.

Three school machines are kept busy night
and morning. The people of Mineola have
become accustomed to the flying and do not
even bother to look up any more, so frequent
are the flights of the Moisant pupils. Near
the school sheds is a group of buildings in
which the construction and repair work has
been conducted and where the theoretical
part of the flying course is given.

Some Moisant Details.
123

AERONAUTICS

October, 1911

N^^^^^Ay^ 1.

The Moisant Biplane, Scale Drawings.
124

AERONAUTICS October, 1911

THE QUEEN MONOPLANE

The Ovington-Queen 'Plane

SOME modifications and improvements
have been made upon the Queen mono-
planes which have been put in readi-
ness for Earle L. Ovington's coast-to-
coast flight, which he announces he will defi-
nitely attempt. These changes are only in
the size and arrangement of gasoline and
oil tanks, the use of a door in the aluminum
sheeting at the forward end of the fuselage
for ready access to the motor, substitution of
bronze for aluminum castings in the running
gear, reinforcements in the framing, and
spacers on the wheel forks.

The new Tndi'in rotary motor is employed
in each of the three machines which comprise
Ovington's "stable." The standard Queen
machines have heretofore been fitted with
Anzani and Gnome engines.

While the Queen machines have the general
dimensions about the same as Bleriot mono-
planes, and to the casual observer appear the
same, there are many differences which can
be considered as improvements. Eighty-five
men are being employed by this company
in the factory and on the field. Arthur Stone
and Ignace Semeniouk are flying the ma-
chines as instructors and in exhibitions and
meets. The plant at the old amusement park
of Port George, New York City, is fully
equipped with machine and woodworking
tools and apparatus of modern tyne, bought
especially for the w"'-v ir- hqnd. The build-
ings which are of extremely large size were
peculiarly adapted to tne company's needs.

The main assembling building, for instance,
was formerly used as a skating rink. Con-
siderable outside work has been taken in.
J. A. D. McCurdy had his six biplanes built
there and others have had their repairing
done at the place.

The Crane concern, builders of the Dixie
engines, are now at work getting out a
special engine to be installed in future
Queens to take the place of those of foreign
manufac are,

A new type biplane has just been put out
and has been at the Long Island fields for
some days awaiting trial, a long design made
by James V. Martin. The main cell is of Par-
man type, with a 100 horsepower, 14 cylinder
engine mounted in front of the main cell.
Instead of outriggers to the tail of the usual
type a "fuselage" or body of a monoplane
extends back to the tall, which comprises a
fixed surface, rudder and a pair of elevators.
The aviator sits in this body just under the
rear edge of the upper plane of the main cell.

Pollowing is a description of the Queen
monoplane, with the slight alterations made
for Ovington's contemplated trip. Ovington
has already become familiar with the Queen
machine, using it, with the Indian motor, in
his mail carrying at the Nassau meet. Here
he gave the new American motor the hardest
kind of work which his experience has taught
him an engine is ever called upon to do,
with the most satisfactory results.

125

AERONAUTICS

October, 1911

Scale Drawing Queen Monoplane.

Supporting Planes. The wings are of extra
strong construction, the ribs being spaced
closer together than common in Bleriots.
There is a truss bracing of wire between the
ribs to stiffen the wing. Aluminum sheeting
is not used for an entering edge, a half-round
wood strip being employed instead. The
Goodyear cloth goes on both sides and is held
taut by strips of rattan along the ribs. There
are two extra stays to the underside of each
wing, one extra cable for warping and one
extra metal strip. The ends of the front
main lateral spars butt against a steel tube
and held rigid by two wide straps, brazed
to the steel tube, which bolt on each side of
the spar. These short tubes then slip in
the tube of larger diameter which runs across
the end of the fuselage. The angle of inci-
dence can be altered by raising the rear of
the wings, by means of an adjustable socket
in which the rear m;iin lateral spar fits. The
curve is 3% inches deep, 2 feet from the front
edge. The wings are 2% inches thick at the
greatest thicliness. The angle of incidence
is f> degrees.

In the rear is a fixed surface, practically
the same as that of the Bleriot, 2 inches
thick.

Fuselage. This is of ash and elm through-
out, of usual Bleriot type, with similar
manner of connecting struts to spars.

Running Oear. Considerable changes in de-
tails have been made here from its Bleriot
prototype. The "sill," or lower horizontal
member of the chassis framing, has been
made heavier. Rubber band shock absorbers
have been replaced by steel coil springs. A
brace has been introduced, running from each
end of the sill diagonally to the fuselage.
A novel skid is used to support the tail.

Controls, The elevator is similar to that
of a Bleriot. There are two vertical levers
operating the elevator instead of one,
mounted on the axis of same. Roebling Wire
cables run from each of these to the steeringf
column, so that in addition to having a
double chance on the wires there is doubled
safety in the two levers. The stability is
controlled by warping cables in the usual

126

AERONAUTICS

October, 1911

manner. Instead of a bell-shaped metal
affair from which the control' cables go down
to the cross-piece, brackets are used for
warping and for elevating. The rudder is
operated by the usual foot-yoke, this is rein-
forced by steel plates on both sides. It also
Is guided on a track. The warping cables
are doubled for safety.

Power Plant. This consists of a 7 cylinder
rotary Indian motor, rated at 50 horsepower.
As with the "vvell-known French rotary en-
gine of similar appearance the gasoline is
taken in through the hollow crankshaft. To
avoid the chance of setting fire to the
gasoline which, as in the Gnome, drips con-
tinually from the carburettor when the gas
is turned on and the engine is not running,
the floor of the fuselage in this part of the
machine is made gasoline tight. Directly
under the carburettor the floor is bellied
down, with a hole in the depression. Under
this hole is an apron which shoots any sur-
plus gasoline on the ground. The cause of
this dripping of gasoline is the non-use of a
float in the carburettor. The aluminum
sheeting on the side of the fuselage at the
forward end has a door, which can quickly
be opened to inake any adjustinents to the
carburettor, piping, etc., from the ground,
without climbing into the machine and
squeezing in under the hood or windshield.
A Bosch magneto furnishes ignition. The
Indian motor has P & S ball bearings, the
same make as used in the Gnome, but has
three additional. There are but three engines
made today with ball bearing connecting
rods: Indian, Gnome and the Merkel motor-
cycle engine, all of which use these bearings.
The propeller used is a Gibson, 8'-3" diameter.

A Hopkins electric revolution counter
shows on a dial at all times the speed of
the engine.

Gas and air levers are on steering column,
magneto spark is fixed, a cut-out is provided,
also.

Weight. The weight including 240 lbs. of
gas and oil, is 740 lbs. without aviator. Five
gallons of oil and gas combined are used an
hour and a speed of 60 miles an hour is ob-
tained.

Thirteen gallons of castor oil is carried,
and 27 gallons of gas. which is gravity fed.
The aspect ratio is 4.5 approximately.

The Queen monoplanes sell for $2,900 with
Anzani 3-cylinder motor, and $5,500 with the
Gnome engine. The Ovington-Queen. with
Indian, may be had for $4,500.

At the last moment when Ovington ex-
pected to start for the Pacific Coast, it was
found necessary to lighten the machine and
to put on the skid from his own Bleriot in
place of the standard Queen skid. The front
half of the fuselage is of hickory while the
rear half is asli. Some of the struts are
maple. The large fuel and oil tanks shown
in the scale ' drawing have had to be re-
placed, also. With a Chauviere propeller of
2.5 meters diam. by 1.6 m. pitch, a test was
made at the Indian factory at 1150 revolu-
tions and the standing thrust obtained was
352 lbs. In the air the engine turns another
hundred revolutions. Forty-five actual horse-
power, brake, was shown. The cylinders are
a shade larger than those of the Gnome, be-
ing 4% bore by 4% inch stroke.

The dashboard carries a barograph, revo-
lution counter and automobile clock while at
the right hand side on the fuselage is an
inclinometer to show the angle of ascent or
descent, near the oil sights. A stout leather
strap to go around the aviator is fastened
to the seat.

QUEEN-MARTIN BIPLANE.

"The Queen Company's hundred horsepower
Martin biplane" is the official title of the
newest 'plane to make its appearance at
the Nassau field. It has been built by the
Queen Aeroplane Co., to designs of James
V. Martin, formerly manager of the Harvard
Aeronautical Society and instructor in a
British flying school.

The first week in October it had its first
try-outs, with entire success, piloted by, Mr.
Martin. A novelty has been introduced in
the stabilizing. The ailerons, which are
hinged to the rear beam of the upper plane
act in opposite directions accor._ing to the
system inaugurated by Curtiss, are hooked
up with the elevator fiaps which operate in
conjunction, though not to the same degree.
These flaps have but a sixth of the range of
the ailerons proper. At the same time, also,
they act as true elevators by forward or
backward motion of the gate control of
Burgess type. The aileron cables which run
to the control have a certain amount or slack
to permit the ailerons to take a stream-line
position when not operated to avoid unequal
resistance.

I^ooking at the picture, the operating cable
luns from the top of the gate control to a
pullev between the two outer rear struts up

QL;een Martin Biplane.
127

AERONAUTICS

October, 1911

to the rear edge of the aileron. From the
top of the mast, which is not at the axial
line but to the rear thereof for a definite
purpose, a cable continues to a pulley on
top of the plane at the front edge. From
here it goes along the edge to a pulley on the
other side of the machine, back to the other
aileron and from thence to the control. The
ailerons do not normally hang down as in
Farman machines but act positively in both
directions.

The rudder is operated by the usual foot
yoke. The machine is stated by Mr. Martin
to fly at no angle of incidence, lifting from
the ground on the wing chamber. The tail
is non-lifting at full speed.

As will be noted, the 100 h. p. Gnome is in-
stalled in the front end of a monoplane type
of fuselage. A Gibson propeller of 8 ft. 6 in.
diam., by 7 ft. 6 in. pitch is used at the
present time. Ignition is by Bosch magneto.
The fabric is Goodyear.

The two gas tanks hold total 45 gallons
and 17 gallons of oil. The auxiliary tank
under the seat holds gas which is forced
by pressure to the gravity tank when needed.

The speed in flight was estimated between
70 and 75 miles an hour. An official' test will
shortly be made. Detailed description may
be expected in the next issue.

THE ROTARY INDIAN

The new Indian motor is of the rotary,
air cooled, 4-c}'li nit»r type, having seven
cylinders of 4% inches bore and 4% inches
stroke, developing 50 horse power at 1,000
revolutions per minute. Nickel steel is
largely used in the construction of the motor.
F. & S. ball bearings are used throughout.
The motor complete weighs 185 pounds, and
its outside diameter is 36 inches.

The crpnk case and cylinders are made from
heavy nickle steel forgings which are
machined uuwn tu a very lignt werght, and
each cylinder is made of exactly the same
weight, to insure a perfect balance and

smooth running without vibration. In the
same way, all valves, connecting rods and
other parts are made to correspond in weight
so that the distribution of material shall be
accurately equal and symmetrical.

The inlet valves of the automatic type,
placed in the heads of the pistons, and bal-
anced to counteract centrifugal action. The
exhaust valves are mechanically operated,
and, as in the case of these, centrifugal action
assists in their closing, only very light
springs are required.

The exhaust valve operating gear is of
a new and greater simplified form that in-
sures smooth action and perfect opei'ation,
and this is facilitated by a system of counter-

balancing the operating rods and levers to
counteract centrifugal action, a matter of
considerable importance in alL rotary motors.

In mounting a rotary motor, the nickel
steel crank shaft is rigidly fixed in a suit-
able frame so that it cannot revolve. The
crank case, carrying with it the cylinders
and accompanying parts, revolves on the
crank shaft, and to the forward part of tne
crank case is attached the propeller. It will
be seen from this that when the crank case
and cylinders revolve they perform the func-
tions of a fly wheel, and as all of the parts
are carefully balanced by weighing, and the
material is symmetrically and equally dis-
tributed, the rotation of the motor is abso-
lutely smooth and without vibration.

To assist in the mounting of the motor, a
large supporting plate is fixed on the crank
shaft, at the i-ear of the motor, and upon this
are placed the magneto and lubricating
pumps, which are driven by a gear on the
rotating motor base.

The ignition is by a Bosch high tension
magneto, w^hich feeds its current to a dis-
tributing disc carried by the motor base, and
properly connected up to the several spark
plugs in the cylinders.

For these motors, water white castor oil is
recommended. This oil is forced by me-
chanically operated pumps to sight feed lub-
ricators suitably located so they can be ob-
served at all times. From the lubricators
the oil is conducted by pipes to the main
bearings, and also to the parts within the
motor that require lubrication.

The carbureter is of extremely simple con-
struction, and is attached to the rear end of
the fixed, hollow crank shaft, through which
the mixture is conducted to the interior of
the motor base, and from thence distributed
to the various c'linders through the inlet
valves placed in the head of each piston. The
adjustment of mixture is accomplished by the
setting of a small needle valve, and the regu-
lation of the extra air shutter, and when the
proper mixture has been secured at starting,
very little further attention is required.

A feature of excellence in the construction
of the Indian is its extreme simplicity, and
the ease with which all necessary inspection
and adjustments can be made.

To inspect ihe valves of a cylinder, the
head can be taken off in one minute, and
carries with it the exhaust valve complete.
This is accomplished by unscrewing a single
castellated ring, which is quickly and easily
done with a special spanner. When the head
of the cylinder has been removed, the inlet
valve, fixed in the head of the piston, is ex-
posed to view for inspection; and if it is
desired to remove the inlet valve, this can
be done directly without disturbing any other
part.

A piston can as readily and as quickly be
taken out for the renewal of a compression
ring, without disturbing the cylinder; and all
can be as quickly replaced ready for start-
ing up the motor.

These motors list at $2,000.

R. O. Rubel, Jr. & Co. have just published
a little circular for "all victims of aero-
planitis," telling who have purchased Gray.
Eagle motors, with pictur-es of the 'planes
they went in and what they did, together
with facsimile affidavits of actual flights.

Mr. Harry N. Atwood

on his record hre 'king cro'^s-oountry flights was enabled
to su pa-s liis in -ny riviils botli in Kuropc and America
by llie rcl alilo pcif- rniance of liis

BURGESS AEROPLANE

Built only by

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

128

AERONAUTICS

October, 1911

THE REX SMITH BIPLANE

THE second biplane built by the Rex
Smith Aeroplane Co., of Washington,
IS described in the following article.
Since Antony Jannus conducted the ex-
perimental flights with the previous machine,
taking up a number of prominent Washington
people and giving a number of exhibition
flight series at Potomac Park, several avia-
tors have been employed, none of whom have
made any great success, until Paul Peck flew
himself into the lists of competent flyers.
Peck started in on July 20th and nine days
later was a bona flde pilot. On August 6th
he flew from College Park to the city of
Washington, circled the dome of the Capitol,
down Pennsylvania Avenue, around Wash-
ington Monument, over into Virginia and back
to the speedway in Washington in a half hour
flight. The next morning he flew back to
College Park. Since then he has been making
almost daily flights at the Park and short
trips into the surrounding country.

Mr. Smith was an amateur trick bicycle
rider in Washington in the old days, and
played bicycle polo with Will Robinson about
1885. That seems a million years ago but
many remember seeing him. He won national
repute by being the first man to ride a bicycle
down the steps of the Capitol.

He commenced building a flying machine
about a year and a half ago and last Novem-
ber completed his first. It was a single
surfaced, headless biplane with ailerons and
general Curtiss type of control except that it
lacked the front elevator. This machine was
flown a number of times by Antony Jannus.
He used an Emerson 100 horsepower engine.

This spring he completed a second machine.
This was one with a slight dihedral angle
on the lower plane and a diminishing curve
from the centre to the ends of the main

planes. The feature of this machine was that
instead of using straight ailerons between
the ends of the planes, he substituted flexible
tips at the end of the upper planes. These
worked up and down just like ailerons and
were controlled by the regular shoulder yoke.
Their seeming advantage is that he puts
them where he gets the most advantage from
the leverage and since they are very flexible,
they seem automatically responsive to a side
gust. They seem a little more effective in
lateral balancing than straight ailerons. Paul
Peck, who flies this machine, says that they
made the machine very easy to control and
that the balance is practically automatic.

A third machine has been finished and is to
be tried out soon. This is a duplicate in
most respects of the second machine. The
differences are that it is double surfaced, the
slight dihedral angle is wanting in the lower
plane. The depth of the lifting curve varies
not at all from the centre to the ends of
the plane and the pianos are the same width
from entering edge to rear at the outer ends
as they are at the engine. They are using
a 60 h.p. HaH-Scott on the third machine
while they used an 80 on the second. The
second machine is now on the road with
Peck in exhibition ■work.

Mavt, Planes. The span of the entire mach-
ine is 40 feet. The main planes having a span
of 32 feet. The chord length of the surfaces
varies, as shown on the drawings. The depth
of curvature is 4 inches maximum, situated 2
feet back from the front edge. The ribs are
all the same, except that those on the nar-
rower portions of the planes are off on front
ends, giving a lesser degree of curvature at
the outer ends. The planes are covered with
heavy Naiad cloth, laid on top of the planes.

i^l^^^^.

REX OJMITH- CR03S-.OOUriTRY MODE^L

/o5/

129

AERONAUTICS

October, 191 1 '

• 4-0" -+

6-0

e'-o" — +•

-40-0 3fran

a'-o" ^

ffyxa^.M IOA.7

Scale Drawings Rcx £>muii oit-laiie

ICO

lERONAUTICS

October, 1911

111 ribs are laminated spruce, %-in. by %-
R ii in section, and are fastened to the spars
> steel straps. Tiie spars are oval in shape
•- in. by 2 in. and aie 4 feet 6 inches apart.

For convenience in sliipping, the planes are
uilt up in sections, the spars being joined by
leeves of steel tubing'. The clotn is laced
ugeiher at tnese joints. The entire plane
1 ly be quickly dissembled, the longcot sec-
ion being- the center one, which is 8 feet.

The upper plane is perfectly straight trans-
.erbely, the lower one, howevei-, ri^es from
he middle to the tips some six inches. The
epaiatiun of the planes in the middle is 6
eet and at the ends 5 feet 6 in.

The angle of incidence of the main planes
'? stated to be 7 degrees both on the ground
nd in flight.

The struts, 16 in number, are of stream line
ection 1 '/i inches by 'ZVz inches. These are
f solid spruce and are attached to the main
pars by being pinned to a socket which
ermits their easy removal. Roebling wire
i used in staying. This has a breaking strain
f 2,100 pounds. The wires are cut to length
nd the stiuts sprung into place. No turn-
uckles are used.

Elevator. The biplane tail situated in the
ear acts as the elevator, the trailing edges
eing made flexible for this purpose. The
onstruction of the elevator and the aileions
i the same, there being a fixed front portion,
/hite hickory ribs extending back as shown
1 the drawing.

Rudder. Some changes are being made in
he position and number of the rudders. They
re, however, of the same type of construc-
ion as the ailerons and elevators; that is,
here is a fixed front portion, in this case
/ithout any curve, and a flexible after por-
ion.

Stability. The ailerons, 4 feet by 4 feet, 6
nches, are situated at the ends of only the
op planes. The operation is by means of the
amiliar shoulder brace. Double Roebling
/32 inch cable is used on all the controls,
'ulleys are used wherever it is necessary to
hange the direction of wires instead of fair-
eads. The coveiing of the ailerons and rud-
ers is double, the flexible portions having
'Ockets sewed for the ribs.

Runninr) Gear. This- is of the Wright type
k^ith four wheels. 20:^ Pennsylvania tires are
•eing used at present. The axle is situated
inches back from the front of the plane.
?he skids are of spruce with a hickory shoe

% inch thick on the bottom. The length is
12 feet and the section 2x2 inches.

PoKcr Plant. The power plant comprises a
Hall-Scott bO h.p. engine, and radi.tor. The
propeller is one furnished by the Detachable
and Adjustable Propeller Co., 8 feet in dia-
meter, by 6 feet pitch turning at 1200 r.p.m.
The radiatoi, which is located in front of the
engine, is the standard one supplied with
this size engine. It holds three gallons
of water. Stromberg carburetor and Mea
magneto are standard equijim°-'t. The fuel

CUT-OUT

FOP.

CToy^TROL Of Fi&X -^niTH

tank, which has a capacity of 8 gallons, is
situated just under the upper plane.

The total weight of the machine with gas,
oil, and operator ready for flight is 1,000
pounds. The weight per square foot of sur-
face is three pounds, the weight lifted per
h. p. being estimated at 15 pounds. Tne
speed at which the machine leaves the ground
is 35 miles per hour and in flight the speed
is said to be 55 miles per hour. Three hun-
dred pounds of passengers or freight are
capable of being carried.

The center of pressure is said to be 1/3 of
the chord from the front of the plane, the
center of gravity being situated 1/3 of the
chord from the rear of the plane.

A renewal of experiments is to be m^de by
he Wright*^rothers at Kitty H:j»vVk this
Vinter along the line of the possibility or
oaring. Mr. Chai
t was entirely pc
i^ithout using th<

larts of the world where there were ascend-
ng currents, notably in the great deseits.

le line ui iiie possiuiiity ui
anute frequently- stated that
jossible to sc^r'all day Igng
he engine power in certain

The Pairchild monoplane has proven steel
ubing construction. After mnking a num-
ler of flights of several miles in length, Har-
'Id Kantner, a graduate of the Moisnnt
chool, landed the machine in the power wires
f a local traction company at Mineola, des-
roying one wwig, the propeller and pulling
he spokes out of one wheel without its de-
lating the Goodyear tire fitted. After hitting
he wires head on. the michine dropped
traight about thirty feet. Not a stay of
he fuselage or nny^of the tubing was so
auch as bent. The re*^snn for encountering
he wires was engine trouble, the power h v-
ng fallen rapidly off due to too weak valve
prings. The machine flew on even keel
ven after power began to drop, until it
rot "50 low that the wires cduld not be
voided.

The 20th. Century Motor Car Supply Co.
of South Bend, Ind., is to put on the market
a patented five cylinder, two cycle, revolv-
ing type of motor but which is not ready as
yet to give a detailed desciiption.

Aeronautical editors visiting the great me-
tropolis should take the pie Ige of sobiiety,
at least before accepting New York hospi-
tality. Instances h've been known where
the afores-^id, in consequence of not being
fortified with a double riveted and br zed
resolution, have succumbed in a wholly un-
dignified manner to the libnions incident to
the pi oper worship of the Goddess of Flight.

"I wouldn't b^ without AERONAUTICS if
I could possibly scrape the pidce together."
. .-, George A. Dunlap.

Three v-oun^ men of J
the Wetzi-g- Ri-os. nrfid .James McCnrty. h-ve
returned here from St. Louis where they
le-i) ned "to aviate. They h-ve leased the
bfr.eb-ill park and are assembling a new
-,l}i.plane.

131. ^.

AERONAUTICS

Oclober, 1911

BUEL HURNDON GREEN

M. E

The Late Buel H. Green

THOSE who would know tlu' meaning of
a certain passage to be found in
Moedebeek's Handbook will find
enlightenment in Lhe passing of Buel
Hurndon Green, M. E., on August 27th.

I cannot quote the passage as I am pen-
ning these lines by the side of a noisesome
torrent high up in the Rockies, far from any
book. But poor Moedebeck speaks there of
the real tragedies and heroism that is to
be found in the lives of the inventors and
engineers who failed to materialize the aero-
nautical projects they had planned. Buel
Green died at the age of 29, yet he had com-
pleted works which would do credit to a life
of three score years. Graduated from the
University of Southern California, he gave
evidence at an early age of rare inventive
genius, and was granted several patents
relating to controlling devices for the auto-
mobile. He was appointed second designing-
engineer at the Tourist automobile factory, a
position from which he resigned after one
year to become associated with Lanchester
in England. Abroad he spent much time in
the shops of foreign manufacturers. He was
a charter member and was elected secretary
of the Aero Club of California. At the inter-
national aviation meets at Los Angeles he
acted as interpreter for the French aviators.
These distinctions may soon be forgotten
but Mr. Green has to his credit those achieve-
ments in aeronautical invention which will
live.

There are a trigonometrical' manual double
control for aeroplanes which will greatly

increase the safety of this art, an engine and
a turnbuckle.

All these inventions are of a high order
mechanically, but his engine, when it wiU
be possible to publish its details, will be
a sensation. It may be stated here that his
second engine of 200 horsepower is now
almost completed, and weighs only 350 lbs.
witli magneto and carburetor. It will be
almost free from vibration and totally with-
out gyroscopic action. He had completed
his first engine, and, while it is to
be regretted that he could not live to hear
the plaudits of the multitude, he was not of
a nature to have cared for that. To an
engineer it is fruition to have completed
the plans on paper. We visualize all plans
and indeed it often happens that we take
little or no interest in the metals in which
they are executed afterwards. Yet Mr. Green
had progressed further than this. He had
incorporated the "Lamson Aeroplane Com-
pany," and had the pleasure of seeing the
first machine well under way before he
succumbed to the valvular heart trouble
against which for many years he had made
a heroic fight.

Inspired by his singular Christian life,
in this materialistic age, the Aero Club of
California was moved to draft a resolution
which may be termed a classic.

Re.solution of the Aero Club o£ California.

At a meeting of the Directors of the Aero
Club of California, held in the Club Rooms.
August 28, 1911, the following preamble and
resolutions were unanimously adopted:

Whereas: Almighty God, in the exercise
of His divine will, has removed from this
world and the busy cares of life, BUEL H.
GREEN, of Los Angeles, California,

THEREFORE: We, the Directors of the
Aero Club of California, have assembled here
tonight to pay our last sad tribute to the
inemory of the departed, and to express our
deep appreciation of the many and lasting
obligations that we, as fellow workers, owe
to him and by Tvords and tokens to express
our sincere sorrow for the loss Science has
sustained by his death.

The work in this Club of our late fellow-
worker commenced on the night of its organi-
zation when he as a charter member gave
many and valuable suggestions for its future
guidance. That ceaseless labor has born
full and truthful evidence of the warm
affection in which he was held, and as officer,
"director and chairman of various important
committees the club honored itself by honor-
ing him. It is a great thing to say of any
man. that he is crowned with the love and
admiration — after his grave is closed — of
all those who knew him. Such men are not
born to die out of the memory of their
associates. They were born to live in our
affections, and the day will not come in the
history of the Aero Club of California when
mention the name of Buel H. Green will not |
recall to every member's heai't an honest
sense of pride that such a man lived and
labored among us as a poineer in the field of
Aviation.

RESOLVED : That we take this occasion
to express the hope that the Hand of Genius
may in the near future cull from the collec-
tion of material wealth he has left behind
him what he would have most desired to be
that shall stand as the best monument to
thus preserved, and the constructor thereof
find in his labor an embarrassment of riclie.'.
the memory of our lamented scientist and in-|
ventor. |

RESOLVED: That the Secretary be in- j
structed to spread upon the minutes a copy
of this preamble and resolutions, and thi't af
copy be sent to those who were nearest and!

izz

AERONAUTICS

October, 1911

dearest to him, his son-owing' family, as a
token of our lespect for the deceased, one
who was, in evei y way, worthy of our deep-
est respect and highest regard.

Van M. Griffith, Geo. B. Harrison,

• Secretary. President.

A SCORE OF DEATHS

CHARTRES, France, Sept. 2.— The French
aviator M^irron was killea.

LIMA, Peru, Sept. 7. — The Peruvian avia-
tor, Carlos Tenaud, died to-day as a result
of injuries received making' a flight last
February.

LONDON, Sept. 17. — While flying' at a high
altitude at Hendon, Ijieutenant R. A. Cam-
mell's Valkyrie military aeroplane collapsed.

MULHAUSEN, Germany, Sept. 7.— Lieut.
Neumann, with his. passeng'er, M. LeComte,
were killed.

KARLSRUHE, Germany, Sept. 7. — Paul
Senge fell with his aeiopLane.

ESSINGEN, Germany, Sept. 9. — Raimund
Eyring was flying in the dark and collided
with a mast marking the limits of the field.

BUG, France, Sept. 2. — Capt. de Gamine fell
from a great height and instantly killed.
Lieut. Jaques de Grailly was burned to death
when his machine took fire in midair near
Tjoyes. The cause is given as explosion of the
fuel tank. The right wing of Capt. Gamine's
machine became detached. With six other
Army flyers they weie on their way to mili-
tary manoeuvers at Ghalons.

PARIS, Sept. 12. — Lieut. Chotard, a pupil of
the Military Aviation School, killed while
making a flight at Villecoublay.

DEWITT, la., Sept. 20. — Louis Rosenbaum,
a young man who has spent his time since
1908 building biplanes and finally flying, was
killed giving an exhibition. After flying
several miles away and back he was about
275 feet high over the center of the field when
the machine plunged sharply down, righted,
and then dived again. The coroner's jury
rendeied a verdict that the cause of his
death was not due to faulty construction. He
w^as filling a date for the International Aero-
plane Co., of Chicago, in a biplane made by
that concern after the style of a Curtiss.
Louis Rosenbaum was a member of the
Aeronautical Society and began liis building
back in 190' A"-^tho^ vi-tor '^ent out by this
company refused to fly In the old machine
and Rosenu^uiii ct^me ^n. cne scene to fly it.
He made an unsuccessful effort but after
tinkering with it and fixing it up, finally
succeeded.

ST. LOUIS, Mo., Sept. 22. — A young Russian
mechanic, Ray J. Raymond, was struck by the
propeller, which he was cranking, of A. V.
Reyburn's monoplane and died the following
day in the hospital.

MANSFIELD, Pa., Sept. 22. — Tony Castel-
lane fell to his death a short distance from
the field where he was giving an exhibition
in a biplane copied after the Curtiss.

BERLIN, Germany, Sept. 29. — Capt. Engel-
hardt, one of the pioneer aviators of Ger-
many, the first Wright flyer and who was
taught by Orville Wright himself, was killed
during a meet. He had with him at the
time Herr Sedylmayer as passenger. The
latter sustained severe injuries but his death
has not been reported.

NEW YORK, Sept. 25. — Dr. C. B. Clark, an
oldtime trick bicycle rider, was killed in his
monoplane during the aviation meet at Nas-
sau Boulevard. He was a pupil of Arthur
Stone, the Queen Company's instructor-, and
had only graduated from the Anzani to the
Gnome engine. Directly over the parked
automobiles he made a sharp right turn,
banked up at a startling angle. He made a
complete spiral of a diameter scarcely more
than the spread of the machine and landed
head-on just a few feet from the motor cars.
The direct cause of his death is attributed to

making too sharp a turn to the right banked
at an impossible angle With the probability
that lie either could not recover or still kept
his rudder turned to the riglit which con-
tinued the spiral. Dr-. Clark was well-known
on the vaudeville stage in his motorcycle act,
the "globe of death."

TROY, O., Sept. 23. — In making his last
flight closing his exhibition at the local fair,
Frank H. Miller, flying another Curtiss-copy
built by Charles J. Strobel, of airship fame,
was burned to death in the fire resulting
from a headlong dive to the ground, or was
killed by the fall itself. He was descending
from an altitude of about 200 feet when the
'plane suddenly turned its nose directly down
and took fire. Miller was from Cleveland.
Miller could be seen frantically trying to
right the machine. Other witnesses state
that the machine was afire before it started
its headlong flight. "' ' '^i

SPOKANE, Wash., Oct. 2.— The . ,. A' of
Cromwell Dixon while making an exhibition
flight is particularly heartrending because of
his youth. He was but 19 years of age and
had only recently learned to fly a Curtiss
aeroplane for the Curtiss oompany. He had
to fly in dangerous grounds and was making
a turn, steeply banked over a deep railroad
cut when an unlooked for air current struck
the machine, which he was unable to right. On
Sept. 30 he was flying at Helena, Mont., where
he rose 6,000 feet and crossed the Rocky
Mountain divide to a town 18 miles away,
ilanding and returning to Helena. Cromwell
Dixon in 1907 built a little dirigible, for which
his mother made the envelope. Later he went
on the road with a larger one.

Edouaril IVleuport Dea«l

The death of the designer of the fastest
machine in the world, Edouard Nieuport, in an
accident to his own machine at Verdum is one
of tire greatest losses the aviation world has
met. On September 13 he was flying in the
presence of the military authorities, giving a
course of instructions. He flew to Chalons in
a violent wind. He took to the air again and
executed some wonderful turns, in the course
of one of which, steeply banked and headed
down, a down current caught a wing and
the machine dove. The following day he
passed away in the hospital.

ALDERSHOT, Eng., Aug. 18. — Lieut. Theo-
dore Ridge was killed while attempting a
short turn.

Edwin J. Bachman, Jr., of Catasauqua, Pa.,
suggests the use of two curved plates of
thin steel, running longitudinal under the
central section of an aeroplane, these sheets
joining at their lower edges so as to form
a V-shaped keel to deflect from the power
■plant and the aviator any bullets from rifles
in the hands of sharpshooters.

"Claude Grahame-White, the famous Eng-
lish aviator-, predicts that in twenty years
regular aeroplane service will be in operation
across the ocean. 'The machines used,' says
White, 'will be 1,000 feet long, with steel
planes, and will carry 1,000 passengers. The
motors driving these huge craft will develop
75,000 horsepower, and the speed attained
will be close to 200 miles an hour.' " — So says
the Club Journal. "Pull the string."

Mr. Thomas Sopwith

after trying other aeroplanes won hi.s many prizes at
llic Nas'sau Binilevard Meet on his

BURGESS BIPLANE

\\ illi Oiiomo nintor, l)uilt l)y •

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

133

AERONAUTICS

October, 1911

THE

NASSAU

MEET

New World Record

Three-man Duration, 1:54:42 2/5. Lt. De
Milling (Burgess), Sept. 26.

New American Record

Duration for Women, 1:04:57 2/5, Mile. Du-
trieu (Farman), Sept. 30.

Flyers and Winnings

Ovington (Queen and Bleriot) ....

Atwood (Burgesfe) $350

Lt. Arnold (Burgess) 350

Lt. Beck (Curtiss) 1150

Beatty (Wright) 950

Lt. Ellyson (Curtiss) 700

Ely "purtiss) 1400
V\ < (Nieuport and Burgess Baby) 3950

HI . !ond (Baldwin) 500

Milling (Burgess) 2550

Miss Quimby (Moisant) 600

Sopwith (Bleriot and Burgess) 5200

Disbrow (automobile) 600

McCurdy (McCurdy) ....

Mile. Dutrieu (Farman) 2500

Walden (Walden) 100
Miss Moisant (Moisant) No award.

Geo. M. Dyott (Deperdussin). ....

Present A'wards Protested

Lt. Ellyson 600

White 300

Sopwith 700

Ely 100

Lt. Arnold 300

$22,900

THE establishment of the first aerial
mail service in the United States as
one of the features of the Nassau
Boulevard meet Sept. 23-30, caused
more interest, perhaps, than the actuaL eon-
tests, such as they were. Everyone who at-

tended could mail postal cards t» their
friends to their heart's desire.

To Earle Ovington belongs the distinction
of having been the first duly appointed aerial
mail carrier, covering a set route from a
regularly established post office for a period
of nine days.

In the evening of the opening a large
canvas sack, which contained exactly 640
letters and 1280 postcards, was handed Oving-
ton by A. H. Bartsch, advertising manager for
the Bosch Magneto company. It was an un-
wieldy Load as owing to the construction of
his Bleriot he had to carry the bag on his
knees and, consequently, was hampered con-
siderably in his control. Nevertheless, he
had no trouble througnout the entire meet,
flying from the canvas tent serving as a
post office at Nassau Boulevard over to Mine-
ola, where the bags were dropped in the
field to be picked up by the postmaster of
that place.

Postmaster General Frank Hitchcock ar-
ranged a municipal collection system on the
grounds. Twenty regulation boxes and two
sub-stations were set up in the spaces alloted
to spectators. A mail carrier collected the
messages at regular intervals and Post Office
Inspector M. H. Boyle saw to the canceling
in the tent main post office.

On one day Captain Paul W. Beck, U. S.
A., took Postmaster General Hitchcock, in
his military Curtiss, who carried a sack of
mail on his knees, over to Mineola. Mr.
Hitchcock dropping the bag at the proper
spot. Ovington followed along with another
bag. In all, 32,415 postcards, 3,993 letters and
1,062 circulars were carried by aeroplane
during the meet. The relay race was very
interesting. Each aviator was handed a
packet of mail; he had to run to his machine,
jump in, fly to INIineola, land, get receipt
from the postmaster there and return.

Sopwith in Gnome-engined Burgess.
134

AERONAUTICS

October, 1911

-m ■■■■■■iiiiiiiiiiirB^^ 4

The Walden Monoplane just before it was Wrecked by the "Wash."'

Lieut. Milling-, who, with the other Army
and Navy officers flew in the meet on le^ive
of absence, took up George C. Wilson, wire-
less operator who sent messages to a re-
ceiving station on the ground in charge of
Oscar Roesen. The Curtiss and Burgess com-
panies supplied ma'chines for the military
aviators.

The flights of Miss Quimby, Miss Moisant
and Ml'e. Dutrieu in the latest Farnian were
especially inteiesting. They were flights as
good as any man could do and the spice of
femininity added to the zest of the entertain-
ment. Miss Moisant received the Wanamiker
trophy for altitude and Miss Quimby had no
competition in the cross-country race.

A number of new machines were seen: the
two Deperdussins of Dyott and Captain
Hamilton, the Burgess "Baby" flown by White
and the latter's Nieuport, the new military
type Curtiss, the Walden monopline. Mile.
Dutrieu's new little Farman and the McCurdy.
The alley in front of the shed held
swarms of fans who talked knowingly of
all the things they didn't know about flying
machines.

Considerable interest was taken in Beatty's
Wright machine which could trim Sopwith's
Gnome-engined Burgess-Wright and the
standard Burgess-Wright of Lieut. Milling.
Beatty had h^d a new pair of propellers
m-sde by the Gibson Propeller Co., and his
claim of five miles more an hour speed was
borne out by the record. These gave 238
lbs. thrust on the ground at 447 r. p. m.
Beatty broke a crankcase of one engine and
blew out a cylinder of another and it may be
that the new propellers speeded the engine
up to a greater degree than consistent with
good policy.

If the m inagement had been more kind to the
press, the former might have been better
pleased with results. To get any information
as to what was going on was a catch-as-
catch-cnn proposition with the megaphone
man. Photographers were not allowed on the
field, though lady friends of the officers had
no difficulty on that score. The obtiining of
pictures was a matter of prime interest to
those interested in aviation and a club meet
is supposed to be run for the advancement of
the sport and scierce. No one, however, will
accuse the Nassau management of being over
keen on the scientific side. A ludicrous sight
was the repeated chasing given the photoe:-
raphers by alleged cops on horseback, with
the Ex. -Lieut. Governor Woodfuff cheering
the gallant horsemen on to the fray. One

smashed aeroplane and numerous narrow es-
capes were caused by these pink tea police-
men getting in the way.

Those who attended the Chicago meet
missed the hourly duration, and the altitude
contests. The absence of the duration prizes
cut down the amount of flying to the
minimum.

A license fee of $5,000 was paid the Wright
Company by the corporation which financed
the meet.

GNOME-ENGINED BURGESS-WRIGHT.

While a Gnome engine has been used
abroad in a Fiench Wright, the Burgess
Company and Curtis, of Marblehead, Mass.,
have taken the initiative heie in using a
rotary engine in their Model F machines,
the first one of which thus fitted was sup-
plied to Sopwith and used by him in his
fights at the meet on Long Island, Sept. 23 —
Oct. 1. As is well known, the Burgess com-
pany is manufacturing under license from
the Wright and uses in their standard Model
F machines the Wright power plant. The
latter machine is the type which Atwood
flew in his 1,265-mile flight from St. Louis
to New York, and in his flight from Boston
to Washington, 461 miles. Atwood's success
in making Long distance flights is .ne more
remarkable when one considers the other
attempts made in cross country flying.

The rotary engine has more power than a
4 cylinder engine and runs with greater
smoothness. The Farman type of control
was substituted for the Wright type as Sop-
with is used to the former system. In
place of the usual seats, those of the deep
bucket pattern were put on so that the
aviator might have a firmer hold from which
to meet the side thrust of his control lever.

In starting the motor there is a noticeable
absence of vibration which is conspicuous in
the vertical engine until it is up to speed.

The rudder is operated by a foot yoke.

It will be noticed that the engine is mount-
ed to the left of the aviator-, instead of to
his right as in m-^chines using the standard
Wright engine. This was done to keep the
direction of rotation of the propellers the
same as in the standard machine; the Gnome
revolving in the opposite direction from the
Wright engine.

The tank to the left of the picture is
used for the castor oil.

The guving has been sMghtly altered in
the section where the aviator sits, thus do-

135

AERONAUTICS

October, 1911

ing away with the contortions one used to
have to go through to get into the machine.
The gearing of the propellers is at present
12 to 34. Sopwith is not satisfied with this
and has ordered a 14-tooth gear for the
engine shaft, which may increase his speed.
The gearing on standard Wright machines
is 11-34.

BOSTON MEET.

Prize Winners.

Ovington (Bleriot) $11,782

Lieut. Milling ( Burgess- Wright) . . 6,200

Sopwith (Wright) 6,022

White (Nieuport) 5,224

Beachey (Curtiss) 3,630

Stone (Queen) 1,000

Gill (Burgess-Wright) 534

Beatty (Wright) 482

Atwood (Burgess-Wright) 296

Coffyn " " 200

Ely (Curtiss) 150

$32,520

To these amounts must be added expense
money allowed.

Ovington Won 160-Mile Tri-state Race.

The first cross-country race inaugurated
in America in connection with an aviation
meeting was held from Boston to Nashua,
N. H., Worcester, Mass., Providence, R. I.,
and back to Boston, covering corners of
three states, on Sep. 4 in connection with
the second Harvard Meet, so-called, Aug. 26-
Sep. 6. The distance is reckoned as 160 miles.
Landings had to be made at each place, where
thousands were gathered to view for the
first time a monoplane in flight.

Earle L. Ovins-ton. in a 70 Bleriot, covered
the course in the flyingr time of 3:6:22-1/5.
Lieut. Miiiing, ii\ ^ uurgesrf-Wright, took
5:22:37. Arthur Stone (Queen monoplane)
and Harry Atwood (Burgess-Wright) also
started. Both failed to get further than
Medford, Mass. Atwood started with his
father and he flew back alone from Medford.
White, Beachey, Ely and other flyers refused
to enter the race, claiming the course too
dangerous, no good landing places, et cetera.
Besides that, it was a purely snorting offer,
the $10,000 prize of the Boston Globe, and one
of the flyers thought it not worth while
unless something were guaranteed on ac-
count. Other troubles were had with the
management. It was alleged that White
had been promised a guarantee while others
had not. "Ply" says : "Those who are aware
of Grahame-White's avidity for the clinking
of silver and gold, as well as the yellow
certificates of large denominations issued
by the United States Government, insinuate
that the Englishman never came to Squantum
without a substantial guarantee."

The attendance was poor save on two days.
Weather delayed the meet also. Even the
30-mile flights out over the ocean to Boston
Light failed to draw the populace. Beachey
set a record in sensational flying that others
will have to match or lose out as a drawing
attraction. On Sep. 2, Beachey and Ovington
flew the Boston Light race in a wind of 26-28
miles an hour and Beachey did the flight
to Blue Hill and back, 15 miles, when "the
other aviators stayed on the ground. On
August 28, the flight to Boston Light was
cancelled, though Beachey and Ely protested.
Beachey and Ely flew anyway just for the
sport of it, and were the only ones to fly
that day. Ovington's flying in the Tri-state
race was most consistent, covering each 40-
mile leg without not more than five minutes
difference in times. Ely was unfortunate,
losing two contests purely on technicalities.

The ovations the Tri-state flyers received
were tremndous. A hundred thousand people
were at the State Fair in Worcester to wit-
ness the spectacle. Two days later Stone
made flights in Worcester. After a flight on
Sept. 6 the machine made a complete somer-
sault in landing burying him underneath.
He had a marvelous escape.

WALDEN MONOPIiANE MAKES FINE
FLIGHTS.

The original monoplane of Dr. Henry W.
Walden has, after three years of experiment-
ing and flying, proven itself as a flier. All
during the month he has been flying at Mine-
ola. At the series of exhibition flights made
under the auspices of Walter B. Davis by
Beatty, Sopwith, White, Ely and Atwood, Dr.
W^alden made his first real public bow.
Although not a pilot or really an expert
flier he made circle after circle of the field,
fiying over the trolley wires and the houses
of Coney Island. When he landed he found
he had not flown the requisite time demanded
by his contract. Scarcely waiting for people
to get out of the way of his wings he started
up again and flew more than was necessary.
At the Nassau meet he had agreed to fly but
the first day he got in the w^ash of a Burgess-
Wright and broke up a wing. As he was
about to land, Lieut. Milling started off the
ground and rose right in front of Walden,
who cleared his tail but a couple of feet.
Dr. Walden was compelled to turn sharply
so as not to strike the other machine and
the stream of air caught him and dashed
him about forty feet to the ground. The
picture shows the ailerons in position to
balance up when the "wash" struck him. An
instant after the picture was taken the
machine was a wreck.

The day before he tried for his pilot license
and met with all the requirements, save as
to altitude. Though the observers vouch for
1,500 feet, the club's representative failed to
furnish a barograph and he has no pilot
license as yet.

Two more machines are now being built,
all to be equipped, like the present one, with
Hall-Scott engines.

Many flights have been made from the
Mineola sheds over to Nassau and back. His
flight over on the opening day of the meet
when no one was expecting him and no shed
prepared at Nassau, was a sensation.

Although not a pilot, Dr. Walden flew in
a sanctioned meet under contract and was
entered on the program. When he was carted
to the hospital in an ambulance, he had to
pay $2 for the ride; he also got a bill for
taking his wrecked aeroplane off the field.
It would be hard for an aviator to be broke
and have to go without the luxury of an
ambulance. But, then, all aviators are sup-
posed to be wealthy, so what's the use of
worrying. The earth-worms can still ride
free in ambulances.

TO "HUMBLE INQUIRER."

We have received a letter asking further
information on the pressure equalizer de-
scribed in a recent issue of this publication.
The letter was signed "A Humble Inquirer."

We are always glad to answer all inquiries;
but it is out of the question to expect reply
when no name or address is given. Will he
please supply it?

Mr. Grahame-White

having' studied llio w'lrld's lit^'^t .ai-roplaiies regularly flies
one Nieuport iiKinoplaiic and two specially de.signed

BURGESS BIPLANES

(lesiciu'<l .111(1 Iriilt !)>•

BURGESS COMPANY AND CURTIS, Marblehead, Mass.

136

RONAUTICS

October, 19 J I

rHAT'S THE MATTER V/ITH AVIATION

AST issue we began a series of articles

under this heading, treating of the

status of avijtion in this country at

the present time. At least, that is

t we requested. In our letters we point-

jinit several items which were not en-

ly favorable to rapid progress and to the

istiy. Some evidently believe thit avia-

is flourishing. We do not wish to confine

symposium entirely to aviation. It

iM be interesting to bring in the sport

jallooning, and the piloting of dirigibles,

ny are ever to be used for sporting pur-

33 in this country.

"The Aero Club of

is now without gas and
there is nothing doing."
Signed by club's president.
he aero clubs who aie doing anything of
practical value can be counted on one
d, with perhaps a finger or so to spare —
way, a thumb.

ontributions from every one who has

lething worth while to say are solicited

this series, provided they are brief, and

not "trade puffs."

THE EDITOR

By Jerome S. Fanciulli,

Manager Curtiss Exh bition Co.

would say that progress in aviation is
isfactnry as far as this Company is con-
ned. We note a gradual widening interest
oughout the U. S., both in exhibition and
ctical sides of the business. I believe
t the numerous exhibitions which we have
en and are still giving throughout the
S., will do moie than anything else to
nonstrate the increasing practicability
i reli-^bility of the aeroplane.

regard the Chicago Meet held in August
. greatest demonstration of the art of
ng that has ever taken place in this or
/ other country. Its beneficial effects ai e
jnd to be widespread. Already we have
a evidence of the aroused interest re-
ting from the Chicago Meet. , , . ,
t is true that the U. S. is far behind
ne parts of Europe, France in particular,
the mUter of offering prizes for cross
jntry flights. However, there have been
/eral such prizes put up in this country

CLUB NEWS

The Aero Club Itnliana S. U. A. has been
rmed with Albert C. Triaca, president;
aneesco Grutter, Secretary, Saverio A.
iscia, Treasurer; prominent New York
ilians complete the board of directors. 1 he
nee is at 403 Park Avenue, New York, ine
jb has been started by Mr. Triaca, who
ill be remembered by all who followed
iation from its rise in this country through
s school. This lost a pot of simoleons
iparently because people thought they
uld copy well-known types from descrip-
ms and pictures in AERONAUTICS and save
e trouble of leLirning the principles and
isigning their own. They evidently did.
The Trenton Aero Club has been incor-
)rt.ted at Trenton, N. J., with the following
fleers: P. F. De Marco, President; Stephen
ack, Vice-President; John Falcey, Secre-
ry; Frederick Gebert, Treasuier; James
enton, Ass't Treasurer.

strong effort was made to secure the co-
lerati'n of the business men of Trenton
Jt without success. It was planned to es-
blish a real club with grounds for experi-
ental flights.

Chas. F. Willard is having a new Curtiss
lachine built, two passenger type, with
nome engine. The passenger will sen to
le side and to the rear of the pilot. Other-
ise, this will be a standard Curtiss. The
evating surface is slightly increased, for

recently, notably the one of Gimbel Bros, for
a race of three Curtis aviators between New
York and Philadelphia, which was success-
fully cariied out on August 5th. I look for
a great deal of cross country flying next
year, for which there will be adequate pi-izes
ofiered. I also expect to see aeroplane racing
made a featuie of all the big meets held in
the U. S. next year.

All things taken into consideration, I re-
gai d the progress in aviation in this country
as slow but steady with good prospects for
the immediate future. While few machines
have been sold for sporting purposes, thus
far, I believe that the hydroaeroplane will
do more to stimulate interest in this direction
than anything else that has been developed
in the brief history of heavier than air
machines. With the advent of aeroplane
racing I look for inany wealthy men to
enter the game, possibly not as operators of
their own aeroplanes, but for the sport of
having the fastest machine with a hired
aviator, the same as one would put an auto-
mobile 01 a motor boat in races to be run
by employed experts.

I have no complaint to make in regard to
the exhibition business, as we shall have
filled engagements calling for more than 350
flying days by the end of the season. I have
absolute faith in the future of aviation, and
believe that next year will bring rapid de-
velopment.

By J. T. Patterson,

Sec'y Maxi.miitok M.vkers.

We have industriously tried to find some-
thing the matter with aviation and failed.

Aviation is very young yet.

In compaiison with it the beginnings of
the automobile industry, etc., etc., were in-
significant and slow.

ifou, of course, remember the time a few
years ago when it was an achievement for
an American built auto to make a non-stop
run around a block — when automobiling was
the butt of eveiybody's jo.ke.

Certainly aviation is rapidly passing from
a circus to an industiial basis.

We are hopeful your diagnosis will in-
dicate the most serious "matter with avia-
tion" is "growing pains."

his rear elevator will have the same surface
as that in Beachey's headless and the front
elevator will increase the whole surface by
its area.

H. F. Keiirney. of St. Louis, will undoiib'edly fly wi'h
H.il-Scott Equ'ipmint at the Si. Luis in el. Kearii. y
is recov.Med fr..ni his ImM of :i month a'.' , at wlii h time
hr rtrw ;?.T miles cr sscountrv lo Kniloch ' iel<i, an I tlieii
niKliii hard l.-Midin^- .n acct unt of Ins n oior siopping
due lo liisfTMs tank uiirii' k dr> . Tli mas McOo •> , who
purchased a 6J Mall S(->lt power pi in alter se inir ilie
resul so I'MUi rl Horn H II S<olt eciuipme'l in Baldw n
planes at the Chit^ffo mee'. has been making more tlian
good in anU ar. und Giand Forks.

Daily flights are being made at Nassau
Boulevard with the Shneider Biplane. Three
hangars are occupied at present, and the
fourth machine will be shipped there within
a few days. Great activity is shown in his
school, the students are progressing very
rapidly and making successful flights. Mr.
Shneider himself has been trying out a Gyro
motor in one of his machines. The Shneider
factorv has several machines under con-
struction. Recently one was sold and dem-
onstrated to Mr. N. Lapadat, of Johnstown,
Ohio.

Yoii have so far auccecjlcfl in your efforls to publish
a rem inlereniiiu/ niid Icdrncd joiirntil, atul you
Khali have giji mihscripUon as lotiy as you publish.

— CHAS. HiLL.MAN.

13?

AERONAUTICS

October, 19

GERMAN BALLOON WINS INTERNATIONAL RACl

THE international balloon race wiiich
started from Kansas City, on October
5th was won for the second time by
Germany. Official reports have not
been received at the Aero Club or
America as vet and the distances given here
are measured on large scale maps.

The record distance in competition tor
this trophy, 1172 miles, made last year, is
far from being beaten. ^^ t i, r^,.r.

Three balloons entered for the Lahm Cup
but failed to get close enough to the old
mark. Following are unofficial results. —

International Race

Berlin II, Lt. Hans Gericke and J. O. Bun-
ker, at Holcomb, Wis., 450 miles. , t w

Buckeye, Lt. Frank P. Lahm and J. H.
Wade, Jr., at Sparta, Wis.,^ 364 6 miles

Berlin I, Lt. Leopold Vogt and Lt. M.
Schoeller. at Austin, Minn., 301 ^i es.

America II, John Berry and Paul McCul-
lough, at Emmettsburg, la., 275 miles.

Million Pou, Club, Wm. F. Assmann and
J C Hm-lbert, at Mason City, la., 265.5 miles.

Condor, Emile Dubonnet and Pierre Du-
pont, at Mingo, la., 172.8 miles.

L.alini Cup

Kau.sa!4 City II, Capt. H. E. Honeywell and
John Watts, at Kennan, Wis., 486 miles

Toiieka II. Frank M. Jacobs and W. ^^ .
Webb, at Dunnell, Minn., 302 miles.

Pennsylvania II, A. T. Atherholt and BR.
Hunnewell, at Buffalo Centre, la., 293.6 miles.

OTHER ASCENSIONS

Salt I.aUe City. Sept. 4 HE. Honeywell,
R N. Campbell, Lewis B. McCormick and J.
Frank Judge were the aeronauts to christen
the Salt Lake Aero Club's new Honeywell bal-
loon "Salt Lake City." The strong wind did
not deter the passengers and, of couise,
Honeywell didn't mind it a bit. Aftei sail-
ing around over the salt lake and the hills
the balloon was dropped to a low adtitude
and it followed the foothills in the dire_c-
tion of Ogden, landing "^ar Utah The
party packed up and returned to bait l^aKe
from Ogden.

Two other ascensions were made before
Captain Honeywell left the. city after a
week's instruction m ballooning. The last
two were made over the Wasatch Mountains
at a high altitude.

Kansas City, Aug. 31.— -.he Kansas city
Aero Club has purchased a new balloon of
80,000 cubic feet from H. E Honeywell of
St. Louis, and on August 31 made a tiial
trip, carrying nine people all told, of wliich
Ave were ladies. The rest of the party was
composed of members of the press and aero
club officials, including president George M.
Mvers They were not all taken up at once
but in relays, five different ascents being
made from the one inflation. Friends ot
the aeronauts followed in automobiles.

PittsfieUl. Sept. 11.— H. Percy Shearman,
president of the Williams College Aero-
nautical Society left alone in the Spring-
field" on an attempt to make a new record
to Canada. He was discovered the follow-
ing morning in a field in an exhausted con-
dition near Auburn, Me., by a farmer who
started to investigate the presence of a bal-
loon on his property. Shearman could give
no more than his name. When he arrived
at the hospital he sank into a stupor. He
had passed through a severe rain and hail
storm, followed by cold weather. He had
climbed in the rigging, ripped the bag, fall-
ing back unconscious in the basket. Uis-
tance 190 miles. ■,., t., i ^

l>hila., Aug. 25. — Dr. Thomas E. Eldredge.
John Noggle, Frank Middleton and a 9-year
old boy, Mears Noggle, ascended in the
"Philadelphia II". The landing was at Ar-
neytown, N. J., after a trip of two hours.

Pittsfleld, Sept. 17.— J. J. Van Valkenburi
William Van Sleet, and Jay B. Benton a;
cended in the "Springfield" a few momen
before midnight. Morning found them ovc
Long Island Sound and a landing was mac
in Auburndale, L. I. The duration of tl
trip was 5:25 and the distance 109 mile
This was Valkenburg's 10th trip ar
his second as pilot.

Atchison, Kans., Sept. 4 — W. C. Jacob
John Cain and Will Harburger ascended i
the "Topeka I" and landed at Wathen^
Kansas.

Pittsfleld, Oct. 8. Wm. Van Sleet an
Jay B. Benton, in the "Boston" to Lakewoo
N. J. The trip was begun 15 minutes aft(
midnight of the 7th with a full moon an
beautiful weather.

A Hudson River Steamer discovered th
balloon with its searchlight.

The landing was made 8 A. M. Sunda
morning.

Pittsfield. — Sept. 23. Ernest G. Schmolcl
Mr. and Mrs. St. J. C. Wood and Malcom «
Ludlam in the "Springfield" to Cheshire.

SPRINGFIELD, ILLS., July 17-18. John Ben
and Roy F. Donaldson in the "Million Popuk
tion Club" to La Place, Piatt Co., Ills, on a tri
lasting from 7:30 o'clock Monday evening ti
10:30 Tuesday a. m. Two other landings wei
made earlier in the morning at Kirksville ai
Bethany.

KANSAS CITY, MO., July 14. H. E. Honej
well, pilot, and four newspaper men in tf
"Kansas City" at 4 p. m. At 8:32 p. m. lane
ing was made about 8 miles from the star
having drifted back and forth about the city
aerial section.

SAN DIEGO, CAL., Aug. 13. In an attemj
to reach San Bernardino, Gene Savage, C. 1
Hunt, T. Henning and Stanley Schultz, en:
ployees of the gas company, were caugiit in a,
unexpected cross current of air, swept south
west over San Diego Bay and finally alighte
on Table Mountain below Tia Juana in Lowf
California. Their experience was terrible, a
the wind was sweeping them rapidly out t
sea, which meant sure death unless a currer
caught the bag and drove it back over the lan(
Sam McGovney, owner of the ballon, named th
"Globe," followed it in an automobile.

The daring young men had expected to reac
San "Bernardino in about three hours. Tb
wind was just right, until they reached a heigl
of 600 feet. When they were caught in a gal
and swept towards the sea. Besides the fou
occupants, the balloon today carried 1110 pound
ballast, thirty pounds of drag rope, 500 feet c
inch cord, water, food and an anchor.

PITTSFIELD, MASS, July 22. Alan R. Haw
ley, Harrington Emerson and Richard F. Da
in the "Springfield."

PITTSFIELD, MASS., Aug. 13. Wm. Van Slee
and J. J. Van Valkenburgh in the "Pittsfield
to Coltsville, a short distance from the starl
The start was at midnight and the landing a
1 a. m. ^ „

ST. LOUIS, MO., Aug. 12. St. ,Ino. P. Har
and Sergt. Joseph O'Reilly, of the Mo. N. G., a
7:45 p. m., to Black Jack, Mo., at 8:30. DistanC'
15 miles.

PARIS, July, 19. Ernest O. Schmolk, quah
fying for French license, sailed over I'aris ii
the balloon Ariane.

Lieut.T.D. Milling, U.S.A

having won llio i)rin«i|)al biplanf prize-; at the Bosto^
Meet (in a |

BURGESS BIPLAME |

lia< o>;lal>lisli<'cl a icw World's Record, <arr> ingTwt ,
Passengersal Nassau li.inlcvanl on llu'sauu-aiT oplai'* '

BURGESS COMPANY ANDCURTis, Marblehead. Mass

138

AERONAUTICS

October, 191 1

HtU^t^n^

FL.Y WITH TWO MOTOKS.

Reports from Eastchurch aviation field, in
England, state that the Short biplane with
two engines flew an hour on September 23,
changing from one motor to the other while
in the air.

Aviation is "on the blink" in England.
There is very little doing. Our sympathies!
Same here, old man.

VAIVIMAN TO START SOON.

From a standpoint of novelty the airship
Akron, in which the Sieberling-Vaniman ex-
pedition will attempt to cross the Atlantic
ocean the latter part of October, is perhaps the
most remarkable ever constructed.

The gas bag itself is 258 feet long and 47
feet in diameter. Most of the other dirigi-
bles constructed in Europe have had greater
diameter and less length, but Mr. Melvin
Vaniman, who has a number of new ideas
embodied in the latest of airships, believes
more in length of a gas bag than in breadth.
Thus the "Akron" bag is built along the lines
of a slim racer and the dirigible will have a
speed of from thirty to thirty-five miles an
hour.

The bag was. manufactured in the factory
of Frank A. Seiberling of Akron, O., who
is financing the present expedition. It con-
sists of Goodyear material embodying seven
thicknesses, four of rubber and three of
cloth or fabric, rendering the bag practical-
ly impervious to weather conditions. The
bag weighs 4,400 pounds and when it leaves
on the voyage to Europe it w^ill contain
approximately 400,000 cubic feet of hydrogen
gas.

The upper two-thirds of the Akron's en-
velope is made of fabric built up by sand-
wiching three layers of the finest cotton
cloth between four layers of rubber. This
makes a fabric that will stand a tensile
strain of 160 pounds per inch. The cloth was
all specially made for this balloon and more
than 2,200 pieces were sewed together with
a double seam and then bound with tape on
both sides. Laboratory tests have showed
that this seam will stand a strain of 100
per cent, both as to strength and leakage. In
other words the seams are as strong and
tight as the rest of the envelope. As the
under side of the bag will have a minimum
strain it is of lighter material than the upper
part.

The entire weight of the engines, car and
whatever cargo the ship carries will be borne
by the upper half of the envelope as the car
is swung from long loops of fabric running
almost the full length of the bag. These
loops are of heavy fabric and are sewed and
cemented to the bag itself. The outer coat
of the balloon is a bright yellow to protect
the inner coats of rubber from the ultra-
violet sun rays. These rays, so scientists
claim, cause rubber to become brittle and
crack but passing through a yellow medium
they are robbed of this power. The "Akron"
contains two ballonets, one in the forward
end of the bag and the other toward the
rear, both connected w^ith air pumps and by

inflating them with air to a greater or less
degree, Mr. Vaniman declares he will be able
to maintain an even pressure in the envelope
at all times.

The hydrogen gas is being made right at
the hangar in Atlantic City. No one but the
initiated would know that this gas is being
made with such stuff as old rusty barrel
hoops, lathe turnings and other scraps of
the machine shop, acted upon by sulphuric
acid. Nearly 80 tons of scrap iron and 100
tons of sulphuric acid is necessary to manu-
facture the gas with which to inflate the
"Akron" bag. An equal quantity of coal gas
would supply an ordinary five-foot burner for
more than 10 years.

The car of the Akron is 185 feet long and
consists of a framework of steel tubing, con-
structed in the lightest possible manner, at-
tached to the long, torpedo-shaped gasoline
tank on which the four engines of the dirigi-
ble will. rest. The top of the gasoline tank
will form the floor of the car. This tank is
made in compartments of reinforced gal-
vanized steel and will carry over 8,000 pounds
of gasoline. The car will weigh 6,000 pounds.
The car will be enclosed with waterproof
fabric.

The four engines of the dirigible are the
best that Mr. Vaniman could secure in this
country and Europe. Two of them are of
110 horse power each, one of 80 horse power,
and the other of 17 horse power. The two
powerful engines are of American make
while the others are French and English.

The six propellers, three on each side of
the dirigible, were especially constructed in
France. The two forward propellers will
be of the ordinary type, while those in the
rear will be movably mounted so as to either
slant the ship upward, downward, or steer it
in a horizontal plane. This device is the in-
vention of Mr. Vaniman, upon which a patent
was recently obtained, illustrated and des-
cribed in AERONAUTICS.

Beneath the" car will be suspended the life-
boat, which is 27 feet long-. It has air-tight
compartments, and is non-capsizable.

In this boat will be cari-ied the wireless ap-
paratus and provisions for a fifteen day
voyage. Five days' provisions will be car-
ried in the car. Members of the crew when
not on duty will sleep in the lifeboat. Vani-
man intends that his crew shall have plenty
of good things to eat on the voyage and he
has fitted up two of the engines' exhaust
pipes with frying pans and all sorts of ham
and eggs and tempting dishes are to be part
of the menu.

The substitute which Vaniman has invent-
ed for the old equilibrator tliat last year en-
cumbered the America is being kept secret
for the present. But upon this invention the
airship will depend a great deal for success.
It is not revealing any secrets, however, to
say that the method of maintaining equili-
brium has something to do with the taking
water from the sea. Mr. Vaniman is con-
fident it will be successful, as is also his
backer, Mr. Seiberling.

139

AERONAUTICS

October, 1911

MICHEIilN PRIZE FOR DROPPING
PROJECTILES.

In order to encourage the development of
the aeroplane as an offensive implement of
war. M. Michelin has offered a prize of
$30,000 for the competition of French pilots,
either civil or military. This sum is to be
divided into lour prizes.

The first one, of $10,000, is to be given to
the pilot who by Aug. 15, 1912, from an alti-
tude of greater than 200 meters, places th«i
greatest number of projectiles in a circle of
10 meters diameter. Five projectiles must be
carried, each weighing not less than 44 lbs.,
and be dropped one at a time. Another prize
of $5,000 is to be given for dropping projec-
tiles from the height of 1,000 meters, into a
rectangle 100 meters long by 10 meters wide.

These two oi'izes are for competition up
to and including Aug. 15, 1912; the award of
the balance of the money is to be arranged
later, and is to remain open till Aug. 15,
1913.

The prizes are known as the "Michelin
Aero T„.o^- 1-. ...c„.

SCOTT UOMB DROPPER SUCCESS

A first trial was made October 10, under
adverse conditions, with Lieut. Riley E.
Scott's apparatus for dropping projectiles
with scientific accuracy in, the Army's Wright
biplane at College Park, Md. The two pro-
jectiles were dropped within 6 feet of a
target and 6 inches apart, from an elevation
of one thous; nd feet.

Lieut. Scott's invention is the only method
thus far suggested anywhere in the world
for the determination of speed relative to
the earth and for the launching of projectiles
with the same mathematical accuracy with
which any gun is sighted.

AVILLOUGHBY WATER 'PLANE.

Capt. Hugh L. Willoughby has had so much
encoui agement from his experiment in New-
port HaiDor during the last Summer that he
is to start a factoi-y at Sewall's Point, Fla.,
to build duplicates of his machine "Pelican."
The hydro-t-eroplane has caught the general
fancy and the concensus of opinion is that it
will be the machine of the future, tor so
many obvious reasons. Safet.v is an important
reason; faster than a motorboat, cheaper on
a speed basis.

Captain Willoughby's machine spreads 30
ft., with a weight of 575 lbs. without wheels
for land use, or the brass-sheathed floats,
which weigh 103 lbs. A Curtiss 30 horsepower
motor drives a piopeller in the front of the
machine. Tho f rrt nci rear elevat'^r"^ •'• ■ ''■

in conjunction, in the same manner as in
use in Farman, Curtiess and other machines,
under Capt. Willoughby's patent. He has
also patented an engine control which, in
case of h-ird landing, will shut off the power
with certainty through the natural move-
ment of the body.

PLIES RUDDERLESS M.-VCHINE

Frank E. Boland has been making good
flights with his ruddeiless machine, wnich
is, perhaps, still in the experimental stage.
Though even tailless at fii'st, one had now
been added but the rudders are still absent,
K. Lei-. 1 sietTiiig Oeing o.ccompiifcheu by tii-
angular oblique fins at the outer extremi-
ties of the biplane cell. These likewise
se' ve to PccompM^h l"tp»-""l pt- bii.jty.

Kermerly has been making flights at Mine-
ola with a Curtiss copy equipped with a
INIiXimotor engine. tioi/na L..eo his own
design 8 cylinder 60 horsepower engine.
Antony Jannus has been flying the old
Weeks Curtiss-type machine, after taking off
the front elevator. This is equipped with a
4 cylinder Emerson. Both Jannus, and Dr.
Wnlden have exhibition dates in the South.
Kennerly is taking his machine home in
Kentucky for the Winter.

C. O. Hadley now h is Joe Seymour's old
original Curtiss, with the elevator way out
ft-r-nt "nd h^.'? mide Pf^me real good flights
with his Roberts engine, for which he is
agent.

Fred H. Medrick has a heavy, old Curtiss-
type, with Roberts engine, flew clear to
Westbury and back the second time he tried
to fly, a distance of about 10 miles alto-
gether. Joe Stevenson has bought a 60 Hall-
Scott engine and put it in his Curtiss-type
but he smashed up several times after flights.
Francois Raische has a new Curtiss-type
out with a Smalley engine. Clyde, with a
bipl'-ne of his own m ;ke, has been trying
to fly with Hall-Scott, but h-^s not done
much in the way of flying. Wilbur R. Kim-
b"'l h".« '^pen m"kin<2r hTtp-with his "^-nro-
peller tailless biplane with an auto engine.
All tbese rt.vers re located in the Aeronaut-
ical Society's sheds, at Mineola.

AVIATOR ELTON PLIES i;44 MILES

Albert Elt^n. who h-^d just learned to fly
a Wright biplane at Dayton, flew from there
to Youngstown. O., in the three days, Sept.
distance of about 70 miles. The next day
he flew to Pickerington, Newark, Wakato-
mica to Trinway, 64 miles, making stops at
these places. The third day's trip took him
"f» town. Y ""n-Ptown. 1!.^ miles on

The Willoughby yd/ o-aerOf,lane.
140

AERONAUTICS

October, 19/1

.:i^Mi*iL':?-..iKtt;"i"i .:Jf

the way. A. I^. AN'olsh. ihe AVriyht instruc-
tor, was his passenger throughout the flight.
This was the first long distance tow-man flight
in America.

AR3IY'S AERO GUN.

Not to be outdone by the Navy, the Ord-
nance Department of the U. S. Army has
built and is to test out a high-angle aero-
plane gun. The department will not release
any photographs of it, nor will it give any
details beyond the fact that it is a 6-pounder
high velocity gun mounted upon a specially
designed mount for use in the attack of aero-
planes and dirigibles.

A JAPANKSE DIRIGIBLE.

The Japanese dirigible of Isaburo Yamada
some time ago completed a series of success-
ful trials and the populace is enthusiastic
over the thoughts of a Japanese airship.
Yamada began in 19()it and is reported to be
building in behalf of the Government. Japan
is not suitable for aeroplanes, such open
spaces as there are being controlled by the
Government. Port Arthur is apparently the
best place. The airship is of the non-rigid
type, fitted with a new Maximotor engine, of
60-75 h.p., replacing a smaller engine of the
same make.

NEW AIR IMLOTS

There are now sixty-three registered avia-
tion pilots. The latest who have met the
requirements are as follows, the place and
date of the tests being given:

58 Harold H. Brown (Wright), Nassau,

Sept. 7.

59 Capt. Chas. De P. Chandler. U. S. A.,

(Wright), Washington, D. C.
Sept. 20.

60 John r>. Cooper (Curtiss-type), St.

Louis, Aug. 30.

61 A. R. Lambert (Wright), St. Louis,

Sept. 20.

62 Lieut. J. H. Towers, U. S. N., (Cur-

tiss), HaiTimondsport, Sept. 14.

63 L. K. Holt. Los Angeles. Aug. 31.

Spherical balloon cei'tificate number
32 has been given to George B.
Harrison, dated I..os Angeles,
Aug. 31.

\VVAIi OFFICER INVENTS AERIAL,
TORPEDO.

The aeroplane itself has now become an
engine of destruction to foes. First, we
had the areoplane as a scouting vehicle, then
through the invention of I.,ieut. R. E. Scott,
as a carrier of missiles. Paul K. Chaniber-
lin, an officer in the U. S. Marine Corps, has
patented in the U. S. means for employing the
aeroplane as a missile. (1,004,367, Sept. 26,
1911.)

A specially designed one-man monoplane
is used, Avith a light and powerful engine.
In the extreme front of the mncliine is a
projectile or explosive bomb. The seat for
tlie aviator is mounted on a platform which
can be tripped at any time to allow the
aviator, who must be a nervy man, to drop
himself through the bottom of the aeroplane,
opening a parachute as he goes. An inex-
pensive engine can be employed, as no long
flights are demanded. The cooling system
can be done away with altogether, possibly
and the fuel and oil carried will be but little.
The toi-pedo is made of armor steel and
heavy enough to pierce tlie sides and decks
of vessels. It is intended to carry about ISO
pounds of wet gun cotton and to be supplied
with a!i explosive means — for instance a
combinatiiMi time and percussion fuse.

When tlie aviator is ready to direct his
attack and take leave of his machine, he pulls
a level-, which simultaneously diov)s Iiim
thi-ough the floor and ignites the fuse. The
wings are so arranged that at this instant
they will fold up vertically because of the
pressure of the wind. The length of the fuse
is to be determined before launching the
machine on its death-dealing mission in
order that the torpedo may explode at the
proper moment.

141

AERONAUTICS

October. 191}

Provided the aviator does not strike the
object aimed at at the same time the aero-
plane does, the scheme would be all right.

It may be assumed that the engine keeps
on running until the fuel is exhausted, for
no mention is made of what the motor is to
do. Leaving this out of it, the forward speed
of the machine at the moment the attack
is started, combined with the pull of gravity,
will force the apparatus to follow a parabolic
path. The aviator is moving with the aero-
plane when he lets go and will follow closely
the same path, nicht wahr?

Another little drawback might be men-
tioned. No provision is made for the timing
of the drop the proper distance before reach-
ing the object aimed at. Perhaps he will .
use Scott's patented method of determining
his height, his speed, his path and the instant
for action.

Will the aeroplane keep on an even keel
or will it turn over and over, this way and
that, with the sudden change in weight dis-
tribution, center of pressure, center of grav-
ity, and a few other little items which keep
aeroplanes in the air? Perhaps the extin-
guished editor of Ply can answer this. If
this last sentence is not clear address H. B.
H., c/o "Fly," Philadelphia.

NEW CONCERNS.

The Aeronautical Society of California, Los

Angeles, Capital $;;00,000, of which $1,600 is
subscribed. The incorporators are Earle Rem-
ington, Roy L. Blakeslee, J. M. Bloom, L. S.
Emerson, Sidney Clifton, Thomas K. Kase and
Walter Home.

Trenton Aeroplane Club, Trenton, N. J.
The Lindsay Hopkins Aviation Company, of
Greensboro, N. C, to manufacture and sell
flying machines, etc.: authorized capital. $30,-
000; paid in, $300, by Lindsey Hookins, Thorn-
well H. Andrews and Thomas S. Beall.
Continental Aero Ciub, Richmond, Ky.
Smith Aero Engine Co., Traverse City, Mich.,
capital $100,000.

Reimers-IVIair Biplane Co., Chicago; name
changed to Standard Aviation Company.

Rochester Aerial Company, Rochester, N. Y.
capital $10,000. The directors are George
Mutch, R. Edward Smith and William Searle
Hutchings, of this city, and Stuart M. Wol-
verton, of Canandaigua.

The Snyder Aeroplane Company, Osborn, O.,
capital $5,000. Charles B. Snyder, Al. Stim-
mel, Frank Semler, Frank Esterline, Horace
Pence and Williain Semler, incorporators.

American Nieuport Aeroplane Company., New
York. Capital $50,000. Incorporators: Allan A.
Ryan, Ignatius V. McGlone, K. R. Howard, all
of 32 Liberty Street, New York.

The Gray Eagle Aviation Company, Louis-
ville, Ky., capital $5,000. The incorporators,
with their holdings are: Ernest Orndorff, Mat-
toon, III., E. L. Grey, Ora Gratz, and R. O.
Rubel, Jr.

Bleriot Monoplane Co., New York City. cap.
$150,000. Incorporators: R. A. Burkhard, G. E.
Marcus, S. M. Marcus, New York City.

Pioneer Aeroplane and Exhibition Company,
July 11, St. Lous, Mo., to deal in aeroplanes and
give exhibitions. Capital $12,000, half paid. In-
corporators: M. Lellie, C. J. Shea, F. P. Meyer,
E. W. O'Brien and Andrew Drew.

The Aero Exhibition Company, Canton, O., to
book evhibitions. Capital, $15,000. Incorpora-
tors, William H. Clark, J. J. Piper, J. M. Blake,
Elwood Salisbury and J. P. Fawcett.

Sather-Phillips Aeroplane Co., Chattanooga,
Tenn., capital $10,000. Paul Andress, J. E.
Gross, T. W. Hagan, T. P. House and Lawrence
H. Smith.

Harvard Aviation Association, Boston, cap-
ital $40,000; Leonard 1). .Mil, Adams D. Claflin,
Raymond L. Whitman.

The Wilson Aero Co., formed for the pur-
pose of exhibition flying. First flights have
been made by Charles Mink in their own
make of biplane with a Maximotor engine.
Capital, $100,000. Incorporators: John Wil-
son, Jr., 715 Prospect Avenue, John P. Ab-
bott, 705 D. S. M. Bldg., Geo. J. Rohmer, 835
Niagara Street, all of Buffalo, N. Y.

International Aeroplane Co., 104 Second
Ave. South, Minneapolis, Minn. Capital,
$50,000. Incorporators: William V. Bloom-
field, Gustav H. Sachs and Sigvard Quam,
all of Minneapolis.

Gibson Piopeller Co., Fort George, New
York. Capital, $20,000. Incorporators:

Robt. L. Moffet, 52 William St., Nathan A.
Egbert, 52 William St., Theo. S. Williamson,
71 Broadway, all of New York City.

Sather-Phillips Aeroplane Company, Chat-
tanooga, Tenn., capital of $10,000. Incorpor-
ators are Paul Andress, J. E. Gross, T. W.
Hogan, T. F. House and Lawrence T. Smith.

New England Aviation Co., organized at
Kittery, $1,000,000 capital stock, ef which
nothing is paid in. Oflficers: President, Leon
G. Chase of Boston, Mass.; treasurer, A. Ing-
ham Bicknell of Boston, Mass.

American Paraplane Company, Chicago,
111., the business of which is to manufac-
ture, sell and deal in paraplanes, aeroplanes
and dirigible balloons. The incorporators
are: C. A. Pease, Chicago, 111.; T. C. Corwin
and M. A. Noble, of New York City. The
capital stock is $1,000,000.

Kimball Aeroplane Co., Lynn, Mass., 130,-
000, by A. G. Kimball.

The Mercurial Aeroplane and Entertain-
ment Company, New York, to manufacture
and deal in aeroplanes, to employ aviators
and birdmen to give exhibitions and lecture
upon the subject of aviation and to act as
theatrical proprietors and managers.

Capitalized at $10,000. Directors: Oscar
Gabrial, William Gabrial and Charlotte
Gabrial of New York City.

American Aviation Company of New York
City was incorporated today for the purpose
of promoting and conducting aviation meets,
race contests and speed trials, also to manu-
facture and deal generally in airships of all
kinds.

Capital, $2,000. Directors : Walter B. Davis,
Juliu-s Gottlieb and Edward Dolan of New
York.

Nassau Aviation Corporation, 334 Fifth
Ave., New York, to finance meet.

Aeroplane Mfg. Co. (G. W. Strommer),
South Tacoma, Wash., for the building of
aeroplanes.

ABRO CALENDAR.

Oct. 11 — Wilmington, Ind., Curtiss aviators.

Oct. 9-15 — Birmingham, Ala., Curtiss avia-
tors.

Oct. 11-14 — Albuquerque, N. M., Curtiss
aviators.

Oct. 12-13— Sturgis, Mich.. C. F. Willard.

Oct. 12-13 — Atlantic City, N. J., Curtiss avi-
ators.

Oct. 12 — Salem, N. H., Curtiss aviators.

Oct. 12-14 — Seneca, Kan., Curtiss aviators.

Oct. 12-14 — Peoria, 111., Curtiss aviators.

Oct. 12-18 — Macon, Ga., Curtiss aviators.

Oct. 14-21 — St. Louis, Mo., Wright aviators.

Oct. 16 — Broken Bow, Neb., Curtiss avia-
tors.

Oct. 17-19 — Raleigh, N. C, Curtiss aviators.

Oct. IS — Belvidere, 111., Curtiss aviators.

Oct. 19 — Natchez, Miss., Curtiss aviators.

Oct. 20-21 — Raton, N. M., Curtiss aviators.

Oct. 25-27 — Garden City, Kans., Curtiss
aviators.

Oct. 26-28 — Norfolk, Va., Curtiss aviators.

Oct. 25-30— Turin, Italy, 5th Congress Per-
manent International Aeronautical Commit-
tee.

Nov. 14-19 — Houston, Tex., Curtiss aviators.

Nov. 22-23 — Newburn, N. C, Curtiss avia-
tors.

Dec. 7-12 — San Juan, Porto Rico, Curtiss
aviators.

Jan. 10-12, 1912 — Los Angeles, Cal., open
meet; arrangements not certain.

— Dallas, Tex., J. A. D. McCurdy.
— Shieveport. La., J. A. D. McCurdy.

142

AERONAUTICS

October, 1911

BOOKS RKCEIVED.

AERIAL, NAVIGATION by Albert F. Zahm,
A. M., M. E., Ph. D. 8 vo., cloth, 500 pp., pub-
lished at $3 net by D. Appleton & Co. Copies
may be had direct from AERONAUTICS.
Fully illustrated with 74 half-tone pictures
and 58 other illustrations. While the book
is a popular treatise on all branches of aero-
nautics, it is a distinct pleasure to read it,
with the consciousness that one may i eLy
upon what is read. It deals mainly with
leading- facts and principles, in a clear and
simple style.

Contents are as follows: Model Flying
Machine; Nineteenth Century Man-Flyers;
Aeroplanes of Adequate Stability and Pow-
er; Advent of Public Flying-; Strenuous Com-
petitive Flying-; Forcing the Art; Early Hist-
ory of Passive Balloons; Practical Develop-
ment of Passive Balloons; Early Histoiy of
Power Balloons; Introduction of Gasoline-
Driven Dirigibles; Practical Development of
Non-Rigid Dirigibles; Development of Rigid
Dirigibles; General Properties of Free Air;
General Distribution of Heat and Pressure;
Permanent and Periodic Winds; Cyclones,
Tornadoes, Waterspouts, Thunderstorms,
Wind Gusts.

THE AVIATION WORLD, or Who's Who
and Industrial Directory, small Svo., 319 pp.
cl-oth, illustrated, published at 2/6 net by
Aviation Woild Publishing Co., 12 Newgate
St., London, E. C. In addition to containing
a business directory of manufacturers of
aeroplanes, motors and accessories, list of
aviators in all countries, records, prizes, club
lists, conversion tables, certified pilots' names,
terminology, etc., there aie given the records
and past performances of the principal pero-
plt nes, description of the well-knawn engines,
and articles on aviation, patenting of inven-
tions, etc.

BIRD CONSTRUCTION COMMITTEE'S RE-
PORT, of Aeronautical Society of Great
Britain, compiled by Colonel J. D. Fullerton.
Published by the Aeronautical Society of
Great Britain, 53 Victoria St., S. W., London,
at 10s. 6d. net. To the student of bird-flight,
here is a work of remarkable value. The
weights of muscles, speed of wings, and other
data is given on no less than 459 different
species of bird life in addition to the text.

THE L.A^V OF MOTOR VEHICLES, by

Berkeley Davis, of the District of Columbia
Bar. 775 pp., 8vo., cloth, published by Edward
Thompson Company, Northport, Long Island,
N. Y., at $5.00.

The chapter dealing with the Law of Avia-
tion is, so far as we are awaie, the only ex-
tensive and complete review of this topic of
the law.

The various headings in this chapter are as
follows; Status of Aerial Law; "Value of
Early Rules and Observations; Status of
Space Superjacent to Land or Water; National
Ownership and Control of Space; Private
Ownership of Space; Rights of Aviators to
Pass over Piivate Property; Nature, Extent,
and Incidents of Right of Passage; Regula-
tion of Use of Aerovehicles; Power of Cong-
ress to Regulate; Civil Liability of Aviators;
Liabildty Arising from Negligence; Vis Major
and Inevitable Accidents; Liability Arising
from Nuisance; Alighting on Private Land;
Guille V. Swan; Articles Falling from Aero-
vehicles; Jurisdiction of Crimes and Torts
Committed on Aerovehicles: .lurisdiction of
Federal and State Courts; Aerial Warfare.

It will be seen from the above that the
subject has been covered in a very complete
manner and that there is a great deal of in-
formation that an aviator might find useful
on occasion.

Copies of the Aerovehicle Bills introduced
in the Legislatures of California and Con-
necticut are given in the Appendix.

LANGLEY MEMOIR ON MECHANICAL
PLIGHT. Smithsonian Institution, Washing-
ton, D. C. Edited by Charles M. Manly. Price
$2.50 in cloth and $2.25 in paper. Large

quarto volume, 320 pp., fully illustrated with
beautiful halftones and line drawings.

The present work, as planned by the late
Prof. S. P. Langley, follows his publication
on "Experiments in Aerodynamics" and "In-
ternal Work of the World" printed in 1891
and 1893 respectively.

This Memoir was in preparation at the time
of Ml-. Langiey's death in 1906, and Part 1.,
recording expeiiments from 1887 to ls96,
was written by him, detailing the work up
to the close of the experimental period when
the fir-st steam-di-iven model was flown.
Part II., on experiments from 1897 to 1903,
was written by Mr. Manly.

A third part of the present memoir is yet
to be published, to consist lai-gely of the
extensive technical data of tests of the work-
ing of various types of curved surfaces, pro-
pellers, and other apparatus.

The work is rather technical and is of
great interest to the student of aei-ial de-
velopment, containing as it does so much
Valuable data relative to a great number of
models and engines, both small and large.
Probably no other present-day work will be
found to compare with this in value to the
experimenter. The book can be had direct
from AERONAUTICS, 250 West 54th St., New
York.

PROGRESS IN CALIFORNIA.

California is an earnest rival of New York
state in the number of aviators and flying
fields. No less than three aviation schools
are located near Los Angeles. The old Dom-
inguez field, the scene of two big meets, is
under the management of Will L. Frew and
is controlled by the Aeronautical Society of
California, with Earl Remington, who flies
the Bleriot brought over by James Radley,
as president. The Society is formed for the
conduct of a school and for financing aero-
nautical enterprises.

The Gage aviation field is located to the
east of the city, and the Hyde Park field and
and school to the west. At Dominguez are
Holt, Champion and Remington. The Gage
school is at its own field. At the Hyde Park
field are Beryl J. Williams, Warren Eaton
and the Aero Club of California. Under the
observation of Professor H. La V. Twining,
several aviators have now become pilots:
Glenn L. Martin, who flew for his certificate
at Santa Ana on Aug. 9; E. L. Holt at Dom-
inguez on Aug. 23, and Beryl J. Williams at
Hyde Park on August 26. These three are
members of the A. C. of Calif., and others
will be fiying soon.

Eaton Bros. & Co., at Hyde Park, have
four machines, of Curtis and Farmm types,
with a couple of their design. They also
have three pupils.

Professor Twining, ex-president of the A.
C. of Calif., and his son Sidney have built a
shed at Hyde Park and have installed their
machine. An amateur meet will be held in
October and an international affair in
January.

At Santa Ana is another aviation field and
school, conducted by Glenn L. Martin. Mar-
tin has made a name for himself in avratron
as one of the early novices to get into the
air and do real flying And there are others
on the Coast who have done the like.

The flying season is starting in again in
earnest on the coast, and training schools
are getting in shape to take care of the
large number of pupils already anrolled.
Glenn L. Martin, Beryl Willi-^ms, E. L. Holt,
and Fred De Kor have been making excellent
flights, ninnv times of over an hour's dura-
tion De Kor recently flew from Santa Ana
to Dominguez field, a distance of 35 miles-
This is quite remarkable as he has only had
a month's practice in flying. He will shortly
go out for his pilot's license, and when he
obtains it will be the fourth flyer in the
vicinltv of Los Angeles obtnininar a license
with Hall-Scott equipment. E. L. Holt rs fly-
ing with Hall-Scott 40 motor, installed in the

143

AERONAUTICS

October, 19/1

old "Walsh 'plane, rebuilt. It shows some
speed however, as he has been able to win
out a number of times against the interurban
electric cars that run near Dominguez Field.
The Jay Gag-e School of Aviation, with a
beautiful flying- field located within four
miles of Los Angeles, has turned out a num-
ber of successful airmen. They have been
using Hall-Scott 40 power plants in the Gage
headless bl-plane, a machine that has excel-
lent efficiency, and that has carried two
passengers at a tim*^. They now have a 60
oower plant in addition to the 40, and are
already trying it out with the throttle so ar-
ranged that it will be impossible to get more
than half the power of the engine. The
Aeronautical Society of California will have
their training school at Dominguez, and have
already established their shops, hangars, and
other quai'ters. They have licensed French
pilots for Instructors, and operate with both
monoplanes and biplanes. They have already
enrolled a number of students for winter
flying, and the five Hall-Scott power plants
they have ordered will undoubtedly be kept
busy.

"Ideal" Model Catalogue.

The new catalogue of the Ideal Aeroplane
& Supply Co., 82 West Broadway, New York,
provides an interesting few moments even to
aviation bugs themselves. Without intimate
knowledge of the enormous demand for
models and model supplies one is very prone
to underestimate this branch of aviation.
To the boy who had to work out his own
propellers, pow^er plant, and other parts from
pictures but a short Tvhile ago, it must mean
a w^orld of pleasure to be able to buy pro-
pellers all beautifully made, thrust bearings,
silken fabric, multiple gearing, shafts, minia-
ture rubber-tired wheels, corer brackets,
sockets, minute turnbuckles, etc. For the
advanced or the inodel expert there come
propellers in the block to be cut out to suit
individual tastes and knowledge. Think of
the fun of running a "Baby" engine in a
model flyer of half horsepower. Even the
old boys can learn something from this. This
is a 2-cycle air cooled motor which turns an
18 inch propeller at 2,300 revolutions, stays
cool and weighs but four pounds.

AERO

MART

I'oNltions Wanted.

POSITIOrW 'W^\IVTED by an all around
Hying machine man as assistant constructor
or Aviator. R. C. care Aeronautics. Oct.

Business Cards.

J. ED. SHERIFF, MECHANICAL ENGINEER
AND INVENTOR. ORIGINAL DESIGNS A
SPECIALTY. 125 WATTS ST., NEW YORK. Dec.

AERO PHOTO COLLECTORS, Send 25c. for
set No. 1-A, six photographs of the leading
aviators and macliines.

Inter-National Photo Specialty Co.
Revere, Mass.

WARNING. All Aviators and Owners of Aero-
planes! Beware of Cadillac, Michigan! Owing
to poor condition of Fair Grounds which
the Committee refused to remedy, and failure
of engine at last moment, making it impos-
sible to make a flight, the Fair Association
seized and are now holding a Curtiss biplane
keeping the aviator from making a living.
Should you be approached for a date at this
city at any future time, take warning
from the experience of a brother aviator.
Mart Gairens McCormack, Aviator and Owner.

AEROLAIME OF THE FUTURE. Partner
wanted, to invest in manufacturing of aero-
planes with plurality of gradiently arranged
supporting surfaces, the fundamental idea
patented in U. S. p. 876,125. Further patents
pending. Will also sell my patent. Good
chance for aeroplane manufacturer. Address
F. Wondra. Box 83 4, Schenect ady, N. Y.

Power Plants For Sale.

ANZANI MOTOR, ^12 h. p. 2 cylinder, air
cooled, weight 65 lbs., complete with car-
buretor and coil, $150. Mack, 571 Fortv-
tifth St., Brooklyn. N. Y. o6t.

MOTOR, exceptionally fine, almost new, 8
cylinders, V type, 60-80 h. p., light but strong.
Built this summer by well known concern.
Will make price right and give tei'ms if sold
at once. W. "W. Simmons, Dayton. O. Oct.

PROPELLER FOR SALE: Best grade Chel-
sea Aero Co. Walnut piopeller. 8 ft. 6 in.
Diam., 6 ft. 6 in. pitch. Practically new,
having been used only six hours testing-
engine thrust. Write for particulars. Will
accept any reasonable offer. A. V. Revburn,
■Jr., 5305 Delmar P.oul., St. Louis. Mo. Oct.

Farman Type Illplane, Rebuilt.

Pine condition and without motor. Nassau,
c/o "Aeronautics."

ANZANI 6 cylinder, 50-60 for sale. Lists
here $2,800. Will sell at $1,600 cash. Never
flown. Only run few moments. Perfect con-
dition. Absolutely new. Good reasons for
selling. Address, AERONAUTICS, 250 M^est
54th Street, New York.

BLERIOT XI monoplane for sale at $3,000,
complete with 30-35 V^iall engine. Demon-
stration and instruction free. Same machine
that M. Lewkowicz flew^ over New Cork. Per-
fect condition. Newly covered -with Good-
year fabric. Address Bleriot, care AERO-
NAUTICS.

En^aK-ement.s W^anted —

Sep.

BOOKINGS WANTED. Amedee V. Rey-
burn, Jr., with 100 h.p. Bleriot monoplane is
now booking engagements for exhibition
flights. Apply to 5305 Delmar Avenue, St.
Louis, Mo.

Instruction.

THE EAGLE AEROPLANE COMPANY, In-
corporated, Capital Stock $100,000. Teach
Aviation and Aero-Wireless Telegraphy.
Pilots, Mechanics and Motor Experts Wanted.
Factory and Training Ground. P. O. Box
1174, Atlanta, Ga. Branches in Florida and
California.

FRENCH motor, new, 4-cylinder, for sale.
Good for biplane. Make offer. Queen Aero-
plane Co., 197 St. & Amsterdam Av., New
York. T.F.

Help Wanted.

FLYERS W^ANTED. Manufacturer booked
for winter wants few men to train for avia-
tors, $100 to $350 required. Gates, 227
Englewood Ave., Chicago, 111.

Aeroplane For Sale.

WRIGHT BIPLANE for sale. Model B.
In A-1 condition. Best of reasons for selling.
Demonstration to genuinely interested party.
Neither machine nor owner is broke. Apply
to W. V. 1).. Box 475, Patchogue. L. I.. N. Y.

Oct.

144

AERONAUTICS

October, 191 I

Cable; Aeronautic. New York
'Phone 4833 Columbus

k. V. JONES, Pres't —

ERNEST L. JOiiES, Editor

E. L. JONES, Treas'r-See'y
J. C. BURKHART, Ass t Editor

subscription rates
United States. $3.00 Foreign, $3.50

AOVERrlSING REPRESENTATIVES:

e. f. ingraham aov. co.. 116 nassau st., new york
Clifford W Bean, S park So., Boston. Mass.

HoTsi OCTOBER, 1911 Vol. 9, No. 4

COPVRIGHT. loll, ACRONAUTiCS PRESS. iNC

Entered as second-iljss matter September 22, 1908, at the Postotfice
New Yorl<, under the Act of March 3, 1879.

f\ AERONAUTICS is issued on tile 30th of each month
^^ All copy must be received by the 20th. Advertis-
ng pages close on the 25th. :: :: :: :;

#T Make all chpcks or money orders free of exchange
^^ and p->vnble to AKRONAUTICS. Do not send
currency. No foreign stamps accepted. :: :: ::

AGEirrS FOR "AERONAUTICS."

NEW YORK — American News Co., 15 Park PL;
Brentaiio's, 5tli Ave. and 27th St.

ST. LOUIS — Aeronautic Supply Co., 3932 Olive
St.; H. F. Mardorf, 4068 Olive St.

JERSEY CITY— A. W. Castellanos, 231 Vir-
ginia Ave.

BOSTON— I. N. Chappell, 26 Court St.; J. F.
Murphy, South Terminal Station.

SAN FRANCISCO — Foster & Orear, Ferry
Bldg. ; San Francisco Stationery Co., 20
Geary St.; Ck-ve T. SliHtfer, ;W1 0.t..viaSt.

CINCINNATI — J. R. Hawley News Co., 11 Ar-
cade.

MEMPHIS — R. M. Mansford. 26 S. Main St.

CHICAGO — P. O. News Co.. 178 Dearborn St.;
H. S. Renton, 49 Wabash Ave.

BOISE— Rawl's. 917 Main St.

PORTLAND, ORE. — S. S. Rich. 267 Morrison
St.

SALT LAKE CITY — Sheppard, the Magazine
Man.

DALLAS — S. W. Aeronautic Supply Co., 214

Main St.
LOS ANGELES — Wlialen's News Agency, 233

S. Spring St.
WASHINGTON — Brentano's.
BERLIN— W. H. Kuhl, 82 Koniggratzerstr.,

S.W.
PARIS — Brentano's, Place de I'Opera.
LONDON — .\eionniitios, ^^2 Npwa:;ite St., London,

E. C. (Jeor-ri' II. Scrasg. M.^t. ; also at the

office of British Aeronautics, 89 Chancery

I.anc London.
BERNE — A. Francke's Sortiment.

PLE.VSE READ.

If anyone who reads this knows the present
whereabouts of one A. C. Grant, he will con-
fer a favor if he will forward us this man's
address, or information as to where same
may be secured, or where Grant may be
found.

AERONAUTICS, 250 West 54 St., New York.

A BO.\RD OF INQUIRY.

The lack of foresight and the inability to
learn by hindsight is still a prominent at-
tribute of nero clubs in this country. The
fatal accident to the student Clark in a mono-
plane should have been made the subject of
diligent inquiry by a board consisting- of men
qualified to act in such a capacity. Of course,
it would be necessary to obtain the services
of non-members but a fair-minded body
ought to have no objection to getting at facts
wheiever they may be found. The cause of
accidents is an important matter. A rigid
investigation might save manv lives.

The wreck of Clark's m ichlne was carted
away at the same time the ambulmce took
the body. No one was allowed to even photo-
graph the aeroplane in its smished condi-
tion. Once moved, the possibility for any-
thing like an investigation with the ex-
pectation of results is gone.

GENUINE I

* ^

I 4 CYLINDER

* Complete,

I PERFECT

* First

CURTISS

AEROPLANEI

Restrictions *

+
*

CONDFriON I

DEMONSTRATION |

order, *

$1450

money wired.

* ^>^"k draft or certitied check J
+ h' Ids machine for demon- *

♦

^ st rat ion.
*

J Also Genuine Bleriot, 6 cylinder *

X Anzani Engine, 20 H. P. Con- ^

± tinental .*. .'. .'. .*. *

+ +

I USED 'PLANE DEPT. |

I AERONAUTICS I

I 250 W. 54th St., New York |
♦ mi l I ■! 1 11 1 1 1 1 ♦ ♦ ♦'i "H ' »* n 1 1 1 » ' ♦

145

AERONAUTICS

October, 1911

U. S. PATENTS ABSTRACTED

Copies of nil iiatentN iiiuy he obtained for

five oents enoh, l»y adilreNNin;; the

"Coniniis.sioner of I'atents,

Wa.shinjfton, D. C."

Manuel B. Saavedra, Habana, Cuba., 998,-
402, July 18, 1911. Filed Sept. 24, 1910, AU-
TOMATIC STABILITY by means of a pen-
dulum mounted in tlie center of gravity of
the machine, operating through gear and
pinion arms on containing' frame, which arms
are connected to the elevators and ailerons,
with arrangement for manually operating
the rudders and ailerons, if desired.

William N. Searcy, Silverton. Colo., 998,-
408, July 18, 1911. Filed March 30, 1910.
SUPPORTING STRUCTURE of hollow tri-
angular prisms, open at ends in line of
flight, means for closing ends to convert
device into parachute, vertical mast sup-
porting cai- and power plant, gas bag in
central prism.

Paul Lehmaiin, Schoneberg, near Berlin,
Germany, 998,538. Julv 18, 1911. Filed Feb-
ruary 7, 1910. BALLOON OR DIRIGIBLE
pNVELOPE of rigid exterior and non-rigid
laner chamber, one of said chambers to
contain the gas and means for forcing
air into or exhausting it from the other
chamber, whereby interior dimensions of the
rigid chamber may be changed Avithout
varying external dimensions.

John C. Schleicher, Mt. Vernon, N. Y., 998,-
.553, July 18. 1911. Filed February 28, 1910.
Flying-machine, comprising balloon and
means whereby same, propellers and aero-
plane maybe tilted up or down, etc.

John C. Schleicher, Mt. Vernon, N. Y., 998,-
554, July 18, 1911. Filed March 12, 1910.
Flying-machine, combination of gas bag and
superposed planes.

J. W. Fawkes. Burbank. Calif., 998,683.
July 25, 1911. Filed Sept. 28, 1909. Flying
machine consis-ting of hollow spherical body,
vv'ith propellers top and bottom in horizon-
tal plane, and front and rear in vertical
plane.

Allen L. McKeeth, Los Angeles. Cal.. as-
signor of one-half to Willet B. McKeeth, of
same place. 998,791, July 25, 1911. Filed
^larch 22, 1910. A flying machine embody-
ing a supporting aeroplane, a basket de-
pending from the supporting aeroplane and
mounted to swing from side to side, a
bracket extending upwardly above the pivot
of the swinging basket, a tail plane mounted
with its main rib extending through a bear-
ing in the bracket, and a mast extending
upvv^ardly from the forward end of the
swinging basket, above the pivot and con-
nected to the foiward end of said tail plane
rib, so that wlien the basket swings one way
the tail plane will swing the other way.

John M'. Boughton, Phila., assignors to
the Boughton Flying-machine Co., 998,834,
July 25. Filed Nov. 13, 1909.

Johan R. Froberg, Goldfield, Nevada. 998.-
844, Julv 25. Filed Oct. 4, 1909. DIRIGI-
BLE BALLOON, with retainer for com-
pressed gas, to be let into envelope as de-
sired, means for heating the gas.

Ernest A. Norris, .\lbanv, N. Y., 998,978.
July 25. Filed Oct. 12, 1908. TANDEM
.-VEROI'L.ANE, with wings capable of being
tilted relatively to each other for the pur-
pose of restoring equilibrium. The 32 claims
in this ptaent preclude a short synopsis.

Joseph Danziger, Chicago, 999,012, July 25.
Piled Mar. 18, 1910. AUTOMATIC STA-
I^ILITY device, comprising movable sur-
faces, operated by electric curi-ent, contacts
with magnetic coil.<5 being made through a
movable electric conductor.

Hans von der Oelsnitz, Pittsburg. Pa.,
999.068. Julv 25, 1911. Filed May 5, 1910.

"GAS-AEROPLANE MOTOR-AIRSHIP." Di-
rigible balloon with planes for guidance and
equilibrium, longitudinally extending ball-
loonets.

Henry Flanagan, Ft. "Worth, Tex., 999,105,
July 25. Filed Apr. 19, 1911.

An aerial navigating apparatus compris-
ing a frame, a longitudinally disposed open-
ended shell mounted thereon, an upright
shell projecting from said longitudinally
disposed shell at a point between the ends
thereof, said upright shell being open at its
upper end and communicating with said
longitudinally disposed shell at its lower
end, a parachute aeroplane arranged before
the upper end of said upright shell, a wind
gate arranged within the longitudinally dis-
posed shell at a point in rear of the point
in communication of the upright shell there-
with for controlling the amount of air flow-
ing to said upright shell, and means for
adjusting said gate.

Geo. P. N. Sadler, Attica. Ind.. 999,125.
Julv 25, 1911. Filed Aug. 29, 1910. SWING-
ING WEIGHT for biplanes.

JUSTIN P. C. Bouscal, San Francisco, Cal..
999,149. July 25. Filed Aug. 16, 1909. HY-
DROAEROPLANE.

Kalman, Leon, Washington, D. C, 999,-
170, July 25. Filed May 4, 1911. PARA-
CHUTE attachment for flying machines.

)f Battersea
Filed Juno

21, 1910. Applied to main, subsidiary or bal-
ancing SURFACES, means for their automa-
tically assuming variable c-urvatures.
Claims cover fixed front edge, pockets in
fabric for ribs, pockets for fi'ont spar and
stiffening strip at rear edge and means for
elastically connecting the rear edge to a
rear main spar.

C. W. Waller. Chicago, Ills.. 999,278. Aug.
1. Filed Oct. 6. 1910. FLYING MACHINE
with an upper and lower plane longitudin-
ally troughed. with subjacent planes of like
foimation. balancing planes at side and pon-
toons.

Wassilv Rebikuff. St. Petersburg. Russia,
999,337, Aug. 1. Filed March 9. 1907. VER-
TICAL LIFT machine, with substantially
horizontal vibrating members and propeller
in a vertical iilane.

William W. Green. Niles. Mich.. 999.44S
Aug. 1. Filed Jan. 16. 1911. BIPLANE-
PARACHUTE combination. Upper plane has
an open bottomed tapering dome with nor-
mally folded extension, or paiachnte. at tin-
top.

146

AERONAUTICS

Johann Schutte, Langfuhr, near Danzig-
Germany, 999,469, Aug. 1. Filed Julv 2, 1909
DIRIGIBLE ENVELOPE. Claims cover the
form thereof.

George H. Sherwood, Denver, Colo., 999,-
471, Aug-. 1. Filed Nov. 12, 1910. So-called
AIRSHIP which consists of a cigar-shaped
rigid hull supported by hollow rubber ribs
containing air under pressure, with oscillat-
ing wings at the sides.

Armin Heifer, New York, 999,560, Aug. 1
Filed May 6, 1910. FLYING MACHINE com-
prising a plurality of rotating frames, with
series of rotating planes within each frame
having planetary motion about the axis of
the frames, revolving- at slower speed than
the frames.

Hans Gundersen, Fredrikshald, Norway,
999,715, Aug. 1. Filed May 31, 1911. A fly-
ing machine having attached by hinges to
a body portion, oscillating wings, the apices
of which describe an "S" during the up-
stroke and a reversed "S" on the down
stroke, making- a complete figure "8" during
a complete upward and downward movement
of one wing.

Julius C. Christiansen, New York, 999,959,
Aug. 8, 1911. Filed June 22, 1910. DOUBLE-
ACTING RUDDERS. Front and rear eleva-
tors are mounted in a yoke which can turn
on its longitudinal axis through an arc of
180 degrees. Wires from the operating lever
are crossed to one elevator. Movement of
lever forward oi- backward steers up or
down, while if turned left or right at the
same time tilts the elevating planes later-
ally at any desired angle from an imaginary
horizontal line drawn at right angle to the
line of flight.

Oscar P. Ostergren, Brooklyn, N. Y., 1,000,-
035. Aug. 8. Filed Mar. 7, 1911. HEAD-
LESS BIPLANE in which lower plane is de-
pressed at the central portion and hollow,
constituting a hydroplane. The two eleva-
tions of the lower plane are connected by
inclined portions. Elevators and vertical
rudder at rear of longitudinal framework,
with balancing plane above the framework
at the rear end, capable of adjustment to
various angles of incidence.

Wm. H. Stebbins and Louis Geynet, Nor-
wich, Ct., 1,000,127, Aug. 8. Filed Oct. 20,
1910. STEERING DEVICE for aeroplanes,
consisting of a shaft, and gears, which can
be rotated by turning the hand-wheel, which
can be rocked fore and aft, or can be rocked
sideways and can do any or all of these
movements at the same time, as -well as
steering- the front wheel of the aeroplane
while the latter is on the ground. It is de-
signed for use in a machine in -which the
elevator (in fi-ont) is in two sections, later-
ally, which sections can be tilted at opposite
angles for correcting lateral instability, or
operated simultaneously up and down, and
in connection with the usual vertical rudder.

Robert F. Gardnei-. Vallejo, Calif., 1,000,-
252, Aug. 8. Filed Oct. 19, 1910. AERO-
PLANE in which the supporting surface is
described as disposed in the direction of the
line of flight, tapering from the front to the
rear of the machine, said supporting sur-
face curving transversely which curvature
constantly increased from the front to the
rear. Claim covered elevators, front and
rear, and vertical rudder.

Henry C. Lobnitz, Cowes, Eng., 1,000,273,
Aug. 8. Filed Oct. 8, 1909. PENDULUM
device, swinging fore and aft and laterally,
liquid filled cylinders for preventing too
quick movement. Provision for substitution
of platfornn for weight.

Dorus W. Moore, Fultonville, N. Y., 1,000,-
283, Aug. 8. Filed July 23, 1910. STEERING
DEVICE. Front horizontal rudder composed
of vertical and horizontal planes, jointed at
forward end to frame, vertically arranged
steering wheel to which rear end of said
rudder if universally jointed eccentric to
the axis of said wheel. Rear rudder com-
posed of vertical and horizontal surfaces,
capable of yielding to air pressure against
a coiled spring, for the purpose of limiting
deflection of machine from its course.

October, 191/

Adolphe Clement, Levallois-Perret France
1,000,494, Aug. 15. Filed Feb 6 m9'
SHOCK ABSORBING DEVICE FOR MOTORS
to save frames from vibration, comprising

A. CLEMENT.

ENGINE MODNTING FOR AIRSHIPS.

spring mounting for motor and arm from
motor acting- on a buffer.

1 n'^n^APr^^A^^®''^??*' Levallois-Perret, France,
RTOT'^T^i^ '"^"Z- 1^- ^^^^^ Feb. 6, 1909. DI-
RIGIBLE of the semi-flexible type, with
claims covering attachment of special
framework and balloonet compartments,
co^^^?'"* "^- ^Lockwood, Chicago, 111., 1,000-
PT^vA^if- ^hu F'^^'^ J"l>' 28. 1910. PRO-
PELLER with series of blades bolted to
a circular flange on the propeller shaft,
each blade being stayed with brace rods
to a collar around the shaft.

Edwin H. Skinner, Arrochar, NY 1 -
000,560, Aug 15. Filed Apr. 4, 1910. STA-
BILITY DEVICE for aeroplanes, consist-
ing of series of planes pivoted about axes
parallel to the line of flight; these series
being located in outer sections of the lower
plane of a biplane, which outer sections
are upwardly and outwardly inclined.
These small planes are held in their normal
position by springs and may be operated
to close and present an increased surface on
the side of the aeroplane, which has been
tiled downward, and to open further and
decrease the area of the high side, by a
lever, or automatically by a pendulum.

Ernest Ebbinghaus, New York, 1,000,592
Aug. 15. Filed Feb. 28, 1911. AEROPLANE
comprising plurality of wings at forward
end of a frame, plurality of inclined planes
carried on the underside of the frame,
means for moving said auxiliary planes on
their pivots, tail pivotally mounted at rear
of the frame adapted to automatically oper-
ate the same when machine changes from
horizontal course by means of pivoted
weight.

Paul Schmitt, Paris, France, 1.000,697,
Aug. 15. Filed Sept. 22. 1909. LONGITUD-
INAL STABILITY DEVICE, in which the
motors, propellers, controlling- apparatus,
running gear, aviator and passengers, etc.,
all but the planes themselves practically,
are carried on a frame pivoted within the
aeroplane, whL^h system is intended to al-
ways keep the centre of gravity coincident
vertically with the centre of pressure, with-
out recourse to a tail or elevator.

William D. Burr, Willow Grove, Pa., 1.-
000,711, Aug. 15. Filed May 13, 1911. The
object of this invention is to so mount the
power plant that the propeller or propel-
lers may be inclined at various angles to
gupposedly assist in rising.

Walter H. Campkin, Fort Gaines, Ga., 1,-
000,714, Aug. 15. Filed May 20, 1911. DIR-
IGIBLE with longitudinally disposed tunnel
in the gas chamber, auxiliary gas cham-
bers parallel to the main chamber, series
of air actuated ballasting devices, strata
producing- planes in tunnel, propelling
means in tunnel, steering means in tunnel,
etc.

147

AERONAUTICS

October, 1911

Licon A. Hewitt, Livermore, la., assignor
of one-half to Franklin E. Collins, 1,000,-
808, Aug-. 15, 1911. Filed May 25, 1910.

A flying- machine comprising- a frame
formed of vertical and horizontal triangu-
lar portions, said triangular portions hav-
ing a common base piece, front wheels jour-
naled on said base piece, braces connecting
the vertex of the horizontal triangular por-
tion with the arms of the vertical triangular
portion below the vertex thereof, a trail
wheel, a horizontal balancing and steering
plane universally joined with the wheel to
the vertex of the horizontal triangular por-
tion, means for vertically swinging and
laterally tilting said plane, a supporting
plane mounted upon the braces, a motor
also mounted upon said braces, and a pro-
peller driven by said motor.

Romeo Wankmuller, Charlottenburg, Ger-
many, assignor to Luftverkehrs-Gesell-
schaft m. b. H., 1,000,865, Aug. 15. Filed
Feb 9 1911. DIRIGIBLE, comprising com-
bination of main car and auxiliary cars
suspended from body of balloon, means for
varying height of auxiliary cars as regards
that of the main car, rigid link connecting
the auxiliary cars to the main car.

Thomas M. Crepar, Dilworth, Minn., 1,-
000,897, Aug. 15. Filed June 21, 1910. AERO-
PLANE whose planes have a plan view in
the shape of a fish, with central openings
in the planes, and series of vanes disposed
in the openings.

998,295, July 18, Christopher John Lake.
Superposed wedge shaped SURFACES.

1 000,999. Aug. 22, O. A. Danielson & L. R
Jones. PROPELLER .attachment to shaft.

1 001 14,"?, Aug. 22. O. Kattenhorn, Flexible
OSCILLATING, WINGS.

1,001,120, Aug. 22, J. A. Bloedin. Vertical
STABILIZING PLANES.

1,001,123, Aug. 22, A. M. Collins, SWINGING
SEAT to operate ailerons.

1,001,160, Aug. 22. P. A. Otto. Combination

monoplane-helicoptp::r.

1,001,185, Aug. 22, A. M. Zimmer. SUPPORT-
ING SURFACE which absorbs shocks from
gusts of wind.

1,001,223, Aug. 22, P. Schneider.

VIBRATORY SUPPORTING SURFACES.

1,001,291, Aug. 22, A. McKenzie. Flexible-
bladed PROPELLER.

1,001,309, Aug. 22, Y. Rolland. AUTOMATIC
STABILITY device consisting of sliding shut-
ters to vary the areas of surfaces automati-
cally through valves and pistons actuated by
a sliding weight.

1,001,332, Aug. 22, V. C. De Ybarrondo.
PROPELLER mounting on universal joint.

1,001,721, Aug. 29, S. D. Wheeler. AIRSHIP
propelling device.

1,001,849, Aug. 29, P. C. Hopkins. HELICOP-
TER, with propellers movable in various
planes.

1,001,918, Aug. 29, F. L. Bartelt. PROPUL-
SION device of parallel rotating surfaces
winded with collapsible air pockets.

1,001,941, Aug. 29, V. P. Pleiss. Front and
rear ELEVATORS working in combination.

1,001,956, Aug. 29, A. B. Holson. Combina-
tion of two PROPELLERS to avoid affect of
torque.

•1,001,995, Aug. 29, J. Schutte. Inflatable
elements of an AIRSHIP.

1,002,002, Aug. 29, H. L., A. E. & H. O.
Short. Resisting surfaces on front edge of
supporting planes, capable of movement
about a pivot to alter the lifting effect of
either side to obtain LATERAL BALANCE.
Various forms of the device are claimed.

1,002,067, Aug. 29, A. F. W. Macmanus.
AUTOMATIC STAP.ILITY device, comprising
propellers in a horizontal plane under wing-
tips, and elsewhere, set in motion or stopped
automatically by making and breaking of
electric circuits through the action of a pen-
dulum.

1,002,093, Aug. 29. H. Thndvii. Flying
machine with FLAI'PING SHUTTIOItS.

1,002,111, Aug. 29, B. R. AlexaiKler. Four
superposed supporting surfaces hinged at
entering edge and capable of CHANGE in
ANGLE of incidence during flight at will.

H. L., A. E. & H. 0. SHORT,

v7//////y//////.

1,002,138, Aug. .^.>, W. C. Culbertson.
AUTOMATIC STABILITY device in which
engine, operator, etc., are below the support-
ing planes in a i)ivotallv hung car.

1.002,171, Aug. 29, J. D. Mills. TOY.

1,002,203, Aug. 29, B. T. B. Hyde & A. Gaul,
Jr. Vertical keels for STABILITY.

1,002,323, Sept. 5, J. C. Schleicher. RUDDERS.

1,002,516, Sept. 5, W. C. Henderson. Plur-
ality of rotating FEATHERING blades.

1,002,528, Sept. 5, N. R. Lamb. HELICOP-
TER.

1,002,532, Sept. 5, W. D. Lindsley. Flying
machine.

1.002,674, Sept. 5, J. A. Goodwin. LATERAL
BALANCE device. Swinging panels in sup-
porting surfaces and in vertical panels at
each side of the main cell.

1,002,682, Sept. 5, A. Haidin. AIRSHIP.

1,002,703, Sept. 5, H. A. King, PROPEL-
LERS, turning in ojjposite direction.

1,002,724, Sept. 5, G. F. A; McDougall
Novel MONOPLANE.

1,002,908, Sept. 12, O. L. Dunton. Sustain-
ing surfaces adapted to be deflected in oppo-
site directions by inequalities in air move-
ments or manually so operated.

1.003,162, Sept. 12, A. O. Paulson. The use
of Box Kite formation for SUSTAINING SUR-
FACES.

1,003,459, Sept. 19, L. B. Holland. Means
for swinging- the vertical surfaces of
machines of Voisin type about a diagonal
axisjn turning so as to assist in banking.

I RODGERS BREAKS ALL RECORDS

> Bei\^s Atwood Record

Ne-w York. October 13. — Cal I'. KiHlijirs has reached Kaii"
sas City. Mo., on liis attiMiiptcd tiiirlit from New -^ork to
the racitic Coast. lie loft on Soptemhcr 17 in a new S.'
foot \\\ one-man \Vrifj:lit biplane, with extra larjie fuel
;iik1 oil tanks, lie has l)roken every oxistiiisr record for
Ions <listanee <-oiitinued tiyiner. His distance to this
pl.icc measured in strais'lit lines from place to place
totals 13U miles. His actual route was considerably
lontrer.

Koliert (i. Fowler started from the Coast on September
IT andKot only as far as Colfax, Cal.. I-'imiles by tin- 3:^(1.
wliere he is still located. Kowler used a standard Model
li Wrifrht, with extra larjii' tanks, .lames ,1. W.iid.
in a Curtiss. st.arted from New -^'ork on Septcmlu'r I.iand
srot to Addison, N. \ .. a distance of .'.'l miles in straifrhl
lines, w lieri' he i;ave up the trip.

All started for the Hearst $,")0,(i(iO prize under the iiii-
pression that il was only necessary to start tu'fore Oct.
10 and tinisli in :l(i (lay.<!. with compulsory stop at Chica-
MKi. Howt>ver. alter the\ started it was made plain that
the trip must be linislied by the Kllh of October so after
.ill the competitors h.ul ;roni- to all the trouble of starting'
tlu'y learni'il tlie\ li.ul uoehanei'.

148

AERONAUTICS

November, 1911

WHAT'S THE MATTER WITH AVIATION?

By Cleve T. Shaffer.

IT isn't wliat is the matter with aviation,
its rather wliat is hindering aviation.
It isn't aviation that has tlie hoolv worm,
its those from whom aviation should
get its natural support, namely the capitalist
or investor, and the wealthy young man. I
think this should be transposed: the w^ealthy
young man being placed first, because if the
spoitive young tellow who has the means to
gratify his desires in automobiles, polo ponies,
motor boats, etc., would show enough interest
in this most glorious sport to relieve the sus-
picion that his courage is wanting by order-
ing an aeroplane, the business so derived
would embolden the timid investor and the
consequent competition in the manufacture of
aeroplane and engines would stop the pres-
ent profit of three or four hundred per cent,
being made particularly in motors, and bring
tile price down to a proper level.

The high price of motors is the greatest factor against
the development of aviation.

With motors at a figure whei'e a legitimate
profit is made, thousands of people now inter-
ested will' build or buy machines for the sport
that is now denied them. Who can doubt
that with thousands r -^'-e minds at work
tabulating results from cneir own active ex-
perience, improvements and safeguards will
ue developea which in turn wall lure hundreds
of thousands of the more timid to tlie delights
of the sport.

I'utalic apatliy and distrust, one of tlie hin-
derances, is due to a number of causes, pri-
marily however, to the featuring by the news-
papers of every death as an inherent lault
of aviation, rather than a mechanical acci-
dent liable to happen in any mechanism, or
as a result of attempting foolhardy stunts,
which if tried in a corresponding manner any
other sport would end likewise.

Pake stock companies, immature inventors
with freak ideas of absolute impracticability
(note nine-tenths of patents granted); half
baked "aviators" attempted exhibitions, and
poorly managed "meets" have taken so much
money from the public purse that aviation
investments, however well presented or legit-
imate, are looked upon askance.

The lack of proper standards, difference of
opinion among so-called experts, and absence
of authentic and reliable text books is con-
fusing to tlie layman as is the puerile and
aimless copy in some of the aero magazines.

Lastly if all those in the "game" would stop
knocking there would be no need to ask the
above question.

THE CURE FOR AVIATION
By Anthony H. Jauuus

IN view of the many courteous explanations,
apologies and huzzas published under the
head of "What's the Matter with Aviation,"
I am prompted to contribute the foUowing
as my estimation of the present situation
from a manufacturing standpoint.

Nearly every experimental machine pro-
duced in this country has been the result of
a "gleam of light" entering the builder's
brain, and he has set about building a full-
sized, very expensive, and usually unsuccess-
ful model, or muddle. Obviously the thing
most needed was exact knowledge. This
would construe that the present methods are
unscientific and that is exactly what I mean.
The best evidence of this is that ninety-nine
of every hundred builders of "first machines"
do not know how to fly their machines after
they are completed.

Nevertheless, many of tliese builders have
survived and ai-e now earning money by
giving exhibitions oi' by catering to the ever-
increasing crop of fledglings who ai-e impreg-
nated with the same germ w'hich infected us
all. Still others are teaching pupils, and for
these there is much hope. But let me offi-

ciate as a cost expert and ask a few questions,
or rather suggest some questions wliich the
indulgent reader will ask himself.

Let us consider upon what the profits in
the exhibition business depend. Alas! upon
what one or two definite things does this
depend'.' One should secure good grounds, a
good contract price, easy contract require-
ments and then burn incense to the weather
God. This is the province of the booking
agent. The manufacturer should have a good
flying aeroplane, with a careful aviator and
good mechanicians. And here arises the ques-
tion — what is a good machine'.' How niucn
does it represent as an investment to be
risked in attempting to fill the contract'.'
How much does it cost to take it apart, pack
it, transport it to the aviation field, and as-
semble it'.' Many exhibitors have been star-
ing at a loss when this point had been
reached.

In the exhibition profits to come saving in
these bills will determine a profit or a loss
and, with competition increasing, this part
of the situation must be even more and more
keenly studied. The mere ability to fly is
no longer any recommendation. It has been
the writer's experience that great numbers
of machines, built by ignorant builders
would fly when completely manned. Ob-
viously, ready crating and assembly are
necessary, and they go hand in hand with
ease of repair and replacement.

With the above observation granted it
becomes evident that standardization is now
imminent. That which facilitates exhibition
profits does likewise for profits in teaching,
manufacturing, and the sale of parts. An
aeroplane manufactured of standardized parts
could be catalogued in a four-page booklet
with every part photographed and priced.
With such a catalogue to refer to, customers
would hardly trouble to have the village car-
penter help him rebuild a damaged 'plane;
it would be too expensive. Nor does stand-
ardization confine itself to one type, size,
power-plant, running-gear, carrying-capa-
city, control or number of planes.

I have worked out on the drawing-board,
first a biplane, which reveals positively the
simplicity and facility of standardization.
Were I to build a single machine, in a hurry,
this system would be the best. Nothing is
sacrificed; everything gained. I venture to
say that not one in every hundred of the
"types" produced in this country has been
completely drafted before the machine has
been finished.

Such methods are unpardonable in the face
of the growing competition; in fact, suicidal,
for he who first produces machines that are
simple and built-up of a few standard units
will have the trade, once his product is dem-
onstrated satisfactorily. Furthermore, the
old saving "an hour on the drawing board
saves a week in the shop" is just as applica-
ble to aeroplanes as to any other engineering
problem in the world.

The Maximotor Makers, Detroit, report
their 1911 engine product sold out. The 1912
engine will be ready after some little time.

American capital is either headlong and
lisdirected or is absolutely uninterested.
James V. Martin.

Leo Stevens has bought the Wright biplane
of Harold H. Brown.

/ read monthlies concerning acroniiittics in Ger-
iiKin and French, but I find yours the most inter-
ciitinf/ and iip-to-diitc. — Fra.nk Thalman.

Your muf/azine is a veritable mine of informa-
tion to anyone interested in aerial navigation. — ■
Keg. Hunt.

149

AERONAUTICS

November y 191

THE EFFECT

OF COLOR ON

By Prof. H. L.aV. Twining.

AEROPLANES

IN THE September number of A E R O -
NAUTICS, Mr. R. F. Patterson had an
interesting article upon the effect of
color on aeroplanes. His observations
and surmises there are scientifically correct.
The only question that we need to raise is
as to whether the effect observed is of any
practical consequence. Mr. Patterson states
that he had to remove a whole nandful of
sand after fifteen minutes to restore the
equilibrium occasioned by the heating effect
upon three-foot square or upon nine square
feet of surface. This experiment was con-
ducted in still air. A large handful of san'd
will weigh about .17 pounds.

In an uidlnary Ourtlss biplane there would
be in the neighborhood of three hundred
square feet. This will give a reaction of 55
pounds. If the aeroplane were made of black
cloth, and the sun were shining directly
upon all of this surface a downward reac-
tion of 55 pounds would be developed upon
the upper surfaces of the biplane, provided
the machine were standing still in still air.
In practice neither of these conditions are
realized.

On account of the high speed with which
the aeroplane is driven through the air the
surfaces would be kept cool. Probably only
a little more than half of the surface would
be exposed to the sun and the maximum
reaction would be reduced to 30 pounds at
least on this account, and this 30 pound
reaction due to heating effect of the sun
would be reduced to practically zero on
account of the motion of the aeroplane
through the air.

The vanes of the radiometer are caused
to revolve by the reaction of the molecules
of rarefied air in the bulb. The vanes are
mounted upon frictionless bearings in a
glass bulb from which the air has been
pumped, leaving a vacuum. The light strik-
ing on the blackened sides of the vanes
heats them, but white sides of the vanes
reflect the light and remain cool. The
molecules of air that still remain in the
vacuum acquire motion when they strike the
black side, but do not acquire any more
motion, when they rebound from the white
side, than they had before striking. The
molecules that rebound from the black side
get their additional motion from the heated
black material. It must be remembered that

heat is a molecular motion. The molecules
in rebounding from the black side thus kick
back against the vane harder than the ones
that rebound from the white side and hence
the vanes are driven away from the black
side. The rays do not cause resistance, but
they cause a greater reaction on one side
than on the other. If the air be all pumped
out of the bulb, the vanes will remain station-
ary when immersed in the light. If no air
be pumped out they will not run owing to
the great resistance of the air.

In the heat of the day, the air is very
much expanded owing to the heat of the sun,
but early in the niorning or late in the
evening, the air is denser and consequently
heavier. This has nothing to do with the
moisture in the air. On a clear day in a hot
sun the air may be saturated with mois-
ture. It will then be heavier than on a
damp, cool day, because the moisture is
dissolved in the air and it is then a part of
the air. On a cool damp day the moisture
is not dissolved in the air but on the con-
trary it is a state of suspension. The air is
thus lighter on a dull day so far as its press-
ure on the barometer is concerned, because
the water is in suspension instead of being
dissolved. The water when dissolved adds
the pressures due to its molecular motions
to the pressure of the atmosphere, and the
contrary is true when in a state of suspen-
sion.

Thus on a cool-cloudy day the air is
lighter so far as the effect of moisture is
concerned and heavier so far as the absence
of heat is concerned. The resultant weight
is a combination of these two factors.

The rise and fall of the barometer is thus
effected by both of these factors, and the
ease with which an aeroplane can obtain its
reactions will aso be affected by them.

In conclusion we are safe in assuming that
anything that keeps the planes cool will
prevent this reaction, and the rapid move-
ment of the machine through the air, con-
stantly bringing fresh air in contact with
the plane, will keep it cool. The effect
observed on the stationary surface is an
accumulated effect, because it takes time
for the black surface to heat. In the case of
the moving machine the heat will be removed
as fast as formed.

FLIGHTS TOO MANY TO RECORD

Hundreds of flights are being made every
day all over the country, from short hops
to little cross-country flights of flve and
ten and even more miles. It is obviously
impossible to chronicle these; and it woulu
serve no good purpose to do so. We. do
not get up at daybreak now to see a short
straightaway flight as we did in 1909.

The centers of flying, like the Hempstead
Plains in the East, St. Louis and Chicago
in the Middle West, Los Angeles and San
Francisco on the I'acific Coast, are the scenes
of flights far too numerous to keep track of.
It is a humiliating observation to make
that most of the machines that are flying
are copies of two or three well-known types
of such lines as to make more or less im-
perfect duplicates look like the real thing.
Few original 'planes of any make are in
the hands of private owners or doing ex-
hibitions, save by the makers themselves.
There is all the chance in the world to work
on original lines.

There are sixty or more licensed pilots in
the country now and a modest estimate of
flyers entitled by virtue of accomplishments
would be not less than a hundi-ed. Out-
side of machines furnished by m.'mufacturers
to their own aviators, one wo ild be safe

in saying there are not a dozen American
made aeroplanes in the hands of sportsmen
or exhibition flyers.

The Curtiss, Wright, Moisant, INIcCurdy-
Willard, and the smaller concerns that have
sprung into being are daily filling the air
with the buzz and roar of engines, filling
the hundreds of contracts at fairs, festivals,
exhibitions and the like. There are no
less than thirty or forty fliers filling "dates"
this Fall in every country of the United
States and still there seems to be a field.
The remuneration has dropped very much
from last year but there is still profit, un-
less an aviator smashes up, can not get a
machine quickly, and has to cancel a long
string of dates. The Curtiss Company, to
illustrate the demand, is continually turn-
ing down contracts even with half a score
of aviators, or turning them over to some-
one else.

The daily papers now mention nothing but
deaths — God knows there are too many —
and extraordinary feats. One must not get
the impression because he sees little about
flying in the papers and aeronautical journ-
als that there is none being done. There's
too much to print.

150

AERONAUTICS

November, 191

DEATH OF PROFESSOR JOHN J. MONTGOMERY

THE deatli of Professor John J. Mont-
gomery during- a series of gliding- ex-
periments on October 31, 1911, was a
distinct blow to a large number of
people who anticipated some very interest-
ing developments within the near future.
It took three hours to get a doctor to him
and he breathed his last as the physician
came in sight over the hills of Evergreen,
Calif., where the flights were being made.
At the top of a hill a runway had been con-
structed of grooved tracks in which the
wheels of a monoplane glider ran. Tlie re-
port is that a little whirlwind cauglit the
machine and dashed it head-on to the
ground. Professor Montgomery landed on his
right hip and head. He did not believe him-
self seriously hurt and talked with his year-
old bride in the tent. He complained of
pains in his back and continued to grow
worse until he died.

During the past year he had associated
with him Victor Liougheed and James E.
Plew, of Chicago, and was expecting shortly
to bring out a power machine. A wonderful
engine has been in course of construction
for many months under the eye of the
author Lougheed. All work was being kept
very secret and no one has even seen any-
thing of the machine in course of construc-
tion. Up to hi.s death and for a great i^nany
years he had been an instructor at Santa
Clara College, Santa Clara, Calif.

In view of Professor Montgomery's claim
to the use of warped surfaces between 1883
and 18S6 and the building of his present ma-
chine to demonstrate his theories, it may be
of interest to know what his claims are, as
stated by himself at a talk given before The
Aeronautical Society last April. His talk
was taken in shorthand at the time by this
magazine exclusively and afterward cor-
rected by Professor Montgomery himself.

His remarks are published below for the
first time.

BY PROF. JOHX J. MONTGOMERY.

"My first practical experiments commenced
about 1883 and were continued until 1886.
The first machines wliich I attempted to
build were of the flapping order, hoping to
rise from the ground by some flapping move-
ment. I built three of these inachines with-
out any indication of success with man
power.

"Giving- this up for the time, I turned my
attention to the study of gliding, hoping to
solve some of the mysteries of the phenom-
enon of soaring.

"The first machine that was constructed
was modeled after the gull's wing — follo^v-
ing it blindly, going against my reason in the
matter but following- Nature. The wings of
birds, as you know, are curved and if prop-
erly placed at a small angle to the wind,
or to the direction of movement, the front
surface is inclined down. This was a stumb-
ling block to me.*

"The first experii-nents with this crude de-
vice ^\'ere a success. The apparatus meas-
ured 20 feet spread and an average depth,
fore and aft, of 4% feet. I took this appara-
tus to the top of a hill, facing a gentle
wind. There was a little run and a jump
and I found myself launched in the air. I
proceeded against the wind, gliding down
hill for a distance of about 600 feet. In this
experience I was able to direct my course
at will.

SENSATIONS OP SOARING.

"A peculiar sensation came over me. The
first in placing myself at the mercy of the
wind, was that of fear. Immediately after
came a feeling of security when I realized
the solid support given by the wing surface — •
and the support was of a very peculiar
nature. There w^as a cushiony softness
about it. yet it was firm. When I found the

♦See AERONAUTICS, October 1908 to Janu-
ary 1909.

machine would follow my movements in the
seat for balancing, I felt I was self-buoyant.
"This experience led to what is now a
very important question, one that is agitating
the whole country, the question of wing-
warping.

THE BIRTH OP WARPING.

"Wing-warping was born at this moment.
I say this, because it is important in the
study of aeronautics to have the problems
thoroughly fixed. I commenced then to study
the question of control of the machine. You
will notice from what I have said that the
first machine I made was successful as a
glider. That is, it had great power because
I blindly followed the surface provided by
Nature. It was defective in its equilibrium
or control. I went to Nature to study the
principle of control. I watched the move-
ments of the vultures and detected in their
actions the twisting of the wing. That gave
the solution. Then I resumed my work. I
was not able to build the wing as the bird's
is built, so resorted to the first simple device.
But, also, while I followed the principle of
equilibrium as presented in Nature, I departed
from the form of surface because it seemed
unreasonable that the wing should be inclined
downward at the front.

"Therefore, the second machine was made
with flat surfaces. In 1885 I built the second
machine, somewhat larger than the one pre-
vious and to afford side equilibrium each
wing was hinged diagonally. This diagonal
hinge allowed the 'flaps' thus formed to yield)
to undue pressure on either side. These flaps
were held by springs in a normal position.
If the wind pressure became excessive on one
side, the flap of that wing would yield up a
little.

"But, in addition to the spring, I had a
saddle which was so constructed that by
leaning to one side or the other the rear
portion of the wing would yield on the re-
spective side (the saddle had an upright
piece and tliis was attached by wires run-
ning to the rear portions of the wing). If
a gust of wind came from the left and I
wished to relieve that side my only inclination
would be to lean to the left, and vice versa.

"I found that when I took that machine
and faced the wind that its equilibrium was
perfect, that is, I found no conditions under
which I could not control it so it would not
upset me, a thing I could not do with the first
i-nachine. When I attempted to glide I
found its power of gliding was far inferior
to that of the first. Immediately I concluded
I had not found the riglit surface.

"Then I built the third machine. In this
machine, in a way, I copied Nature in regard
to surface and, in a way, I departed from it.
The wings were formed more or less like
those of the soaring vulture, with this excep-
tion. I could not bring myself to the belief
that the surface curved down in the front
was the proper surface. Therefore, I com-
promised by turning the front edge up a little
and the rest of the wing was more or less
like that of the vulture. The two wings were
placed at a dihedral angle.

WARPING IN A DIFFERENT WAY.

"Now in this machine I carried out the
warping principle in a different way. There
was a lateral beani along the front of the
wings. These two beams were capalile of be-
ing rotated in a socket in the frame extending
backward to the tail. Wires from the rear
of each wing ran to lovers, one for each
wing, placed at the right and loft hands of
the operator, who sat on a seat as in the
other machines. By these levers I could
bring both wings down together, or indepen-
dently. That machine was perfect in control.
Whether the wind was regular or gusty I
had the machine under control by changing
the angles of the wings. This had larger
surface even than the second but was inferior
in lifting power.

151

AERONAUTICS

November, 1911

tmfw^mi

/094-

A VIEW OF THE AEROPLANE JUST AS THE HOT AIR
BALLOON WAS CUT LOOSE. TO GET THE BEST IDEA,
HOLD THIS ILLUSTRATION OVER THE HEAD AND LOOK
UPWARD.

The half circle noticed on the machine is

MOVABLE horizontal SURFACE WITH FIXED VERTICAL
FIN.

Taken in May, 1905, and reproduced from the
January, 1909, issue of "Aeronautics."

"Immediately I found I did not have the
proper form of surface as it did not have the
same lifting power under the same conditions
as the first machine.

"The account I have just given I gave to
the Chicago Congress in 1893 and is more
briefly stated in Mr. Chanute's book 'Progress
in Plying Machines.' He describes the experi-
ments and the machines. From this you Yf\\\
see that warping of surfaces is not a new
question.

"But I was not at all satisfied with my
work because 1 was floundering in the dark-
ness, didn't know whei-e to turn in order to
determine a true surface. It was all mystery
to me.

I concluded we knew little or nothing of
aerodynamics, for I had searched the books
and read magazines and papers for sugges-
tions.

"I took tlie macliine apart and commenced
at the bottom to study if possible the laws of
aerodynamics and determine tlie proper form
of surface to give such phenomena as the
soaring of birds.

"In 1885 or 1886, I constructed a whirling
table. This consisted of a couple of rails
fastened together and mounted on a pivot.
On the end of this I fastened surfaces of
different forms and whirled the table so as
to study the movements of the.^o .surfaces.
I no sooner had commenced than 1 detected a
peculiar phenomenon whicii .suggested tliere
was something taking place in advance of the
surface. In order to test tliis I resorted to
a number of exv)eriments, particularly one
which I described to the Chicago (.\)ngress in
1893. I had my brother scatter thistle-down
in the wind so as to detect the direction of
the wind. Having done this I took a large

152

AERONAUTICS

barn door and set it on the ground at an
angle of about ten degrees. Immediately
I noticed a reaction on the wind in front.
Instead of the wind coming- in a straight
line it came in a gradual curve and rose
to strike the surface, indicating that the
surface had an action on the wind in front
of it. Then I readily saw the reason for
the curving of the surface of a bird's wing.
I made this known to the Chicago Congress
and also a series of studies relative to the
forms of bird's wings, the ratio between
weight carried and the curvature of a bird's
wing. Mr. Chanute and Dr. Zahm were much
interested in my work and gave me such
encouragement that I continued and complet-
ed the whole series, but owing to various
circumstances was not able to publish the
results.

"In 1903 I was able to commence my inves-
tigations again and having discovered some of
the fundamental laws I was able to put them
into practice in the machines which I built

"These were built strictly on the lines of
science. 1 simply studied my own figures and
made the first model. These were tested in
various ways. I stretched a cable between
two hills so tiiat it was 150 ft. high above
the valley. With cords I would elevate
these models and liberate them in all possible
ways, upside down, tail down, and every con-
ceivable manner. They would glide safely to
the ground no matter how thev were libera-
ted. In these I simply used the warping idea
which I had developed in 1885 and 1886.

"After I found these models were perfect
in their equilibrium and would follow any
direction that I chos'.^ by giving them the
proper warping, I built a large machine pat-
terned exactly after them. I did not change
one iota from the plans which I had drawn
after studying my own papei-s following out
the theory.

"In order to make the test practical with
the large machines, in 1904 I took them down
to the mountains about 100 miles below Santa
Clara to San Juan and with the assistance of
three cowboy friends I performed a series o*"
experiments. I elevated these between poles

November, 191!

on a cable and dropped them with and with-
out weight. Finding them perfect I got in
and with a running jump glided down the
hill A peculiar thing I found was that it
would respond very rapidly to a change of the
wind. I discovered this very unexpectedly.
The long hill which I was in the habit of
using had at its base a sort of canyon or a
swale. At the top of the hill the wind came
in the direction that I faced. Below it blew
up the canyon directly at right angles to the
wind above. I was gliding down the hill
when quick as a flash I was whirled at right
angles to the first wind but was not upset

"Then I attempted to give a series of exhi-
bitions and develop the machine further. For
that purpose I secured a hot air balloon man
and parachute jumper. I was anxious to
commence the experiments of raising a man
in the air and dropping him short distances
tor the first flights. But my parachute jump-
er had his own ideas. He insisted upon being-
raised at least 1,000 ft. high the first time.
It was an ordeal for me. But there was
nothing left for me to do. I either had to
give up or let him go up.; So I made the
adjustments with my machine in such a way
that it was impossible for him to get control
of the machine and make a mistake and hurt
himself. There was certain clamps that con-
trolled the tail and wings that gave him
limited action.

GLIDING FROM 1,000 FEET HEIGHT.
"So he went up a thousand feet, cut loose
and made the first time a very beautiCul glide.
Then the second time I gave him a little more
liberty and he made probably one of the finest
glides I ever saw.

GLIDES FROM 3,000 FEET.
"He went up about 3,000 ft. in the mountain
regions of Santa Cruz. As he cut loose from
the machine, he lost his direction. We told
him to come back to the starting point. He
started to fly towards a distant citv. In five
or six minutes he detected his mistake, turned
round and started to fly towards us, and in
coming towards us he passed through two

The Montgomery glider, showing the stirrups or cross-bar w.xrpi.vg, suspended
stretched between poles, for e.xperiments in gliding.

153

FROM A C.\BLE

AERONAUTICS

November, 191

or three clouds. This was a beautiful sight.
Finally, he came back near the point of start-
ing-. He could not make the exact point for
he had lost a great deal of elevation in mak-
ing his flights and there was an intervening
forest of tall trees which h.e did not like to
try crossing without good headway, so he
made a circle and came to the earth.

"After that I continued my experiments at
Santa Clara."

DEATH OP MALONBY.

"In 1905, one of my riders (Maloney) was
killed. Hot air balloons rise very quickly
and it was necessary to provide some means
for retarding the upward rush. This was
effected by ropes running through rings. In
Malonev's last flight, one of these ropes
caught in part of the machine. We called out
to Malonev that the aeroplane was broken
but evidently he did not hear. When he got
up about 3,000 ft. high he cut loose, the ma-
chine turned ovei- and he descended with the
machine upside down. He did not seem to
be going any faster than a man dropping in
a parachute. When we got to him the ma-
chine was broken and he was senseless. Six
physicians examined him; found no mark on
him except a scratch on the head from a wire.
The physicians concluded he had heart trouble.
There "was no blood and no bones broken.

"I continued to build other aeroplanes giv-
ing other exhibitions until the San Francisco
earthquake. This wrought such a disaster
that I had to turn my attention to other
subjects and let the aeroplane rest for a

Montgomery's patent, filed in 1905 and
granted" 1906. number 831,173 may be had
upon application to the Commissioner of
Patents, Washington. D. C.

The Alpine death roll for 1911
shows 115 persons killed and 37
injured.

Aviation can not claim this in
all its history.

Death of Eugene Kly.

Eugene B. Elv, one of the very best Ameri-
can flyers was killed in an exhibition flight
at the Macon (Ga.), fair on October 19th in
making one of his sensational dives under
power. He had always been known as a
very conservative flyer and only lately had
taken up sensational "stunts."

Ely started flying one of the very first
Curtiss machines ever put out, the one sold

to Henry Wemme, of Portland, Ore. After
making a number of exhibition flights with
his machine, he joined the Curtiss Exhibition
Company and has flown in every part of the
United States. In November, 1910, he flew
from the deck of the cruiser Birmingham,
in Norfolk, Va., to the land. In January
last, he flew from the aviation field at San
Francisco to the deck of a battleship, landing
on an inclined platform. He flew from this
platform on his return trip to the field. Ely
demonstrated the Army's Curtiss aeroplane
during his maneouvres at San Antonio, Tex.
Ely was 26 years old. He leaves a young
widow, a native of San Francisco.

Ely w^as using a headless Curtiss, with the
rear elevator increased in size over the nor-
mal when both front and rear ones are used
in combination. Though there is plenty of
control without the front elevator for ordi-
nary purposes, the elevator of a headless
does not respond so quickly as the two and
it is possible that either Ely waited too long
before straightening out or that the wind
velocity changed close to the ground and he
dropped further than he expected. Curtiss
flyers are doing nearly all the exhibition
flying this fall in this country; the machines
are fast and particularly adapted to spectacu-
lar work; and aviators will get reckless. By
sticking to "straight flj'lng" Ely's death
would have been avoided. Cromwell Dixon
started his flight from a place utterly unsuit-
able for flying in his endeavor to "make
good" regardless of conditions. "Avoidable"
might be applied in both these instances.

The Aero Club of California paid its tri-
bute to the memory of Eugene Ely in a reso-
lution of its Board of Directors on October
24th.

DEATHS ABROAD.

Rheims, Oct. 14. R. Level (Savary Biplane)
was killed.

Hamburg, Germany, Oct. 21. H. Tacks
(Tacks monoplane) was mortally injured and
died a few hours later.

Berne, Switzerland, Oct. 14. Captain Jean
Scluiiidt (Bleriot), a Swiss army officer, killed
in meet.

Rheims, Prance, Oct. 27. Jean Desharmet
was killed flying a military machine.

After looking over your piihlicatiou, it seems to
VIC that tliis magazine stiould he of great value to
anyone nishing to keep informed on developments
along this line. — James G. Hunt.

AERO CL,UB EXPOSITION.

An international aeronautic exposition will
be held by the A. C. A. the week of May 9th
in the new Grand Central Palace, New York.
An agreement has been reached with the
owners of the Palace for a term of five years,
during which time the club has the exclusive
use of this building for aeroplane shows. An
emissary has been to Europe to obtain the
exhibits of representative foreign manufac-
turers and will be in position to offer entry
free of duty, the Palace people having
arranged for blanket bonding.

It is the idea of the club to foster the in-
dustry by means of shows until such time as
the trade is organized and capable of con-
duc-ting its own expositions.

Charles J. Yunk and Nathan Linder have
been conducting a correspondence school
known as the National Academy of Aviation
at Detroit, Mich. Albert P. Butlerfleld, desir-
ous of learning the art of flying, matricu-
lated in the school. He is still unable to soar
through space and asks the local Justice for
the return of $275.50 he claims he has coining.

The entire student body of the "school"
was on hand as witnesses.

One of them said he had spent much time
in the school nights when he should have
been at home with his wife. According to
witnesses, students were to be taught the

construction of the machines, which, when
completed, were to be used in the first lessons
in flying. Testimony was adduced to show
that the first lessons were not given because
the students never finished a machine.

Butterfield asks in addition to the return
of his tuition fees a salary of $20 per week
for time spent in the school as an assistant
professor of aviation. He claims he was
guaranteed a position at the close of his
college career. — Detroit News.

AERO C.VL,END.\R.

-Houston, Tex., Curtiss aviators
Atlanta, Ga., Curtiss aviators
Austin, Tex.. Curtiss aviators
-Salisbury, N. C, 1 aviator
New Bern, N. C, Curtiss aviator
Chattanooga, Tenn., Curtiss avi-
ators
•Savannah, Ga., Curtiss aviators
-Rome, Ga., Curtiss aviator
Spartenburg. S. C, 2 aviators
-Winston-Salem, N. C, 2 aviators
-San Juan, V. R., Curtiss .\viator
— IjOS Angeles, .X.C.C. meet
ity, Moisant aviators at presiden-
ration; later touring Central Am-

Nov.

14-19-
" 16-18-
" 21-22-
" 21-22-

22-23-
" 24-25-

" 24-25-

25-

" 29-30-

30-

Dec. 7-12

Jan.

Mexico C
tial inaugu
erica.

1912-
May. 9-15
Palace, Aer

-International Exposition, Vienna
1912 — Show at Grand Central
) Club of America.

154

AERONAUTICS

November, 191
November y 191

COL.L.IKH HEADS A. C. A.

The Aero Club o£ America held its annual
election Nov. 13th, Robert J. Collier was
elected president to succeed Allan A. Ryan,
with J. A. Blair, Jr., Maj. Samuel Reber,
Harold P. McCormick and H. A. W. Wood
vice-presidents in the order named.

The number of directors has been increased
from 20 to 24, to include sixteen non-resi-
dent governors and eight resident or non-
resident. The sixteen governors have been
made up from presidents of affiliated aero
clubs since the National Council, whicli was
headed by Robert J. Collier, has become lost,
strayed or stolen.

A new section has been added to the By-
Laws by which the failure four times in suc-
cession of any of the eight "Class A" direc-
tors to attend directors' meetings without per-
mission is considered as resignation. Tiais is
designed to limit these eight to live ones
and eliminate the drones. Tlie office of Con-
sulting Engineer has been abolished and a
fourth vice-presidency takes its place. The
active work of the directors will now be
done by an Executive Committee of seven
members, which has all the powers of the
board of directors, when the board is not
in session.

The club-year is the most successful and
prosperous the Club has ever known. Dur-
ing its course the individual membership has
grown from 390 to 540, say an increase in a
single twelvemontli of nearly 40%. The affili-
ated clubs now number twenty-four and have
shown greater activity and a more earnest
support of the Club than in any previous
year. The number of aviation pilot's cer-
tigcates granted by the Club is now 74 as
against 26 on October 31st, 1910.

The acquisition of the Club-house, the
finest aero-club-house in existence and the
only affording its members living rooins
and restaurant service has" proved an un-
qualified success, fully justifying the opin-
ion of those members who urged it for some
time past. The attendance is increasing- al-
most daily.

The granting of aviation pilot's certificates
has been systemized so that applicants can
pass their tests all over the country under the
supervision of the A. E. C. A.'s special dele-
gates.

The Club proposes to hold an aeronautic
show in the near future, fashioned after
the successful Paris salons and has already
entered into negotiations in the matter.

Monday nights have been set aside as "club
nights" and "members are beginning to meet
at the club for dinner and inforTnal talks.
On November 1st a semi-formal dinner was
held, attended by a hundred members and
guests, inaugurating a series of monthly
dinners.

The Aero Club of Connecticut during the
past month gave its members and their friends
the opiiortunity of a short flight with avia-
tor A. L. "Welsh, of the "Wright company, at
the Lake Aerodrome in Bridgeport. A Wright
model B machine was put at the disposal of
the club for the sum of $1500, which was
guaranteed by the club. The members were
charged $30 a flight and some twenty-seven
flights were made with entire success. This
is the second club in the country to attempt
to have its members become familiar with
aviation to the extent of making it possible
for them to obtain rides, the other instance
being the club in Detroit.

The Salt Lake City Aero Club is in process
of organization. Four men, Robert N. Camp-
bell, .1. Frank .Judge, Lewis B. McCornick
and G. Ray Walker are prime movers. The
six ascensions made in the big balloon bought

from the French-American Balloon Company
have stirred up a lot of interest and it is
planned to keep the balloon in use taking
up members* parties. Correspondence may
be addressed to Mr. Campbell, Walker Bank
Building, Salt Lake City, Utah.

The Aero Club of Pennsylvania listened to
president A. T. Atlierholt's description of his
trip in the international balloon race at a
meeting held October 20.

The Aer<»nautical Society continues to hold
well attended bi-monthly meetings. The

October 12th meeting was made very inter-
esting by the short but vivid experiences of
Messrs. Dyott and Martin. F. C. Dawson,
president of the company handling duralu-
min, told of the properties of the new Mght
metal and the purposes for which it is adapt-
ed, giving each member as a souvenir a
paper-cutter made of this material. John J.
Cutter, lately returned from Europe, told of
the "wonderful activity abroad. Basil "V.
Szabo told of the gliding work of Lilienthal
from his store of intimate knowledge of
Lilienthal's machines and practices.

At the meeting of October 26th, when the
attendance filled the rooms, Jerome S. Fanciul-
li. of the Curtiss company, spoke on Ely's death
and the development of the hydro-aeroplane
for naval purposes, illustrated with lantern
slides. George F. Campbell Wood, secretary
of the Aero Club, addressed the Society on
late developments, with slides. Both talks
■were highly appreciated and earned great en-
thusiasm. An exposition of "Cupror," a new
metal, was given by Fred W. Barker, of the
Non-Corroding Metal Co.

On November 9th, Mr. Prank W. Walton
delivered an address upon "The Development
of Aeronautics ai"nong School Boys, and its
effect upon their mental activity." He spoke
froi'n a store of interesting observations and
experiences from his connection with public
school work. Mr. G. Curtis Gillespie spoke
upon "Untouched Subjects of Aeronautics,"
in which he brought out a number of predic-
tions based upon observations of the present
development. Percy Pierce of model fame
gave an illustrated talk upon "The History
of Model Plying- in America."

RAVIATIONS.
By Antony Jannus.

If Tillinghast said he flew for many hours
in the night, did Ely?

If aeronautical publications are always
short of money, how much does Aero?

If a Wright machine flew over a mining
town would it be Or(e)ville?

If the Wrights win their suit against Cur-
tiss how much will Bleriot?

If Bleriot, Santos-Dumont, Paulham and the
other constructors should decide to take an
outing, would it be Wright for them to
Somer at Nieuport?

If Paul Peck bumped into the Washington
monument would it Rex Smith?

If a buzzard can fly without power, do you
think Capt. WiMoughby's Pelican?

If Ovington flew across the continent do
you think Atwood?

When Atwood left Grand Park, did Chic-
ago?

If rve bread is nearly black is Grahame-
White?

If Beachey had not been at Chicago who
would we have had to defeat Sopwith?

If the Chicago cops w^ere handcuffing reck-
less aviators would there be a Lincoln
Beachey?

If Miss Moisant bought a blue aviation
suit, what would Miss Quimby?

— Quick, boys, the life net; he's falling!

155

AEROj\AU1 ICS November, 1911

THE BOLAND TAIL-LESS BIPLANE

The Roland Taii.-less Hiplane. The "jibs'' on the RUiHT of the photograph is pulled in to steer

AVIATORS LEFT, OR TO DEPRESS THAT SIDE.

AFTER experimenting with power ma-
chines since 1908, flyinj?, sinashing,
altering, with the one object in view
of proving that rudders as generally
used are unneccessary, that ailerons and
warping wings are only two methods of
keeping right side up. Prank E. Boland, of
Rahway, N. J., has demonstrated during the
past Summer that he can fly as well as any-
one. Some exhibition flights were made on
October 21st for the benefit of a number of
interested persons who had assembled for
the purpose of seeing the machine in flight.
Boland's flights all along have attracted a
lot of attention among the flying colony on
Long Island but little information has spread
abroad. Nothing now startles aviation
"fans." There is no grandstand play about
?ioland's flying. He just gets in the machine
und off he goes turning as he leaves the
ground, if he likes, which no other aviator
thinks of doing. He just imagines himself
in an automobile and drives accordingly. He
says he never bothers about lateral balance
or other minor things like that. His seat,
with stirrups for his feet, is so secure that
nothing c^an throw him out. He just turns
his steering wheel to go to the right or left
and pushes or pulls it to go up or down. If
one side of the machine does get too low
he just turns his wheel to the opposite side
and he is level again. He put a tail on one
day, found it did not fly as well, and took it
off, all without re-balancing.

Boland uses his own engine which never
fails him. No attempt has been made to re-
fine the machine, to have nii'cly finished
woodwork, or neat sockets and turnbuckles.
The cloth is rusty from the weather and has
been on for about a year, part of the time
no shed being provided for the machine at
all — he just leaves it out like a lazy farmer
would his plow. Some ribs have one curve,
some anothei-; sometimes they are flat, due
to weather conditions, Out under the eleva-

tor hang four sash weights which sorpe
time in the past aided the housewife to raise
her kitchen window. All Boland wants to do
is fly and he doesn't care a hang for looks.

He w^as one of the original members of
The Aeronautical Society at Morris Park.
He bought Dr. William Greene's first ma-
chine and took off its tail. This he flew,
smashed and flew, in a little two-by-foui*
field in Jersey until he built the present ma-
chine, about a year ago. Soon Boland Flyers
will be on the market.

Main Planeis. The span is 29 ft. 6 in., the
chord and separation of the planes being
5 ft. 6 in. The central section is built up
as a unit, the uprights running from the
skids to the top plane. The wing spars of
the outer sections butt against these struts
and are secured thereto by clips of sheet
steel. The covering of the planes is single,
the ribs running in pockets sewed on the
upper side. The main spars are also run in
pockets, the ribs being attached to the top
of the front spar and to the bottom of the
rear, as in the Farman machine. The curva-
ture of the ribs is very slight, only M> in.
deep about half way between the spars. The
trailing edges of the ribs are straight as
originally bent, but they are very flexible.
V2 by 1 inch solid ash, tapering to a point at
the rear. Here they probably take some ,.
reserve curve due to the pressure of the air. 1
The plane flies as it stands on the ground
■with scarcely any angle of incidence, the
ends of both front and rear spai-s being the
same height from the ground.

Klevator. The elevator, pivoted 14 feet in
fi-ont of the main plane, has a sjian of 13
feet 2 in. and a chord of 3 feet. It is singb^
covered and has a very pronounced curve
2V2 inches. When in horizontal flight thi-
is held at a very flat angle. The surface i^
strongly stayed by \vires running from thi
two steel tube masts to which the wires
from the steering frame are run. The from

156

AERONAUTICS

November, 191

Thk Boland Machine.
157

AERONAUTICS

November, 19i

spar is formed of a piece of % inch tubing,
the rear being of spruce.

Controls. The main point of this machine,
and tlie one which gives it its claim to at-
tention, is the absence of both rudder and
ailerons. To take the place of them a pair
of "jibs" is used and these are situated at
each lateral end of the machine. Each
works in one direction only and both are

ing resistance on that side. A throttle lever
is operated by hand.

The seating of the aviator is novel. The
feet are not used for any purpose whatever
and are inserted in "stirrups," or loops made
of wire in the guying of the outrigger fram-
ing so that the man sits in much the same
position, with the knees high, as the driver
of a racing automobile. In case of a rough

7/Wif B

i'NORIHL

H/N6£ A

/090

controlled from the hand wheel on the steer-
ing column. According to Mr. Boland, the
operation of the machine is the same as that
of an automobile, with the exception of the
elevator which works in the accepted man-
ner. In order to turn to the left the wheel
is turned to the left, the machine swinging
around easily and banking itself properl.y.
When the turn is complete the wheel is
brought back to center and "that's all there

landing, it is almost impossible for the aviator
to be thrown forward on his face, nor can
he fall forward on his steering column pre-
venting him from pulling back on his eleva-
tor. A picture taken of the late Louis
Rosenbaum shows him leaned so far forward
on his steering column that the elevator is
depressed and he has nothing to push
against to regain an upright position in his
seat.

Running Gear. A combination of four
wheels and skids is used. The wheels are
naounted, one on each end of a long axle.
The rear set is placed near the rear end of
the skids and are 2 by 26 inch wheels, these
are supported by rubber shock absorbers.

CO/L ^pff/A'O

nmnnnim^

-.1? '*■•. , ^^^ •>'*"* ^''® triangular in shape
with a balancing portion, and are pivoted at
the points A and B as shown in ths sketch
the wire C from the wheel goinc; to the
lower corner. When the wheel is ti:i n"d, the
lower corner of the jib is pulled in, thus pre-
senting an obliquely inclined surface, offer-

/OSi
The other set is situated about 4 feet in
front of the planes and are flexiblv mounted
by means of cable running over pulleys and
back to coil springs attached to the" skids.
The wheels of tlio forward set are 2 by 20 in.
INmvop IMinit. An 8 cylinder "V" motor of
Mr. Poland's own make is used. This has
stood the test and runs right along with very
little tinkering. The cylinders are 4" bv 4",
brass water jacketed on the sides, the heads
not being jacketed. The valves are concen-

158

AERONAUTICS

November, 1911

trie and are located in the cylinder head,
only the exhaust valve is mechanically oper-
ated. The oiling- system is a combination of
force feed and splash, with oil well in the
base.

Unique construction is noticed in the nickel
steel crankshaft. This is "built up" of five
members. One connecting rod is forked at
its bearing, the other one working between
the forks of the other, and are thus concen-
tric. The cylinders and connecting rods are

forced into the connecting- rods and line
bearings, then splashing the cylinders. The
one-piece connecting rods are hollow chrome
nickel steel, cut from solid forging. There
are oil pits under each connecting rod so
thaVany change in the level of the machine
wiljp not drain oil away from the high end of
the engine. The cam shaft is mounted on
R.I.V. ball bearings and a big bearing of the
same make is used for the center bearing of
the crankslmft. The other crankshaft bear-

not staggered in this method. The special
system of connecting rod beai-ings allow both
rods of a pair to get full advantage of a
wide bearing, 2% inches. The cranks are
steel discs, bored for lightness. The weight
of engine complete, with carburetor, mag-
neto and oiler is 230 lbs. The crankshaft
alone is 34 lbs.

Ignition is by a Bosch motorcycle magneto,
delivering current to a separate eight cylin-
der distributor, placed at the rear of the
motor and run by the oil pump shaft. The
magneto runs at twice engine speed. The
engine runs normally at 1200, giving 60 b.h.p.

The oil enters the hollow crankshaft, is

;d Knc.ink.

ings are solid bronze, slipped over the ends.
There is no provision for take-up on these,
as very little wear has thus far been dis-
covered. They are larger than usual and a
better pit is secured by being solid. A ball
thrust bearing is used on the propeller shaft.
This is tapered and a special hub is keyed to
it. The propeller is bolted to a flange on
this hub. Cooling by a Livingston radiator.

The pistons have three cast iron rings,
with a large oil groove in line with the pis-
ton pin. The cylinders do not carbonize.

Weight. The weight is given as 800 lbs.,
without operator, and the speed is estimated
at fifty or more miles an hour.

THE KANSAS CITY INTERNATIONAL CONTEST

By Lieut. H. K. Honeywell

Lieut. Honeywell piloted his balloon the
"Kansas Citv II," with two other balloons
entered for the Lahm Cup. As his balloon
was not one of rubberized fabric, it was not
permitted in the international contest. How-
ever, it beat bv 30 miles the winner of the
international, the "Berlin II," of Germany.

OUR experience in the contest held in
Kansas City, Mo., Oct. 5th, proved
a strenuous one. All the balloons
<5ncountered similar stormy conditions
which were very unusual at this time of year.
The weather map looked uninviting from the
start, and right here I wish to state that in
all future contests an elastic date should be
enforced, suitable to atmospheric conditions.
The race was pulled off without a hitch, all
contestants having an even break, that is,
given no advantage in time of start, with
cloudy weather and an even temperature. In
the presence of 40,000 people a perfect get-
away of all balloons was made.

All experienced fine weather until near mid-
night, when a very cold drenching rain and
snow storm began. Those not prepared were
wet to the skin and suffered.

We in the "Kansas City II," John Watts
and myself, tried to get above the tempest
for our basket rocked from time to time due
to cyclonic conditions. After fighting our
way up to 10,700 feet at 2 a.m., the tempera-
ture dropped to 5 degrees above zero and still
snowing very hard. Five and six sacks of
ballast were cut away at one time to force
the balloon through the storm, only to find
ourselves descending the next minute, due to
lower temperature and contracted gas. We
were nearly frozen, our feet and clothes were
stiff — icicles galore. We could not stand it
longer, and let her drop gradually to about
five thousand feet where she checked and

struck an equilibrium the rest of the night
without throwing ballast. Our statoscope
was out of commission and the aneroid near-
ly so, due to water in them.
" At daybreak we noticed through a break
in clouds below a long streak of coast line
which afterward proved to be Lake Superior.
We thought we were in Canada as the lake
vanished to our rear. Feeling satisfied that
we were going N. E. at a great rate, decided
to investigate no further, as clouds had
blanketed the earth once more. At 9 a.m. we
decided to drop below the blanket and get
bearings. We hailed a man to learn what
part of Canada we were in. Imagine our
surprise when he answered "Wisconsin." We
immediately consulted our compass, we
thought it had gone wrong, a second com-
pass said the same thing — course Southwest,
speed 30 to 40 miles per hour. The upper
strata of clouds were becalmed as previous
observations proved.

In order to lose no more distance we
valved a hasty descent, landing in a garden
patch at 9.20 a.m. to avoid possible damage to
balloon in a dense forest. In doing so one
end of the basket struck a stone fence, my
hands being high above my head pulling the
rip cord, knees bent to avoid jolt, the upper
edge of basket caught me in short ribs, frac-
turing one — the first injury in 164 ascensions.
We could have prolonged our trip possibly
through a second night had our course been
true. Much discouraged, the balloon was
packed and shipped back to Kansas City, not
knowing that we had whipped the entire field
of international rubber flyers. By doing so
the varnished balloons proved again superior
over all other makes. . , „ „

In the last national race they came in 1, 2, 3,
for distance and endurance, they have always
made good in prior contests.

159

AERONAUTICS

November, 191

McCURDY HEADLESS BIPLANE

THE machine illustrated is one of six that
were built to Mr. McCurdy's design by
the Queen Aeropl<ine Co. They were
used by him at the Chicago and Nassau
meets and in exhibitions in various parts of
the country. The machine is a fine flier, has
a good turn of speed, and seems to handle
well.

One has gotten rather used to finding most
machines constructed principally of spruce,
so it is rather a novelty to find in this ma-
chine that the only spruce used is in the two
struts running from the upper plane to the
front of the skids; all other woodwork being
ash.

.J. A, D. McCurdy was one of the members
of the Aerial Experiment Association. At
its disbandonment in 1909, Mr. McCurdy and
P. W. Baldwin, another member of the As-
sociation, formed the Canadian Aerodrome
Company at I>r. Alexander Graham Bell's
place at Baddock, Nova Scotia, building there
several machines. When, in 1910, Baldwin
left with Dr. Bell for a trip around the world,
McCurdy joined with Glen Curtiss in exhibi-
tions. In the Summer of 1911 he associated
with Charles F. Willard in forming the Mc-
Curdy- Willard Company to give exhibitions
and market machines, with headquarters at
1780 Broadway. In October, Messrs McCurdy
and Willard both again joined with the Cur-
tiss Company.

Main Planett. These are built in three sec-
tions, joining at the points where the skids
are attached. The Goodyear fabric is laid
and tacked on top and bottom of the ribs
and to the front beam. Instead of the cus-
tom^ary wire along the trailing edge of the
ribs a light batten is used as in the Curtiss
machines. The curvature of the ribs is 3"
maximum, situated about 1/3 of the chord
from the forward edge. The angle in flight
is apijroximately 4 degrees.

The ribs as well as the main beams and
all struts are of ash. The struts are fish
shaped and are attached to the main beams
by the combination of an aluminum socket
and the "U" bolt familiar in the Bleriot.
This "U" bolt is used only as an anchor for
the guys and the struts, turnbuckles being
used to tighten the wires.

EleTHtor. The elevator is hinged, as shown
in the drawings, at the rear of a fixed sur-
face. Neither the elevator nor the fixed sur-
face are given camber, the fixed surface be-
ing set at a very slight angle which may be
changed as desired by clamps on the strut
at the forward edge. The elevator is con-

trolled by tilting the steering column. The
controlling wires are doubled for safety.

Rndder. A single rudder, with a notch cut
for the fixed surface, is used. It is operated
by turning the wheel on the steering column,
from which the flexible wire runs through
Bowden wire down the center of the column
to the pivot and to skid struts where copper
tubing is used for fair leads.

.Stability. This is secured by the use of
ailerons hinged to the rear main beams of
both planes. The operation is by means of
the well known shoulder brace. The ailerons
are really a continuation of the main sur-
faces, and when not in use are not at all no-
ticeable.

Ranning- Gear. Usual wheel and skid com-
bination. The skids are of ash as are the
struts. The connections of skids and struts
and of the struts and the main spars is by
means of special aluminum castings. There
are also oblique struts of 1" steel tube run-
ning from the skids to the main spars under
the engine foundation.

Power Plant. A 50 h.p Gnome is used, the
propeller being mounted behind the engine.
The gas and air control levers are mounted
on the steering column, liberal use being
made of Bowden wire. The globe valve for
closing off the gasolene supply and the mag-
neto cut-out are conveniently located at the
pilot's right on the curved piece which ex-
tends to form the foot rest.

AVeiglit. The weight of the apparatus is
.56.5 pounds, without gas or oil. The speed is
51 miles per hour over a circular course.

The McCukDV Headless Bipla.ne.
160

AERONAUTICS

November, 191

Scale Drawings McCirdy ^[Ac^^^^'F.

161

AERONAUTICS November, 1911

THOMAS HEADLESS BIPLANE

W.vi/rKi! .JtiHNsox, Flying Thomas Headless

THE Thomas Brothers, of Bath, N. Y., have
neen building and flying biplanes fcr the
past two years in a quiet sort of way.
Little publicity has come their way for
they are not located near centers of flying.

Walter E. Johnson, of Rochester, has been do-
ing some exhibition work with the machine the
past season, eighteen successful engagements
having been flown. In a recent number we
told of his flying to Hammondsport and back.
The Kirkham motor factory at Savona is about
eight miles and when he gets a short circuit in
his gasoline tank or a leak in his propeller he
just flies over and gets the motor maker him-
self to set him right. On October 20 he visited
several towns in that part of the state, chang-
ing a magneto to Bosch at the Kirkham factory.
The day before he Hew about the villages for
a circuit of 20 miles.

His Kirkham six cylinder is doing excellent
work, he says, and the experience with these
several machines has led the Thomas brothers
to start work on a speed machine. A mono-
plane with hydroplane attachment will be an-
other machine. The designer is William T.
Thomas.

Main Planes. These spread 311/2 ft, 5% ft.
chord and spaced 4' 5" apart. The depth of the
curve is W at 2' back. The planes are double
covered with treated sailcloth, tacked on. The
fiont beam is 2" by l^A", the rear the same
dimensions, 15" forward from the rear edge.
The rectangular in cross section ribs, spaced
14"' apart, size 1V4" by %", are fastened to the
beams by iron strips. The 1%" by 1%" struts
fit in sockets or tubing. Wire is used for guy-
iiig, 1/16 and 3/32" diameter, tightened by
locking turnbuckles.

J-Ucvator. The design and bracing of the ele-
vator plane is novel, in combination with the
four rudders. The elevator is hinged to the
rear beam of a fixed surface, 18 ft. back from
the front beam of the main planes. The ele-
vator measures 10' by 3' 2" and the area is
2734 sq. ft.

HuddoK. Of these there are four, pivoted
IS' back from the front of the main planes.
Each measure IVa' by 2'. These are operated
by the turning of the steering wheel through
1/16" Roebling cable over pulleys where turns
are made.

titahiUty. Ailerons at the rear of both planes
are used for keeping lateral equilibrium. Each

of these four measure 66" by 15". These are
operated in the manner first adopted by Cur-
tiss, by means of a shoulder brace. Cable 1/16"
diameter is used.

Power Plant. A 50 h.p. 6 cyclinder Kirk-
ham motor, weighing 230 lbs., is now used,
driving a 7' by 6V2' pitch propeller at 1,100
rpm. The cylinders in this engine are 4%" by
i%", valves in the head. The radiator is an
A-Z and Bosch magneto. The propeller is made
by the Thomas Brothers. The engine is
mounted centrally between the planes. A
trust of 350 lbs. is obtained.

Running Gear. The four-wheel running gear
has been a feature with each of the Thomas
machines. Each wheel is spring mounted.
These wheels, 20" by 2*4 l>iamond, are used in
combination with 10' skids, 2" by 2" cross
section, braced with tubing. The track of the
wheels is 8'.

The Aerial Construction Co. of New York re-
port having taken a lease on additional premises
to take care of the continued demand for their
product. The "Sanford Special" propellers are
in great demand, especially in the middle west
and on the Pacific coast, where they have been
having success during the past summer.

To keep its force of experienced workmen em-
ployed during the quiet winter months this con-
cern is quoting low rates for its usual high
standard construction work.

A. C. Menges, of Memphis, Tenn., has re-
ceived delivery of another monoplane from
the American Aeroplane Supply House, of
Hempstead, L. I. This was tried out Oct. 6
by Andre Houpert, instructor of the Moisant
school, who made a ten-minute flight. This
is a single-seater 1911 Bleriot-copy, with a
70 h.p. Gnome engine.

The Republica Dominicana, through its
state engineer, Z. H. Garcia, has placed an
or<rer and w^ork has been commenced. This
will be equipped with a Roberts.

Tlic fifth monoplane tuined out by the Ameri-
can Aeroplane Supply House at Hempstead, L.
I., has been sold to R. .1. Mai'Iey, of Sumner,
Miss., after successful trials were made by
Andre Houpert, instructor of the Moisant school
at Nassau Boulevard. The flight covered about
fifteen miles. A 70 Gnome is used. These two-
seaters are finely built and all have llown at
once.

162

AERONAUTICS

November, 191

Thomas Biplane

igil Model

■\.

ir^

Scale Drawing Thomas Bipi-ane
163

AERONAUTICS November, 191

CONSTRUCTION AIDS, XX

Joint of ^c/Tr/gge'' Jps

riore R.oe oetaili

ERONAUTICS

November, 1911

THE RATING OF GASOLINE MOTORS

THE problem of deriving a satisfactory
formula for the determination of the
bralve horsepower of a gasoline motor
is one that has caused a great deal of
iiscussion, and many formulae have been
3volved. Some have been too complicated,
uid others, on account of their simplicity,
^vere rendered unsuitable.

The formula known as the A. L. A. M.
rorinula, (diam. squared x no. cylinders-h2%)
lias been widely used, but is at the best
rather unsatisfactory.

Marshall formula. In order to illustrate the
method of using- it, we have taken the case
of the Wright engine — 4%" bore by 4" stroke.
Enter at the bottom of the measurement for
stroke, and run up until the correct revolu-
tion line is reached — in this case 1,300 — then
to the right and take the curved line which
starts at the part of arrival, between two
lines in this case, and follow it until just
under the diameter 4%"; then run across to
the right where you arrive at 32 h. p.

It might be worth while to point out that

Cylinde

c d

iaraeter

Inches and Millimeters

70 bO 5)U HJl» IIU ro) loU 140 150

.5 1 3 1 ;15! |4 1 4.5 1 5 1 5.5 |

HORSE POWER
No. of Cyliuders
1 2 4 G

u
<u
a.

25
5

3
O
>

■\

\p\

M.^

27
21

15
9
3

54
42

132

108
84
60
36
12

198

162
126
90
54

H.^

xlWX

xX-

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^--

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^--

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^

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C^ <<j\\j\^xv^

....^

"~^

t^Xxxs

--J

V /

^
^<^

^.>o5-^

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-J

'"^

■^

'XX

Sv^^

^
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><

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>^^X

~~~

l><

^>^

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c:~s

— ■

-—

>-^

"--»i<

*$;

■ —

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H
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-at

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=-=

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^§

L—

— -

—

1 9 1 8| |7 1 6

240 220 180 IGO 14
Stroke in Inches and Mil

5 1 4| 13
120 100 180
limeters ,^^3

Comprehensive chart showing the horsepower for various motors which can be read off
at a glance, taking bore, stroke and engine speed into consideration.

Mr. C. F. D. Marshall in The Automobile
has advanced the formula

d'nsv

12,000 200,000,000

according to whether the dimensions are
expressed in inches or millimeters. In this
formula d is the diameter, n the number of
cylinders, s the stroke and v the revolutions
per minute. It is derived from the "PLAN"
of steam practice, and assumes the mean
effective pressure corresponding to the brake
horsepower to be 84 pounds per square inch.
Results given by this formula have been
compared with the brake tests on a goodly
number of engines, and have been found to be
a very good approximation when the engine
was not being overdriven. As the power
curve of an engine sags off when the engine
is overdriven, the results given by the form-
ula are then too high. This is, however, a
fault common to all other formulae as well.
The chart gives the horsepower by the

the exact equivalent for the constant 12,000
when millimeters are used is 196,634,000. The
effect of taking the round number 200,000.
000 gives a result 1% per cent, lower, which
is near enough for all practical purposes,
considering that an approximation is all we
can aim at when using a formula.

This is only One of Many.

"I believe I wrote you that I had received
'How to Build an Aeroplane.' So com-
pletely does your magazine cover the subject,
that I have thus far found very little in the
book that has not been dealt with some-
where in the nineteen copies of AERONAU-
TICS that I have read. The book is a sort
of condensation of all the essential points
that vou have already published.

With delightful anticipation of the feast
I shall have when the September number of
AERONAUTICS arrives,

Very truly yours,

(Signed) H. B. Newton."

165

AERONAUTICS November, 1911

P^R P GRESS IN_HYDRO-AEROPLANES

WHEN W. Starling- Burgess first became
interested in aviation and began to
forsake the yachting field in which
he had met with such eminent suc-
cess, following in the footsteps of his father,
his many friends wondered how long it
would be before his experience and skill as
a designer of yachts would solve the problem
of the hydro-aeroplane. It is said that it
was with great difficulty that Mr. Burgess
refrained from interesting himself in this
development while designing and perfecting
the Burgess Biplane, which has been so
successful wherever it has been used this
year, takirif? (iJ% of the biplane prizes at tlie last
important meet, at Nassau Boulevard when
competing with aeroplanes of five other
makes.

This success, with the very excellent cross
country wftrk which has been accomplished
by a number of aviators on the Burgess dur-
ing the season has proved the machine to be
second to none as an aeroplane and Mr. Bur-
gess at once devoted his attention to the
even more attractive opportunity of devel-
oping the hydro-aeroplane.

The hydroplanes, which are made with a
large factor of safety, are so designed as to
meet the water at an angle without the pos-
sibility of strain, are two boats about 14
feet long, 2 feet wide and a main draft of
about ten inches of the single step hydro-
plane type, heavily trussed and reinforced.

On the morning of October 25 Mr. Burgess
launched the new hydro-aeroplane from the
sheerlegs just as for years he has been
launching the yachts that have made a name
for him all over the world. The first demon-
stration consisted of a fifteen minute run
among the yachts that were moored in the
harbm-. His expectations were entirely ful-
filled in finding the hydro-aeroplane a sea-

worthy craft, as easily steered as a fast mo-
tor boat. Whil'e he had assured his friends
that he would not leave the water, the temp-
tation after a few minutes became too great
and one or two short jumps showed that the
aeroplane had ample power to lift the boats
without difficulty on the first pulling of
the elevator.

From that flight on for one week all of
the aviators in the Burgess Company flew
the hydro-aeroplane, on one day carrying
Mrs. F. G. Macomber, Jr., the first woman to
ride in a hydro-aeroplane over the Atlantic
Ocean. A number of other passengers were
given flights. The machine was flown in
varying weather conditions from a calm to
a 25 mile wind and it was gratifying to note
that the winds which would bother a skilled
aviator in his machine over the uneven
ground gave the novice no difficulty in the
new hydro-aeroplane over the water. No
adjustments have been necessary and not a
repair has been required since launching.

Both H. N. Atwood and C. W. Webster ex-
pressed themselves as highly delighted with
the new machine and were enthusiastic in
their comparison of the joys of flying over
the water as compared with flying over the
land.

This new development has a deeper sig-
nificance for aviation than is at first appre-
ciated. One of the greatest difficulties that
both the manufacturer and the teacher has
had is to impress upon the untrained, and
very often upon those skilled in the art, the
necessity of flying only in favorable weather.
Most of the unfortunate accidents that have
occurred during the last year can be traced
to an over anxiety on the part of the opera-
tor to fly when conditions were not satisfac-
tory.

'Ime I!i!h<;es.s Water 'Pi.a.ne Ju.st "Leaving the Ground.'

166

AERONAUTICS

November, 191 1

The hydro-aeroplane automatically solves
this problem, as while it can be operated
in higher winds on account of their being'
more regular over the water, still a limit
is reached when the sea prevents the satis-
factory planing- of the boats, so that the
unwise or too reckless aviator is virevented
from flying when the londitions are unfa-
vorable.

It is reported that the conipany has taken
steps for the immediate construction of a
number of hydro-aeroplanes to attach to its
machines that are now in use, and the Gov-
ernment is already interested in the devel-
opment for its own equipment.

they shut oft" the motor and alighted on the
water. When a suitable v>laee was found
to get ashore, the motor was started up
again and the "plane run a.ground.

The double control system was emplo.ved
and each of the others relieved the other
from time to time, the jointed control lever
being- shifted from one to the other without
any dilticulty whatever. The details of this
were published in the Au.gust number, page
56. A self-startin.g- device has been added.
A lever at the side of the aviator works
a ratchet gear on the propeller shaft, ,iust
forward of the propeller.

During- the following week the return tiip

The Curtiss Hvdro-.^eropl.\ne.

MAW HYDHO- VEROI'I^ANKS III ILI)1\'G.

The hydro-aei-oplane has "caught on" all
over the world since Curtiss hrst made real
flights a year ago in California. Numerous
expei-iments ai-e being- conducted abroad but
none of the machines there has reached the
present stage of those in tliis country. One
or two ai-e bus.\' givin.g exhibitions, the Navy's
machine has just flown u\> and down the
Atlantic Coast and Robinson down the Miss-
issippi River.

The Queen Aeroplane Co. is trying' out
a n^(>nov)lane equipped with a boat.

Tlie early part of October Prank Coffyn
attached floats to a Wri.ght machine and
ma<le a large number of flights at Detroit.

Hugh \j. Willoughb.v v)ron\ises to have an
aciuatic aeroplane on the market this coming
spring. Some tiights have been made in
Baltimore with K. K. Urown's biplane and
there are other private experimentors widely
scattered who are getting' active in this
direction.

Curtiss is experimenting with another \ari-
ation of the water machine line, with the
engine high up in the top plane and the
flyer low down on the boat.

NAVY OFFICERS MAKE NEW UECOHO

The U. S. naval officers l.,ieut. Theodore C
Ellyson and Rieut. J. G. Towers on October
25th established a non-stop hydroaeroplane
record b.\- fl.\ing' from Annapolis, Md., to
Muckroe l!eacli, near Fortress Monroe, Va.,
a distance of 1SS.2 miles in the C'urtiss hydro-
aeroplane recentl.v i)urchased b.v the Cap-
tain W. Irving' Chambers, head of aero-
nautical work in the Navy, which machine
is the onl.v successful water 'plane of any
government to date. The distance was

made in 2 hours 27 minutes, -vvhich avera-
ges 5(!.4 miles an hour.

When the aviators sighted the point of
land at the entrance to Hampton Roads

was made. \\u\\ two stops, due to nu)tor
trouble.

RETURN TRIP.

On October 30, the Navy aviators started
for the return flight and got as far as tUou-
cester Point, on the Yoi-lv River, Va.. when
a landing- -was made on account of a broken
pump sliaft. The following- day they reached
Smith Point, 84 miles on tlie way back when
the water pump broke. Here a landing was
made and tlie Nav>- l>epartment ^vired of the
situation from Reedville, Va. In response to
offer of a tu.g. Rieut EUyst>n telegraphed
"Tug- tiot needed. Machine in line shape.
Waiting' in weather."

The followin.g' days were very cold and the
aviators endiii-ed marty hardshiv>s. as their
resources were poor for suV>sistence and com-
fort in their determination to make a practi-
cal test out of the fli.ght and to gret alon.g
as well as possible without outside assis-
tance.

ICllyson and Towers completed the return
llight li> .\nnapolis on November 3 in a bitin.g,
strong, iiortliwest wind. The>- were nearly
frozen stil"f but cheerful and happy in having
"stuck to it." The machine was in flne con-
dition.

Pieutenant l<"ll.\-son, in writing to Glenn
H. Curtiss, .gave tlie following intorestingr in-
cidents about the flights : —

"I steered for the first half hour and then
Towers, for the same len.gth of time. At the
end of an hour the water connections on tov>
of the radiator began to leak and water went
on the magneto, causin.g the engine to miss.
Towers climbed and repaired the leak the best
he could and had to ludd the wafer-pipe in
place, which he did for over an hour while
I drove.

After two hours tlying, the oilguage seemed
to be .getting- low and we decided to land.
This we accomplished in a six foot surf with
a twenty mile wind behind us. I ran the ma-

167

AERONAUTICS

November, 1911

Mr. Reader!

I WHY ARE YOU

Interested in

AVIATION?

t Tell Us Your Reasons

I And We Will

I Mail to You

I FREE OF CHARGE

I An Artistic

i Autographed Photo of
I GLENN H. CURTISS

Like above cut

This photograph is 5 x 7 inches, suitable for framing.
It is an excellent likeness of Mr. Curtiss and is a work of art.
This offer is made because

We Want to Know

The extent of the interest in aviation and the
opinions of those interested in the future
development of the Aeroplane Industry.
If you are pessimistic regarding the
progress of aviation, state your
views on the accompanying
coupon or in a letter. If
you are optimistic, say so!

Fill in the Coupon and Mail it to

I THE CURTISS EXHIBITION CO.

JEROME FANCIULLI. General Manager
1737 Broadway, New York

-N-

Sales Agents and Foreign Representatives
for

The Curtiss Aeroplane Co.
Hammondsport, N. Y.

'^ •• >\^ N? ^^ ^° <=^c;^" ••■ ••

.^ .-^ -y "*\^^ * -»• .V ^ •• .•■ •■

-iv .1^ fCw H^

4»i^4•4^4■^4>4••l•44•4•4•4••f4•4•4•4•W4•4'4•4•4•4••^4•4•4•4•4••^•I••^'^4•4•4••^4•4•4•4>4•4•4•4•4•4>4•4•i••^4••^4••^•^

In answering advertisements please mention this magazine.

AERONAUTICS

November, 191 1

QUEEN

LEARN TO FLY

AT THE

QUEEN AEROPLANE COMPANY'S
SCHOOL OF AVIATION

which will open its Winter Quarters at

LOS ANGELES, CAL, November 15th, 1911

with Six Queen Aeroplanes, fitted with Gnome and Anzani Motors,
under the personal management ot Ladis Lewkowicz, licensed pilot of
The Aero Club of France, the only aviator who ever flew over New York
Cit}' with a monoplane. CSchool to be conducted strictly on French
principles, and contract being the same.

Special Inducements: For the first twelve pupils enrolled a Com-
plete Course will be given until license is granted, for only $250.00.

The Queen Monoplane has flown at Nassau Boulevard, Belmont Park, At-
lantic City,Chicago and Boston International Meets. For full particulars.

Address: The QUEEN AEROPLANE COMPANY

Attention of MR. LADIS LEWKOWICZ, c/o Aero Club of California. Los Angeles, Cal.

Queen Aeroplane Company

Manufactures a

QUEEN MONOPLANE, fitted
with 30 H. P. Anzani Engine

QUEEN MONOPLANE, Racing Type
fitted with 50 H. P. Gnome Engine

QUEEN MONOPLANE, Passenger Carry,
ingy fitted with 50 H. P. Gnome Engine

Each machine is delivered njier a trial flight, and the purchaser
is allowed half of the tuition fee on the price of the machine.

For full particulars apply

QUEEN AEROPLANE CO., 197th St. and Amsterdam Ave., N. Y. C.

AERONAUTICS

November, 1911

chine hiah on the beach, coming- in at full
speed, just touching the crests of the waves.
Much to our surprise the boat was not in-
jured in the least."

PREVIOUS ATTEMPT GOOD

On October 11, Lieut. T. G. EUyson with
Lieut. Towers as passenger in the Navy's
Curtiss, started from Annapolis, Md., to visit
the fleet in Hampton Roads, Va., but trouble
developed and a landing had to be made on
the beach at Smith's Point, Va., at the mouth
of the Potomac River, where they found a
burnt bearing and had to tel-egraph for a
boat to bring them back. During the trip
thev flew about 500 feet high and kept close
to the shore line. The distance covered was
75 miles, in 1 hr. 20 m.

HYDRO-'PLANE'S LONGEST FLIGHT

In his flight from Minneapolis, Minn, to
Rock Island, Oct. 17-21, Robinson set some
new records in the aviation world, and, as
his manager says, made "some history." He
covered 314 miles in three flying days, al-
ways flying directly over the river, in a
machine in which it would be impossible to
alight on land. He carried mail a greater
distance than ever before in an aeroplane,
Robinson carried 25 pounds of mail and he
delivered numerous letters to Rock Island
people from friends and relatives at Minne-
apolis and St. Paul.

The record of his flight was as follows:
Left Lake Calhoun, Minneapolis, Tuesday
morning at 9:11.

Landed at Whitman, Minn, at 10:39, having
covered 104 miles at rate of 76 miles an hour.
In alighting in the river he struck a wing
dam which tore a hole in one of his pon-
toons. He was towed into Winona at 3 :45
Tuesday afternoon, the 17th.

Flight was resumed at 8:19 Thursday
morning.

Reached La Crosse at 8:45 making 24 miles
in 26 minutes.

Left La Crosse at 9:30 and passed Lansing
at 10.30, 32 miles.

Reached Prairie du Chien after short ex-
hibition, at 1:02 p. m., 22 miles.

Reached Guttenberg at 1:30 where he gave
brief exhibition without alighting, 17 miles.
Reached Dubuque 2 p. m. Thursday, 30
miles.

Left Dubuque at 9:18 a. m. Friday.
Arrived at Bellevue at 9:40 a. m., 22 miles.
Left Bellevue at 12 :15 p. m.
Arrived at Clinton at 1:50 p. m., 33 miles.
Left Clinton at 3:07 p. m.
Appeared over tri-cities at 3:48 p. m.
I.,anded at Rock Island at 3:52 p. m., Friday,
30 miles.

When Robinson was finally sighted up
the river at 3 ,40, the Rock Island levee was
thronged, and there was a goodly crowd on
the Darenport shore. The machine came on
at a high rate of speed. When he approached
Moline, Robinson became somewhat confused
as to the bridges, and he was not certain as
to his place for landing. He circled over
the river, and in a pretty descent, alighted
on the watei- about 200 feet from the shore.
He was greeted with a salute from the whis-
tles of the ferry and other boats, and the
cheers of the big crowd of spectators.

At Rock Island Robinson decided to call
off all of his i)lans and to abandon his flight
at this point. The I'eason for the decision
was that cities wliich originally pi-omised
financial assistance in the undertaking took
advantage of the fact that, because of wea-
ther conditions, Rol)inson was unable to
start his fliglit at Minneapolis on the date
scheduled. A heavy storm prevented his
starting on the day set, but the people of
Minneapolis wei-e satisfied with the arrange-
ments that were made, though tliey were
the heaviest contributors toward tlie fund for

168

the flight. They gave Robinson a check for
$3,000 before he started.

SCHOOLS MOVE AVEST FOR WINTER

As soon as cold ■weather arrives in earnest
at tlie Hempstead Plains the Moisant school
removes to California, opening in December.
Another will be started up in Florida with
two monoplanes and a biplane, while the
California school will have five monoplanes
and two biplanes. Pupils may select either
type. "Captain Patrick," (Capt. P. Hamil-
ton) and George M. Dyott have associated
themselves with the IMoisant interests, fly-
ing the two Deperdussin machines recently
brought over by them. Capt. Hamilton is
a British army officer attached to a company
in India, now on leave of absence.

The Curtiss training school is again loca-
ted at San Diego and is now in operation
under Lieut. J. W. McClaskey, late of the
U. S. Marine Corps. A number of pupils
went along from Hammondsport with the
machines. Mr. Curtiss liimself will follow
in November and takes up some further ex-
periments which he has in mind. Lieut.
McClaskey became acquainted with Mr. Cur-
tiss on the Coast last year and this summer
resigned from naval services to permanently
connect himself with the Curtiss company.
Having learned to fly and exhibited splen-
did ability in many ways, Mr. Curtiss has
made him official instructor of the school'.
Tlie course costs $500 and one is not limited
to any definite time.

The Queen company opens its Los Angeles
schools next month under the management
of Ladis Lewkowicz, the man who flew over
New York city and glided some four miles
when his French air cooled engine got hot
to landing in the state of New Jersey,
crossing the Hudson River on his soaring
way.

The Queen school will be conducted on
entirely French lines, and the terms of tuition
are very reasonable.

The course costs but $250, tuition continu-
ing until a license is obtained. The deposit
for breakages is $300.

Ward Fisher, of Rochester, N. Y., is the
business manager of the Curtiss school this
season. The pupils this season are to be
trained in flying the hydroaeroplane, as well
as the standard Curtiss cross-country and
military biplane.

BLAZE BURNS OUT BENOIST.

The Benoist school in St. Louis will con-
tinue right along as though nothing Like
a flre had happened. On October 19 the
aeroplane factory of the Benoist Aircraft
Co., at 6664 Delniar Blvd., St. Louis, burnt
up, including three perfectly good aero-
planes, tools, supplies and uncompleted ma-
terial. Despite a total loss the company
is on the job and going ahead witli tlie well
known school, as we said before, "as though
nothing had happened." So much for spirit!
Aeroplanes make fairly good combustibles
and the fire was just as progressive as Mr.
Benoist himself, ■which is quite complimentary
to the fire.

R. O. Rubel, Jr., & Co., of Louisville, Ky.,
are preparing to open an outdoor scliool and
has leased for five years a tract of land
outside of that city. Frederick Morlan will
be instructor. Three biplanes, three mono-
planes, a wind wagon and a hydroplane con-
stitute present equipment. The biplanes have
Hall-Scott, Maximotor and Gray Eagle mo-
tors. The monoplanes include a Bleriot, an
imported Demoiselle and a copy. Tlie water
machine is nearly completed and will be used
on the Ohio River. Board may be secured
on the grounds. The date of opening has
been set for December 1st. A two-propeller
biplane is being built by the Rubel company
for Messrs. Huff and Maris, of Columbus.

7'/)C cniistnirtioii of .\f,roxautics. and its con-
icnls shoir 1o me that ynu are purveying only the
best material. — T. Ciialmkus Fultox.

AERONAUTICS

November, 1911

Map of Rodgers" Flight.

Miles
Total Distance measured in

straight lines between towns. . 3390
Air line, New York-Pasadena. . 2540

Stops
Number of stops including start

and end 68

Miles
Longest single flight, Stovall to

Imperial Jet 133

Longest day's journey, Kansas

City to Vinita 174

Days
Days consumed (Sept. 17 — Nov. 5) 59

Best Previous Records.

Miles
H. N. Atwood, St. Louis-New

York 1155

German Flight Circuit 1096

British Circuit 1010

European Circuit 1073

KOD'iERS MAKES TR ANSCO>TINENT.\l.
FLIGHT.

IT is extremel-y unlikely that the flight of
Calbraith P. Rodgers in his Model B
Wright aeroplane will be beaten before
the end of this year, nor perhaps for
another year. He has tripled the longest
continuous flight, or series of flights, yet
made in the history of aviation in the world.
He started from New York on September
17 and finished at Pasadena, California, on
the Pacific Coast, on November 5th. a dis-
tance measured as the crow flies, from town
to town, of 3390 miles. This has been meas-
ured by AERONAUTICS on state maps and
checked on a very large national map. The
airline distance from New York to Pasadena
is 2540 miles.

As will be noted by the map, the most
direct course ■was not taken. J'here were
no doubt, particular reasons why certain
towns were "made". The trip was conducted
throughout as an advertising campaign of
a new soft drink, at the same time having
in niind the Hearst $50,000 prize for a flight
across the country in thirty days. He figured
he had until October 17 in which to complete
the distance to be eligible for the prize but
on that day he was at McAlester, Tex. A spe-
cial car accompanied him, ■with a store of
spare parts. The Mea Magneto was used throu?;hout.

At the present time, the flight must be
considered as a wonderful feat in many
respects. Compared with an automobile trip,
the latter has the better of it, for the coast-
to-coast trip has been made in 15 days, with
two crews. A record of some years back
for a one-man trip was something like 41
days, as we remember it. Two weeks total
of Rodgers' tii"ne was spent waiting for bad
■weather to pass over or in making repairs.

From Texas Rodgers followed the line of
the Soutliern Pacific railroad and climbed
steadily from Del Rio on the Mexican bor-
der through Alpine, Marfa, Sierra Blanca to
El Paso, which towns run from 2000 to 4600
feet above sea level. From here the alti-
tudes gradually dropped until he got to
Pasadena.

Fowler Ou ^Vay East.

At Tucson Rodgers met Robert G. Fowler
on his way east. Fowler started his second
attempt to' cross the country from Los Ange-
les on October 18; also in a Wright Model B,
fitted with a windshield. His previous at-
tempt started from San Francisco on Sept.
11, when he reached Colfax, Calif. By Nov.
5 Fowler had gotten as far as Mastodon, N. M.,
about 760 miles.

IVE\V CROSS COUNTRY RECORD.

Fowler cai-ne within an ace of beating Gill's
new duration record when, on October 29,
he was up for 4 hours 26 minutes, unofficially,
flying cross country miles from Yuma,

Ariz, to Maricopa.

169

AERONAUTICS November, 1911

THE Q U E E N - M A RT I N BIPLANE

The Queen Martin Biplane.

THE Queen Aeroplane Company's new
hundred horse biplane-monoplane, built
to designs of James V. Martin, has had
its successful trials at the hands of
Mr. Martin at the Nassau Boulevard aero-
drome during- the month of October, and its
entrance as a new machine into tlie world's
catalogue of aeroplanes is accomplished. It
is the second machine in this country to
attempt the combination of standard mono-
plane and biplane construction. This new
machine is l-arger and, perhaps represents a
more ambitious effort. It is capable of carry-
ing passengers and has double the power. It
is a most substantial machine and finely
built.

Main Plaues. The spread is 30 feet, with
a chord of 5 ft. 1 in., single surfaced, with
the ribs slipped in sewed pockets in the
fabric. The planes are spaced 5 ft. apart,
struts held in brazed steel sockets, double
guyed with Roebling nickel plated wire. The
front beam is lV^"xli4" except on the main
section, under fuselage, which is 1% sq.
section ash, the rear beam being 1%" :s.l\i",
the edges merely rounded off not to cut the
cloth. The ribs screw on top the front beam
and to the under side of the rear one. There
aie three sections to each plane. The ribs at
the joining points are square box construc-
tion intervening ribs solid rectangular in
cross section. Near the center of the sections
is a "T" rib of usual Parman type, while the
very outermost ones at the extrem ties of the
planes are of "L" design. Spruce is used for
struts (except center section) and small ribs;
the box ribs are elm. The cloth is tacked on,
with strips of Vz round rattan. Section are
laced.

Over the top of the rear beam is a strip
of cloth sewed to the fabric of the planes to
house the rear beam. The sections are joined
by lengths of square steel tubing fitting over
the ends of the beams and bolted. The box
ribs to real- of rear beam consists of but
the lower member, tapered. The wliole re-
maining surface back of the beam is more or
le.s.s flexible. A wire runs along the rear edge
in a pocket of the cloth.

Fiiselag-C', This is in two sections, joined
by square steel sleeves. The longitudinal
members in the front half are ash; in the rear
half elm; the struts are spruce. Tlie front
end curves upward to get the propeller axis
nearer the center between the planes. The
joining of the longitudinal members and ver-
tical and horizontal struts is by steel angle
plates bolted with eye-bolts, into which the
diagonal guys hook in the usual mannei'.
tightened by Bleriot-type turnbuckles. The
operator sits in the fuselage just over the
trailing edge of the plane. Under his seat
is a big supplementary gasolene tank from
which fuel is pumped to the gravity tank
just in front of him. The operator has to
look over the tank to see straight forward,
as he would in a monoplane.

Control. Positive acting ailerons hinged
to the rear upper beam are employed for
preserving lateral stability through the gate
control introduced by the Burgess compmy.
Either hand may be used to rest the other.
A sideways movement pulls one aileron
down and lifts the other by means of a com-
pensating wire (connecting ailerons over top
of upper plane through 2 aluminum pulleys
and along the leading edge). The elevator
is in two parts and each half operates in
conjunction with the ailerons on the same
side, though in the proportion of but one to
six. The tiilerons cables have a cert- in :'m'iunt
of slack to avoid any turning movement of
the aeroplane or to avoid unequal pressures
on tlie ailerons. The vertical members of
this gate control are universally pivoted to
allow for use also as a means of working
the elevator as an elevator pure and simple.

Klevator. Hinged to the rear edge of a
perfectly flat fixed surface, semi-circular in
sh:'pe. are the 2 elevators. These -'re <nier-ited
simultaneously by a fore and aft motion of
the gate control through crossed cables. The
elevators themselves consist of semi-circu-
lar flat surfaces, double surfaced, separated
by the fuselage.

Itiidder. The rudder, of course, double sur-
faced, is operated by a foot yoke. The rud-
der cable run outside the fuselage in guides
on the struts.

170

AERONAUTICS

November, 1911

This machine has inherent stability and in
ordinary weather he does not use the ailerons
for lateral stability. And by switching off
engine the machine assumes its gliding angle
of about 5 degrees. It is only necessary to
apply full power and machine climbs very
rapid. This of course controls the longitudi-
nal stability.

for auxiliary air and throttle. Here Bowden
wire is used.

Ruuuing' Gear. Long and stout ash skids
are used in combination with the usual rub-
bered suspended twin wheels with stay tubes.
The axles, however, are reinforced by tubes of
larger diameter sweated over. The tail is
supported by an hickory skid pivotally

Power Plant. Fourteen cylinder, 100 h.p.
Gnome, driving a Gibson propeller 8 ft. 3 in.
diameter, 7 ft. 6 in. pitch. A large combina-
tion oil and gas tank divided fore and att
is just in front of the aviator. On one side
is the gas and on the other the castor oil.
In a vertical recess at the rear are two glass
gauges to show the level of the oil and gas.
At the right hand is a pump which draws
the gas from the auxiliary tank under the
seat and forces it into the gravity tank.
To the left are two short circuit switches
to shut off either set of seven cylinders. At
the right hand are two levers on sectors

mounted at the middle, with rubber shock
absorbers at the top.

Number 10 Am. gauge Roebling wire is
used in the main section and where the
heavy strains are. -, , ,

Miscellaneous. The main cell is double
wired throughout each wire with turnbuckles.
All control wires are Roebling stranded cable.
The weight is 950 lbs. with oil and gas. Fuel
is carried sufficient for Ave hours' flying.
The machine is stated to fly at no angle of
incidence, depending for its lift entirely on
camber of the surfaces, which is very slight —
about 21/2 inches.

BOOKS RECEIVED.

THE SECOND BOYS' BOOK OF MODEL
AEROPLANES, by Francis A. Collins. 12mo.,
267 pp., cloth, handsomely iUustrated, $1.20
net, The Century Co. That model flying is
more indulged in than actual aeroplane fly-
ing will be the opinion of the laity after
reading this book. There are photographs
and scale drawings of successful .long dis-
tance models built by American men and boys.
There is particular interest in reading about
the accomplishments of one's own acquain-
tances seen through the eyes of another. The
builders of manv of the models described are
known personally to hundreds of model en-
thusiasts.

LE VOL DES OISEAUX, by Maurice Gaudil-
lot, published by Gauthier Villars Imprimeur
T>ibrairie, Paris. 8vo., paper, 30pp., illustra-

ted bv charts and diagrams. The author ad-
vances a new theory of dynamic air pres-
sure, especially with reference to inckned
plants and beating wings, assuming that
the impact of the air sets up a series of
waves of compression and rarefaction sim-
iliar to sound waves and like them having a
velocitv of 340 m. p. s. Using this quan-
tity in 'a formula he obtains a pressure many
times greater than that in accepted formu-
lae He also uses a coefficient to represent
the efflciencv under any given conditions as
compared with the ideal value obtained in the
above mentioned formula; this coefficient be-
ing greater where the air next to the surface
is continuously renewed, as in the case ot a
plane inclined at a small angle. Whil« it
is difficult to prove experimentally such a
theory, the author's exposition of it is worthy
attention.

171

AERONAUTICS

November, 1911

MmriN BIPLfiNE

DL5IGNED BY J/iS. V M/^RTIN
DRam BY CHflS.E.MULLER

172

SCAt.E OrAWI

AERONAUTICS

November, 191

173

AERONAUTICS

NEWS IN

November, 19

GENER AL

MANIFACTURERS ASSOCIATION.

Mr. Seiberl'ing-, head of the Goodyear com-
pany, has consented to be second vice presi-
dent of the Aeronautical Manufacturers' As-
sociation, which has formed recently. Mem-
bership in this body will be a very valuable
asset before long and it is urged upon re-
putable concerns that they apply and assist
in the work contemplated. Communications
should be addressed to the association at the
office of the Secretary, F. D. Wood, 1737
Broadway, New York.

An endeavor is being made to conduct tests
of wood, fabric and other materials marketed
by members for the purpose of aiding the
development of more suitable parts, standard-
ization, etc. It is hoped that it will be possi-
ble to issue a more or less regular bulletin
with the results of experiments and tests.

stead For one hour and seventeen minutes
he kept on flying steadily, at times reaching
an altitude of 7,000 feet. He gave his new
monoplane a complete trial test in every
manner, dipping, volplaning, etc. ., ^ , ,

When at last he landed it was pitch dark.
He said that never before had he flown an
aeroplane for long duration on its trial flight,
and that usually when trying a new machine,
he was obliged to come down after a few
minutes flying to adjust one thing or an-
other, but that everything worked so per-
fectly that he could not prevail upon himself
to come down sooner than he was actually
forced to do so by the complete darkness.

He used Gnome engine and Gibson propeller.

DE KOR FLIES HOUR.

Fred De Kor, of Los Angeles, who recently
purchased a biplane from Glen H. Martin of
Santa Ana, Cal., has been making long cross-
countrv trips, a thing of almost daily oc-
currence in the vicinity of Los Angeles and
Santa Ana, flying over the towns and out to
the ocean over the beaches and leturning,
one flight being of one hour and five minutes
duration. He recently flew from the Martin
school grounds at Santa Ana to the Domin-
guez Aviation Field, a distance of about 35
miles in 55 minutes, against a strong wind,
which accounts for the slow time.

Having a date at Anacheim, a town about
the same distance away De Kor wings his

Ladis Lewkowicz in' his Queen at Nassau.

l.EVVKOVVICy- KI-JES OVER HOUR.

On October 25tli, Ladis Lewkowicz started
from the Nassau Loulevard Aerodiome to try
his Queen Monoplane and made a flight which
was one "f the best ever seen on Ijong
Island. Taking his machine out of the hangar
at 4 o'clock in the afternoon, he first tried
his engine to see how it worked, and finding
that everything was satisfactory he began
his flight. Following his customary proce-
dure, he climbed upward immediately, and
the first circle he made of the aerodrome saw
him at an altitude of 3,500 feet. Then he
headed for Belmont Park. Coming back he
passed over the Nassau Boulevard Aerodrome
and continued on over to Mineola. On his
return from Mineola he flew all over that
section of Long Island, going to Jamaica
and back, and thence to Hicksville and Hemp-

way over to fill it, making a high flight, th-
sensation of looking down on the cloud
being a novel and beautiful sight, he claimt
The machine used, a modified Curtisa typf
is almost a duplicate of the one Martin i
now using in the middle west, tho' somewha
heavier; extensions on the upper plane ar
supported by tubing diagonals, and tubin
stays are used between all the struts, in
outriggers of quite large sized bamboo ar
very rigid, and the writer recommends thei
adoption in lieu of the smaller size generall
used, the latter being so flimsy that unleE
a large number of wires and struts are ai
tached, proper strength is not obtained an
"trueing-up" is a difficult matter. An ff
cylinder Hall-Scott is giving excellent ref
siilts.

174

AERONAUTICS

November, 1911

WRIGHT AND OGILVIE GLIDING.

During October Messrs. Orville Wright and
Alec. Ogilvie, the English Wright flyer, have
been at the old Wright gliding camp near
Kitty Hawk, N. C, experimenting with a
glider made up of planes very much the size
of the "Baby" Wright, with a rear rudder
from this machine.

The Wright Glider in North Cakolina.

A single seat is provided, very low skids,
usual control. Various experiments were
made. The rudder surface was altered, a
vertical keel placed in front of the machine
and a bag of sand attached way out in front
on the end of a pole. One flight is. reported
of 9 minutes in a gale of wind.

FLIE.S WITH SEARCHLIGHT

The two-place Deperdussin monoplane of
Messrs. Dyott and Hamilton has flown in
the pitch dark, by the aid of a searchlight
fastened to the front distance rod which
separates the two skids. A Vesta lamp
was used in connection with a storage bat-
tery of the usual' automobile type, weighing
about 34 pounds. The light was set at a
proper angle to show the ground when the
machine is slanted down in landing and a
switch was placed in front of the passenger,
who w^as Captain Hamilton. The battery
was stored under the passenger's seat. The
sight of an enorinous light up in the air,
the aeroplane unseen and its motor unheard,
was weird. Two fights were made about
the aerodrome near Garden City, success-
ful landing being made each time.

The last week of October, in which this
flight occurred, was employed in packing up
preparatory for the trip to Mexico. The pas-

senger machine was flown back and forth
from Nassau Boulevard to Hempstead and
to Mineola gathering up spare parts and
luggage which were all carried on the ma-
chine to the assembling point at Mineola.

At some date in the probable near future
president Madero, of Mexico, will have his-
inauguration. Miss Moisant, Miss Quimby,
Houpert, Dyott and Captain "Patrick" will
participate in a meeting to be held at that
time for prizes totalling $100,000. From here
other cities will be visited, such as Guada-
lajara, which already has posted $^5,000. Last
year flights were made by Moisant aviators
at very high altitudes, Garros' flight reach-
ing the highest altitude (above sea level)
ever flown by an aeroplane up to that time
12,789 feet.

The Mexican government has purchased six
Moisant monoplanes for its military avia-
tion schools which is to be started. After
Mexico, a tour of Central American coun-
tries will be made by the Moisant aviators.

NEAV AMERICAN ENDURANCE RECORD.

Howard W. Gill, in a Wright biplane, made
the new American duration record of 4 hrs.
16 min. 35 sec, just beating the American
record recently made by the late St. Croix
Johnstone of 4 hrs. 1 min., during the joint
meet of the Wright Company and the Pioneer
Aviation Co. at St. Louis, Oct. 19.

Mail carrying was the feature of the meet,
Walter Brookins flying almost daily in very
windy weather with the sacks from Kinloch
to Fairgrounds Park.

P. O. Parmalee with a Wright EX model
did the altitude work, going up to 4,500 feet.

George W. Beatty. who is remaining at St.
Louis doing school and passenger -work,
took up many people. The other fliers in-
cluding, Albert Elton, Andrew Drew, Clifford
Turpin, A. B. Lambert, all Wright flyers: W.
H. Robinson, H. F. Kearney, Hill, Beachey,
John D. Cooper, two Benoist flyers and Dr.
H. W. Walden with his original monoplane.

KANSAS STARTS AERIAL SIGNS.

G. S. Bennett of the Kansas City Aviation
School has submitted a recommendation to
the Kansas City Aero. Club, which has merit.

Mr. Bennett's plan is to have the United
States divided into sections or zones and
marked so as to enable an aviator to locate
himself. For illustration, the Eastern coast
fis fai- w^est as Buffalo should be kno'wni as
Section "A"; from Buffalo to Chicago and
from Canada to the Gulf to be the Section
"B"; the territory west of the river as far
as Denver and the mountains should be
Section "C"; and the Paciflc coast would be
Section "D". Let it be the work of the many
aero clubs and the publicity clubs of all the
larger cities to get out a series of signs
on the large buildings, on the side of a
mountain, on a hill, so that an aviator in
the air could see where he was and how
far from the city. For illustration, Kansas
City would be "CI" as this city is on the
main thoroughfare between the East and
the West, and when an aviator ■would reach
a zone within 50 miles of this city he ■would
see on the top of a barn, on the side of a
bluff or on the top of some flat building a
large white arro'w pointing to a local field.

A piece of white oil cloth 6 foot wide and
60 foot long can be seen and read from
1000 feet in the air.

This clotli should be cut to represent an
arrow and marked with black letters at least
five foot in height, the district, station num-
ber, direction and the registered number of
miles. For example a sign like this 50 miles
East of Kansas City should read "CI West 50"
and the aviator would know by consulting
his chart that Kansas City was 50 miles west
and he was in the state of Missouri, where
they show you.

All towns, all states look alike to the
aviator who is 1000 feet in the air, and this
system will save a lot of time and cuss
words to the aviator if he is instructed where
he can find a safe landing ground and ga.so-
lene.

17.0

AERONAUTICS

November, 1911

To start this light house or sign board
plan the Kansas Aero Club of Overland Park
and the Training School will this winter
install these signs on barns and sheds within
50 miles of this city, so that next season
all aviators will be guided to a public hangar
and landing ground.

sistance in their same relation. This brings
the radiator tops below the water jackets
and necessitates the use of the peculiar
shaped spouts or fillers shown in the photo,
which bring the water' to the same level as
in water jackets.

The Hamilton Monoplane.

THE J. \V. H.VMILTON BLERIOT TYPE.

J. W. Hamilton's Bleriot No. 11 type mono-
plane, remirl-cable not only for its fidelity
to the original, but for its workmanlike con-
struction, and attention paid to detail, has
made a number of successful flights at Palo
Alto.

General dimensions are practically identical
with the Bleriot No. 11. Mr. Hamilton's
aini has been to construct a machine as
nearly like the original as possible and the
result is a machine he can well be proud of,
both in construction and necessary flying
qualities; as we have seen a number of ma-
chines very neatly put together, which will
no.t fly.

The attention of the critical observer is
first drawn to the twin radiators which
are placed in front of the landing frame on
either side and flush with the front cylin-
der of the engine. A line di-awn through
their centers bisects the crank shaft, tlius
keeping the centers of effort and head re-

The radiators are swung by steel straps
from the upper longitudinal members, which
project about an inch beyond the upper
main cross piece they are also fastened at
their centers, to engine base and main knee
uprights. The El Aroo radiators being di-
rectly in the propeller draft effectually cool
the engine. A single radiator of the same
size has now been put on and cools all right.
This would naturally cut down head re-
sistance, which is quite appreciable, consid-
ering that much of the area in the propel-
ler draft is now obstructed by the radiators.
Of course, propeller thrust near the hub is
comparatively small, but it must have its
effect upon the speed.

The center of tlirust, is somewhat lower
than in the Gnome or Anzani Bleriot, owing
to the vertical engine used, but as this is
tail lifting type it is not entirely a bad fea-
ture, outside of the fact that it gives less
ground clearance for the propeller. The four
longitudinal members of the fuselage are

176

AERONAUTICS

November, 191

of spruce of a little larger section than the
original with taper towards the rear, hav-
ins: the same relation: considering the weak-
ness due to the number of holes necessary
for the "U" bolts and the unusually severe
strains encountered during noviate trials,
this is a good feature. A very good addi-
tion is a truss under the lower cross mem-
ber of the landing frame.

The slight additional weight and labor
beins insignificant compared to the security
obt;une;(. A strp of 1 16 x 1 inch flat steel
similar to the diagonals, passes under two
iDlocks, on the under side of the lower cross
numbers whi-rh aie set directly beneath
the main wooden upright or knee pieces. It
is riveted at each end to oval steel plates

which encircle the main tubing uprights
underneath the lower cross member; to the
other end of the oval plate are bolted the
two steel ribbons or front wing guys.

Instead of tubing usual in the links con-
necting the wheels to the lower swivel collar
1/4" xl" steel is used, bent to the proper
curves. This seems a bit heavy and unneces-
sary as tubing similar to the links connect-
ing the wheels and upper sliding collars
should do. Apropos of collars, Mr. Hamilton
has made both stationary and sliding collars
of steel instead of nlumirum or McAdamite,
which is not only more dependable but al-
most as light. The cost however is some-
what greater, owing to the machine work.
Bronze is now used for sliding collars.

1. SnOWINkJ M.^IN SURFACES OF STANDARD CuRTISS
AEROPLANE LOADED WITH 900 LBS. OF GR.WEL. SUR-
FACES ARE UPSIDE DOWN AND SUPPORTED FROM THE
ENGINt BED ON TWO HORSES. ThIS LOAD IS SOME-
what in excess of the normal load in flight.

2. Shows an instrument for measuring the
tension of the wires.

3. Shows regular panel of surface supported

AT EACH corner, SAME POIN^- AT WHICH IT IS AT-
tached to the posts and guy wires when assembled
in the aeroplane.

4. Shows this panel loaded with 300 lbs. of
gravel without any noticeable change in its form.

The NORMAL LOAD ON THE SURFACE IS 75 LBS. IN
FLIGHT.

The STRAIN ON THE DIAGONAL WIRE IN THE END
PANEL REGISTERED 90 LBS. ThIS WIRE, OR CABLE, HAS
A TENSILE STRENGTH OF 600 LBS.

The SECOND panel showed a strain on the

CABLE OF 176 LBS. ThERE ARE TWO OF THESE CABLES,
EACH CAPABLE OF HOLDING 600 LBS.

The ENGINE SECTION SHOWED 192 LBS. ON THE DIAG-
onal wiring, of which there are two, and the
same on the wire. which if the machine were
completely assembled, would be from the skid to
the bottom of the first post out.

When the machine is assembled, the steel tube

BRACING in the ENGINE SECTION IS SUFFICIENTLY
STRONG TO SUPPORT SEVERAL THOUSAND POUNDS.

177

AERONAUTICS

The Loose Biplane

Controli is identical with the orig-inal, the
bell or "cloche," is of McAdamite with a
tubing post, steel universal joint and 8 wood-
en wheel. The warping devices is well made,
the lever of one eight inch stock. Warping
pulleys are turned out of steel also, as is the
free pulley for the inside guys, steel disks at
either end of warping ensemble are riveted
to the four tubes comprising the under mast.
A wooden foot lever operates the rudder. A
cast aluminum lever is fastened to the tubing
of the rear elevator.

Steel springs 1 14 inch give the proper
resiliency and limit of sidewise play of the
wheels, while four vertical rubbers on each
side carry the weight and take vertical
shocks. They are of pure rubber one inch
round, about 12 inches long normally length-
ening out under load to about eighteen inches.
The sliding collais are about one inch wide
but should be twice this, as unless made a
very tight fit on main post, the play comes on
the two clamps holding the upright links
rigid. These latter clamps are not cast, being
steel as per sketch. The distance rod between
wheels is of steel tubing instead of wood
with a neat ball and socket joint at each
end. The front beams or wing bars are in-
serted in » tube on the fuselage as usual, but
rear beams are bolted directly to ash up-
rights strut dispensing with the elaborate
box or casting of aluminum. This is a simple
and efficient method, when all parts are of
proper size and reinforced with steel plates
as on this machine. The tires are Goodvears.

The rear skid is of 1" rattan fastened to
tuf;elage with wire wrapping and then taped.

The Planes have 6' 8" chord, camper 4 V, "
very neatly made. Ribs of spruce are of I
beam cross section. Beams are of ash. Good-

year covering. 3/32" Cable is used for top
guys and warping; solid wire for fuselage.

A 40-60 Elbridge Aero Special is set in the
fuselage ingeniously, taking into account the
small compass of fuselage the height of the
engine and the danger of a too low centre
of thrust and propeller clearance from the
ground. A length of angle iron is bolted at
sides to center uprights. To angles on this
are bolted the wooden engine bearers; 2x3
pine, by the way, instead of heavy ash, oak
or lamination.

At the rear engine is suspended directly
from tubing socket that holds the wing for
ends. The thrust is taken by two diagonal
tubes running from rear of engine bed to
front uprights, and, of course, by the front
angle iron.

The carburetor is a G. & A., Bosch Magneto.
Weight about 550 lbs. with fuel and water.
Mr. Hamilton has made some very pretty
flights straight away, with under "200 lbs.
thrust, which is decidedly complimentary to
both his constructive and flving ability.

CLEVE T. SHAFFER.

FLIES AVITH SMALL, POAVEIl

The pictures show George I^oose. a San
Franciscan aviator, flying his biplane with a
25 horsepower two cylinder motor of local
make. That so large a machine of this char-
acter should fly with an engine of so little
power is very creditable. Steel tubing has
been used for the skid struts and one notices
a novel system of bracing. During the San
Francisco meet Loose tried out a new ma-
chine and rather tlian run into the crowd
which had encroached upon the course, de-
liberately wrecked the aeroplane, with great
peril to himself.

178

AERONAUTICS

November, 191 I

Lieut. Scott Preparing for a Bomb-Dropping

SCOTT IIU.HIt DKOPPER TRIALS.

A few unofficial trials made by Lieut. R. E.
Scott at Washington of his bomb dropping-
device during' the month of October proved
fairly successful. It was impossible to get up
to an altitude of more than 300 feet on ac-
count of tlie weight of Scott, principally, and

his bombs. According to his tables with
which projectiles may be dropped with almost
theoretically perfect accuracy — as perfect as
gun flre — the element of possible inaccuracy
is greater at such low altitudes. The short
space of time g-iven the operator to consult
his table and set his telescope at the correct

The Scott Bomb Dropper.
179

AERONAUTICS

November, 191

;ingle at such an altitude is not sufficient to
obtain from tlie device the results of which
it should be capable. A thousand feet eleva-
tion is the lowest at which it should be
worked. Even at the 300-foot height, a
square of canvas some four or five feet
square used as a targ-et, the bombs came
within ten feet of it.

The trials were very much hurried and no
great preparations were made. The opera-
tor had to lie down on the Army's Wright
machine between the aviator and the engine.
In this crowded space he was hampered in
the necessary movements for the working; of
the device. A very full description of the
apparatus was g-iven in the Aug-ust issue.

NEW PILOTS.

The following' are new aeroplane pilots
whose certificates were g-ranted by the Aero
Club of America on October 18:

64 Jesse Seligman (Moisant), Mineola, Sept. 24.

65 Harold Kant^per (Moisant), Mineola, Sept. 6.

66 Mortimer F. Bates (Moisant), Mineola, Oct. 15.

67 Capt. George W. McKay (Moisant),

Mineola, Oct. 15.

68 Phillips Ward Page (Wrig-ht), Oct. 10,

Nassau Boulevard

69 Clifford L. Webster (Wrig-ht), Oct. 10,

Nassau Boulevard

70 Claude Couturier (Wright), Nassau

Boulevard
Spherical baUoon certificate 43 has been
granted to Major Samuel Reber.

71 Beryl J. Williams (Curtiss Type), Aug. 26,

Los Angeles^ Calif.

72 Feed. De Kor (Curtiss Type), Oct. 14,

Santa Ana^ Calif.

73 Max T. Lillie (Wright Type), Oct. 28,

St. Louis.

74 Dr. II. W. Walden (Walden Monoplane),

Sep. 22, Mineola^ N. y.

!Ne^v Headyuarters for the I. O. C System.

The International Oxygen Company has
removed its New York headquarters from
68 Nassau Street to 115 Broadway, where in-
creased facilities have been secured for tran-
sacting' its steadily g-rowing- business.

The new location is especially well fitted
for the company's needs and easy of access
for parties coming into New York City who
may want to investigate the methods of the
I. O. C. system of oxygen and hydrogen
manufacture for commercial purposes.

The success of the I. O. C. system, since its
introduction into this country a few months
ago would indicate a continued increase in
the company's business with still greater
accommodations in the near future.

From the Hall-Scott Factory.

The Hall-Scott Company find business
brisk, and are extremely busy at their
factory. Their pay roll shows that they are
now employing nearly forty men, and they
have been running overtime for the past
few months, and it looks as if they -would
continue to do so for the next few months
to come.

This Company is now putting on the mar-
ket a laminated propeller of selected mahog-
any, and is finding a ready sale for it. It
is hand polished and brought to a higher
finish than even the French blades. To pro-
tect propellers in shipment they are nicely
fitted to a shipping box provided with hinged
cover, lock and keys, and felt stockings are
pulled over the ends of blades before boxing.
These blades, of not over 8' diameter, boxed
ready for shipment, sell for $75.00 f.o.b.
San Francisco. The Company is also con-
tinuing with their spruce blades, made up
from the same templates, but not brought to
such a high finish. These blades, crated
for shipment are now selling for $50.00,
f.o.b. San Francisco.

A French Wright with Renault Motor.
180

AERONAUTICS

November, 191

Japanese Aviation "Fans."

\E\V COMPANIES.

Hudson Aviation Co., Cleveland. O., $5,000;
Mark A. Copeland, Jos. A. Schlitz, W. S.
Mitchell, G. B. Kennerdell, W. A. Greenland.

Aipei-u-^ n iVieuiJOSt Aeioplane Co., 32 Lib-
erty St., New York. Exclusive selling' rights
for United States. Capital $50,000. Allan A.
Ryan. I. V. McGlone, Kenneth R. Howard, M.
F. Greggs, John Nordhouse.

Hamilton Aeroiilane Co., Redlands, Calif.,
$25,000; W. G. T. Hamilton, George E. Henrv
and J. W. Neblett.

Froberg- Aeroplane Co., Richmond, Calif.
$75,000. J. R. Fi-oberg, J. H. Edelen, J. R.
Jones, B. E. Farrell, Frank W. Smith.

Temple (Tex.), Aero Club. $5,000. Will
buy an aeroplane to give flights to advertise
that city.

Western Aeroplane Co., Chicago, $1,200; J.
J. Douglas, Chas. T. Bushong and AdoLph
Katz.

Sather-Phillips Aeroplane Co., Chatta-
nooga, Tenn.. $10,000; G. J. Sather, Paul
Andress, J. E. Gross and others.

Wilson Aero Co., Buffalo, N. Y., $100,000;
John A. Wilson, Geo. J. Rohmer and John P.
Abbott.

The Eagle Aerial Navigation Company, San
Dieg-o, Cal. Capital, $50,000. Incorporators,
Charle« R. Mitchell, Carl Johnson, Bertie
Mitchell.

Mid-West Aviation Company, Sioux Falls,
la., to manufacture aeroplanes, ice-boats and
tools. Capital, $25,000.

Security Aircraft Company, Shreveport, La.,
to manufacture aircraft. Capital, $250,000.
Incorporators, Dr. C. W. Lawrence, B. Cannon,
J. J. Hudson, T. D. Coupland, Otis Williams'
and E. M. Bramlette Company was oi-ga,niz.ed
in Longview, Tex., but wall Oi.^. ^ »ii
Shreveport.

The Dean Manufacturing Company secured
permission from the secretary of the State of
Ohio, on October 5, to increase its capitaliza-
tion from $100,000 to $150,000, in order to de-
velop aeronautical motors.

Timothy L. Woodruff, Allan Ryan, Chicago
Aero Club and all other meet promoters
would find a better field in Japan than in
America. The picture shows part of the
crowd which paid 400,000 admissions to see
Captain Thomas S. Baldwin. "Bud" Mars and
Tod Shriver fly at Osaka, Japan. The thought
of this is enough to drive a fair manager to
distraction, or destruction, w^hichever is cor-
rect. If only a fortieth this number had paid
to see the "scientific experiments" on Sundays
Lnd the common, or garden, variety of flying
on weekdays at the Nassau Meet what an
encouragement it would have been to the
Honorable Mr. Woodruff.

The Wolvei-ine Aeronautic Co., of Albion,
Mich., has completed a biplane for the Chi-
nese revolutionary party. It is 30 ft. double
surface, desi.gned to be taken from crate and
set up for two passengers in two hours. At
present the outfit includes both a Gray Eagle
and a Roberts motor. A representative of
the revolutionary party visited the East re-
cently and was given a demonstration at the
Hempstead fields by another concern and ap-
parently the idea of using aeroplanes was
given up at the time.

The Curtiss aviator Charles F. Walsh who
has been flying in the Territory of New
Mexico for the past tvv^o weeks, has estab-
lished a record by flying at Raton, New
Mexico, which is situated at an altitude of
7,000 feet above sea level. Heretofore avia-
tors have had difficulty in flying at places
where the altitude was more than 6,000
feet because of the very rare atmosphere
und the peculiarly dry climate. He ascended
to a height of 1,500 feet above the earth.

Nils Nelson, Bar Harbor, Me., has made a
Curtiss-copy 'plane and equipped it with a
Maximotor engine and is now flying it around
his home town.

181

AERONAUTICS

November, 1911

Cui.LEGE Park fkom the Army Aeroplane.

BAIiliOON ASCK.XSIOIVS.

Pittsfleld — A. Leo Stevens, W. D. Munn and
Miss Mary Van Rensimer to Hawlev, Mass.

Pittsfleld, Oct. 14. Jay B. Benton, H. H.
Clayton and Prank Bowker in the "Boston"
to Hart''ord, Ct. Dur. 2 hr.

Salt Lake City, Sep. 2U. R. W. Campbell,
and J. Prank Judge in the Salt Lake Aero
Clubs new balloon "Salt Lake City" to Heber
City, being up for 4 hrs. 15 min.

Pittsfleld, Oct. 17. Wm. Van Sleet and
Walter Richardson in the "Pittsfleld" to
Glens Falls, N. Y. Dur. 3 Vs hrs.; dist. 64
miles.

Fort Omaha, Nebr., Oct. 20 Capt. Chas.
De P. Chandler, U.S.A., took Major Samuel
Reber and Major Russell of the Signal Corps
up for four trips in the Signal Corps' balloon.
After that. Major Reber made one ascent
alone and has now completed requirements
for pilot certificate.

One other ascent was made this year in
the "Signal Corps No. 11" (35,000 ft.), on
May 15th, Captain Chandler and four other
officers, landing neai- Woodbine, Iowa, a dis-
tance of 34 miles. Up 50 minutes. Hydrogen
gas is used in the Signal Corps balloons.

ARMY DIRIGIBLE UP.

Thi-ee ascents were also made by Captain
Chandler in the Government Dirigible No. 1
who returned to the College Park aviation
school on October 20.

Salt Lake, Oct. 13. R. N. Campbell, W. H.
Young and Lieut. N. B. Green in the "Salt
Lake City" to near Echo, Utah. Up 4 hrs.
15 min. greatest attitude 14,160 feet "above
sea level."

Los Angeles, Oct. 10th. Balloon "Peoria"
from Luna Park, TjOS Angeles, with Chas.
B. Saundei-s and Albert Carter. Highest ele-
vation 7,800 feet. Landed at 4.20 P. M. in
buckthorn bi-ush in mountains back of
Soldiers Home where Saunders got out and

putting in ballast to make up for his weight.
Carter rode the balloon across the mountains
landing in San Fernando valley near Van
Nuys an hour later.

H()lmesl)urg. Pa., Nov. 4. A. T. Atherholt,
P. T. Sharpless and H. L. Hess in the balloon
of tiie Pennsylvania Aero Club to New Bruns-
wick, N. J. Duration 4 hrs. They passed
over the Princeton-Harvard football game,
.lames H. Hare, piloted by Oscar Brindley
in Collier's Wright flew over the game and
photographed it from aloft.

Pittsfleld, Mass., Oct. 23. Ernest G.
Schmolck, Emile Dubonnet, Mme. Dubonnet
and Mile. Vrasdi to Springfield in a two-hour
trip.

U. S. PATENTS ISSUED

(Continued from page 1S8)

Carl E. Ritter, Petaluma. Calif., 1,006,282, Oct.
17, 1911. HELICOPTER.

Samuel S. Yarrington, Wilmington, Del., 1,006,-
335, Oct. 17, 1911. Combination AERO-
PLANE and HELICOPTER with GYROS-
COPE attachment.

Peter Peterson, San Francisco, Calif., 1,006.592.
Oct. 24, 1911. Aeroplane with TILTABLE
PLANES.

H. M. Benson, Crescent, Nev., 1,006,624. Oct. 24,
1911. Combination AEROPLANE and BAL-
LOON.

Thomas F. Dunn, New York N. Y., 1,006,734,
Oct. 24, 1911. DIRIGIBLE.

Jame.s Havton. Salt Lake City, Utah, 1,006,846,
Oct. 24, 1911. AEROPLANE with PLANES
capable of ROTATION.

Samuel B. McHenry. Chicago, IlKs., 1006,967,
Oct. 24, 1911. PROPELLING MECHANISM.

Robert E. Miller. Pittsburgh. Pa., 1.006.969,
Oct. 24. 1911. Filed Mar. 3. 1911. CONTROL
SYSTEM for AEROPL.VNES.

Thomas F. Dunn. New York, N. Y., 1,006.998,
Oct. 24, 1911. DIRIGIBLE.

182

AERONAUTICS

November, 191

Words Cannot Exprkss What I Woi lo Like to Say

TO Those Who Failed to Re\d My Letter

Opposite Page 13> of the October Number.

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CALL AVIATION ENGINE

(Continued from Page IS-')

Luljrieation is by a combination of splash and
force feed, the oil being forced from a small
gear pump to sight feeds in the cylinders over
each piston and also to the crank case over
every important bearing.

Ig-nition is by Bosch or Mea magneto as pre-
ferred supplemented by coil and batteries, two
spark plugs being supplied to each cylinder so
that both systems may be used together or in-
dependently.

The weight of the 50 h.p. is 185 lbs. and of
the 100 h.p. 325 lbs. It will be seen that although
tlie construction has not been slighted by cut-
ting down parts, the weight is as small as that
obtained in other engines of the same power.

183

AERONAUTICS

November, 1911

cylMONG MAKERS OF MOTORS

THE NEW FRONTIER AERO MOTOR.

The illustration herewitli submitted re-
presents a remarkable development in aero-
plane motors. It is shown mounted on test-
ing block where it is run for a number of
hours preparatory to a ten days' test with
propeller and final inspection. When the
picture was taken the motor was running
with an 8 1/4 foot propeller by five foot pitch
at a speed of 1100 r. p. m., mounted on testing-

frame which is clearly shown of light con-
.struction. One feature is the absence of vi-
bration which is indicated by the sharp lines
of the engine.

This engine model A-1, is the product of the
Frontier Iron Works, Buffalo, N. Y., who have
.spent the past two years developing and test-
ing this motoi- for aerial purposes. It is of
the V type, eight cylinder, four cycle. The
makeis claim it is faultless in design, work-
manship and efficiency.

The c.\linders, pistons and rings are of a
mixture and giade of iron that has made the
company's reputation famous as a good wear-
ing and non-oveiheating metal, being used by
thousands yearly. The crank ca.se is alum-
inum, box type and is ribbed and braced in
such a manner as to give stability and to
resist undue strain.

The cam chamber is cast integral with the
case and machined out to insure perfect align-
ment with no danger of pai'ts loosening or
becoming false timed.

The crank shaft is made from Krupps 314
chrome nickel steel, hollow, as is also the
connecting rod and piston wrist pins, through
which the lubi'icating system pumps a con-
tinuous (low of oil from the rcseivoir, which
is returned strained and continually used. All
revolving shafts are run in imported annular
ball bearings supported In specially designed
housings with connections to the lubricating
system.

The valves are of special alloy and con-
sti-uction which has been thoroughly tested
to withstand long runs without adjustment or
cleaning. The valve stems are operated
through push rods adjustable for wear, they
are hardened and run on steel balls, this feat-
ure eliminates the improper timing of valves.
The intake and water manifolds are of copper,
well designed for strength and capacity. All
bolts and nuts are provided with ample pro-
tection against looseness through lock wash-
ers, castle nuts and copper pins.

This motor is equipped with carburetor,
megneto, oil and gasolene tanks and radiator,
this being the standard equipment. Pro-
pellers are extra but can be furnished if de-
sired at a reasonable price.

In the design and manufacture of this
motor the company had first in mind, re-
gardless of expense to produce a power plant
for aerial locomotion that could be relied
upon for long runs and continual service and
before offei-ing it to the public have put it
through severe long run tests. With ten
gallons gasolene supply at 1200 R. P. M.
carrying an Slii x 5 foot pitch propeller the
motor has run without a miss for four hours
and part of the time in a heavy downpour
of rain, without protection, the magneto
only being covered.

The company is now building these motors
in dozens lots in their newly equipped factory.

THE 1912 2-CVL,INDER DETROIT,

Very recently the Detroit Aeroplane Com-
pany announced their 1912 model. For three
seasons it has been their practice to incor-
porate the results of their improvements and
research work in a new yearly model. While
the chief difference between the 1910 and
1911 models was noticeable fi-om their out-
side appearance, the new 1912 model power
plant distinguishes itself from its prede-
cessor through constructional and internal
changes. The new model has many advan-
tages. The omission of cap screws by re-
placing same with machined bolts locked with
castle nuts and split key is decidedly an ad-
vance. In the present type there is not a
single nut that remains unsecured. Another
constructional detail is the introduction of
chrome nickel steel as crank shafts and steel
alloy as connecting rod material. This change
was made necessary through the additional
power and speed gained by the use of higher
compression. The additional heat developed
by the more instantaneous combustion was
compensated through arrangement of auxili-
ary holes in the cylinder walls and the neces-
sary change of the valve timing which is now
slightly over-lapping. It is a well known
fact that auxiliary holes have a certain un-
welcome reaction on the lubrication and
therefore one will find on the new model the
necessary arrangement in form of an oil
pump driven from the cam shaft and feed-
ing the cylinder from a lubricating supply
in the tank.

The power plant itself develops, according
to the manufacturers, 28 brake horse power
and when equipped with a seven ft., 31,4 ft.
propeller delivers a stationary thrust of 250
to 260 lbs. at 1100 R.P.M. These propellers are
copies of the Chauvier type and made by an
automatic machine at the rate of four every
3 V2 hours. The way in which they are made is
most ingenious and deserves attention. The
original propeller is cut in two and one half
is cast in aluminum. This aluminum half
acts as a master propeller and from it are
made, first the right halves; then by turning
it around 180 degrees the left halves of four
pi'opellei-s at one time. Tiiis method in-
sures absolute coi-rectness of both halves and
when the propeller leaves the table it is
mathematically balanced, provided the ma-
terial is homogenous.

The company is giving, during the winter
months, exhibitions throughout the states
and Canada. A demonstration during Novem-
ber will be given in New York City, Boston,
Baltimore, Philadelphia and Washington, D. C.

1S4

AERONAUTICS

November, 191

JfEW ROBERTS MOTOR.

The Roberts Motor Co., of Sandusky, Ohio,
have added a six cylinder aeronautical motor
to their output. It follows very closely after
their four cylinder model; in fact, the same
cylinders are used on a longer crank case.
All the features that have given such good
satisfaction on the four have been retained
on the six.

The [jower has been found to be in direct

The cylinders are cast of a special allov
known as Aerolite, having a tensile strength
of 38,000 lbs. and a specific gravity of 2.7.
The metal is very dense and the bore shows
less wear than cast iron and there is no
tendency to cut. The cooling is well taken
care of, circulation by gear pump.

The lubrication is by the use of grease cups
on the main bearings and bv mixing oil
with the eas.

Roberts Six-Cylinder ]Motor.

proportion to the number of cylinders, and
according to the makers' tests the four gives
50 h.p. at 1100 r.p.m. and the six 75 h.p. at
the same speed. Speeds greater than 1200
may be used with safety, the motors giving
greater power at the higher speeds.

The timing device on this niotor is worthy
of special mention on account of its origi-
nality and successful operation. The Bosch
magneto used is of the fixed spark type,
variation in the timing being secured by the
use of a helical gear to drive the armature
shaft. This gear is slidably mounted on
tne shaft and is operated by a couple of
fingers and a ^varm gear which in turn are
operated by a cable controlled by the opera-
tor.

The feature that the makers claim the
most for, is the entire absence of back firing.
This is due in part to the use of a rotary
distributor and in part to the use of a Cell-
ular bipass which is a feature of alL Roberts
motors.

CALL, AVIATIOX EXGIXE.

The Aerial Navigation Company of Girard,
Kansas, the builders of the Call Aviation En-
gine, have, in the design and construction of
their 1912 engine, departed from the usual
practice of cutting down the sizes of parts to
the limit for the sake of lightness, and have
made it their aim to produce an engine that
would run all day at high speed and be free
from breakage.

Tlie engines are built in two sizes, a two cy-
linder opposed 50 h.p. and a four cylinder 100
h.p. The cylinders have a bore of 6 in. and
a stroke of 5^/4 ins. They are intended to be
run at speeds of from 1,200 to 1,700 r.p.m.

The crank shaft is cut from a solid bar of
cliroiiie-nickel vanadium steel and is solid
throughout. The crank pin is cast of an alumi-
num alloy and is of ample section.

The cylinders and cylinders heads are casi
separately of vanadium grey iron, and are re-

Mr. J. T. Seely has recently been appointed
Special Representative for The Roberts Motor
Company of Sandusky Ohio. He may be
reached at 781 Golden Gate Ave., San Fran-
cisco, and will cover the three Pacific Coast
States, California, Oregon and Washington.

Mr. Seely is admirably fitted for his new
work, having been connected with the El-
bridge Engine Company of Rochester, N. Y.
for the past three years as Secretary and
Sales ^Manager. In this capacity he has had
a great deal of valuable experience in avia-
tion and marine work.

He is representing the complete line of
Roberts aviation, marine, automobile and
stationary motors. He will be more than
willing at all times to give anyone interested
in the above lines, the benefit of his wide
experience, in recommending a Roberts Motor
most suitable for the particular installation
at hand.

Any inquiries addressed to INIr. Seely will
receive his prompt attention.

185

inforced at points where special stress is en-
countered. The cylinders are secured to the
crank-case and the cylinder heads to the cy-
linders by one dozen steel cap screws respec-
tively.

The water jackets are of aluminum % inch
in thickness, and are set in asbestos packing
in grooves turned in the cylinders. Inside of
tliese jackets are spiral guides which conduct
the cooling water four times around the cylin-
der walls. The water jacket in the cylinder
head is cored in, the valve seats being machined
in the head, without valve cases, permitting
tlie cooling water to come in direct contact with
the valve seats. The water circulation is
secured by the use of a large gear pump.

Tlie valves are two inches in diameter and
have a lift of 7/16 inch, both being mechanic-
ally operated. There are auxiliary exhaust pons
uncovered by the piston on its down stroke to
relieve the pressure on the exhaust valve.
(Coniinued on page JSS)

AERONAUTICS

November, 1911

COMMUNICATIONS

GIBSON PROPEIiLiERS ON WRIGHT.

Please take pity on a poor editor! In re-
lating some of the doings at the Nassau Meet
in the October number, mentioning in par-
ticular the extra speed made by Beatty after
a change of propellers, the statement was
made as follows:

•'Beatty broke a crankcase of one engine
and blew out the cylinder of another and it
may be that the new propellers speeded the
engine up to a greater degree than consis-
tent with good policy."

The fact is that the aeroplane made more
speed for which the Gibson propeller com-
pany claims credit. Mr. Gibson states that
no change whatever was made in either pitch
or diameter when making the new pro-
pellers. We have received from him the fol-
lowing letter:

Klnloch, Mo., November 6, 1911.
Dear Mr. Gibson:

Referring to the notice on page 135 of
"Aeronautics" for October in regard to your
propellers on my Wright machine, I think it
only proper that you should let that maga-
zine know the true facts in the case, which
are as follows :

The Gibson propellers in question were
intended to be stronger than the Wright
and proved to be so. Being accurately made
did not "fight" each other and the speed of
the machine naturally increased though the
engine ran at the same speed as formerly.

After making several flights and breaking
records for Wright machines, the engine
broke the crank case, but not in any way
as a result of the use of your propellers. It
was a pure accident, and to prove very
emphatically that the propellei-s were not at
fault, on November 4th, while making a
cross country flight, my engine broke in ex-
actly the same place, only in this instance
the machine was equipped with Wright pro-
pellers which positively substantiates the
above, and will be borne out by Mr. Albert
Bond Lambert, president of the Aero Club
of St. Louis.

Now I wish to enlighten all those con-
cerned as to the blowing out of the cylinder
referi'ed to in. the saine article. The engine
in question was the one with which Sopwith
fell in the ocean at Brighton Beach and after
being in the salt water naturally deterio-
i-ated, which explains the weakness and ac-
counts for its blowing out.

As you are aware, this same thing hap-
pened to Mr. Wilbur Wright at Governors
Island and to Hodgers on his transcontinen-
tal flight.

Further, the CJibson propellers have stood
the racket of all this engine trouble in a
remarkable way. The back fires and bumps
expei-iencod during that period would have
wiecked three oi- four of the propellers usu-
ally supplied with the machine, and finally,
the Gibson propellers are flying the machine
right along and are doing just as well as
they did at the start and I stand ready to
demonstrate the above.

Wishing you every success in the new field
I remain,

Very truly yours,

(Signed) George W. Beatty.

Novice TrliilN ami TribuIiitioiiH.

To the Editor:—

The boys have asked me to write you a
letter about the 5 mile flight I made a few
'lays ago over east Detroit and tell vou
.something about our aviation camp.

Five of us came to a school here last spring
to study aviation and learn to fly; — Bill
McRobbie, formerly of Alabama; Arch" Smith
engineer and ex-ITnitod States soldier who
came from ("alifornia; Tom Boss, athletic
instructor and wrestler of British Columbia-

Fred June, a Detroit engineer; and myself
from Freemont, Ohio. We gave up a couple
of hundred each for tuition and spent a lot
of time. But we soon saw the "Professor"
could not teach us to fly. Even if he knew
how, he had neither plane nor engine. Of
course we kicked ourselves for soft suckers.
But we did not like to jump on the professor
for he was in worse than we were.

We took a field on Marshland boulevard,
near the Chalmers Hudson and Lozier fac-
tories and put up a tent. The tent was din-
ing i-oom, sleeping room, work shop and
hangar. Ross gave us the kind of cooking
he learned wliile mining in Alaska. We stuck
it through — camping out in the city for near-
ly five months.

Aftei' a good deal of preliminary work we
built two Bleriot monoplanes, two Curtiss
biplanes, and a Demoiselle monoplane. The
engine that we got for the Demoiselle ran
one minute and in that time travelled a
block, turned the plane over and wrecked it
without even getting off the ground. Smith
risked his neck there.

Another engine was bought for a Bleriot.
We had to do some figuring and running
around to get the plane properly balanced.
By that time the engine got out of order
and we had to send it back to the factory.

Then we got a 50-horsepower Maximotor
for one of the Curtiss planes. I was elected
the "goat". After a day or two mowing dow^n
weeds and rooting up the field generally I
started up twice, shut my teeth and shook
hands with myself; "It's good luck or good-
by to Johnny". Both times it was pretty
nearly "good-by". First the plane took a
head dive and the landing gear sloughed off.
Next time she flopped on her side and a wing
crumpled, besides what happened to me.

In a few days, as soon as I could stand
up and sit down smoothly, I climbed in again.
The roar of the engine brought around the
usual swarm of our old friends, the automo-
bile testers.

The propeller was a 6-footer running nearly
1400. It brought the plane into the air inside
100 feet. Before I realized it I was away
over the trees and out of the field. I must
admit things felt a little wobbly at first.

When I got up about 500 feet high over
Jefferson the big pay-enter street cars looked
like stubby caterpillars. I could hear the
cheering from the cloud of specks below —
crowds of people gathered from the cars and
autos stopped to watch. I was told after-
wards that they mistook me for Coffyn.

After getting a good bird's eye view of the
town I circled back toward camp. Easy?
1 was just fisuriiiir whether I would start
from New York or Boston on that little $50,-
000 cross-country trip.

The plane was coming down on the last
glide over 70 foot poplar trees when it star-
ted to slide down and forward on the left. I
threw out the ailerons, shoved up the ele-
vator with my last ounce and steered to the
right, but — down, down she came in a half
circle like a lame duck. Toppled over on her
back.

"He's gone suie". I heard the auto men say
as they drove up to carry me away.

I picked myself up — in pretty good shape
considering everything. The plane looked
like a wreck all right, but the motor upside
down was tearing away with the stub of the
propeller as if nothing had happened.

Anvhow we were satisfied our planes would
fiv. The accident. I believe, was caused by
the eddy and up-current in the wind as it
went over the trees.

The season was nearly over and we had
spent most of our money (some of us far
over $1,000) so we decided to break up for
the winter. Ross has gone baclv to British
Columbia. A friend of his there already has

186

AERONAUTICS

November, 1911

a plane that has made short flights. He has
arranged for a Maxiniotor from Detroit and
will" attempt the first flght across Puget
Sound from Victoria to Seattle. The rest of
us are going into tlie automobile business
for the winter and are storing the planes, etc.
By spring we will have two hydroplanes
ready for flights on the water. We are now
arranging for a large aviation field fronting
on the Detroit river bank. Everything will
be prepared for building planes to sell and
for testing them.

Respectfully yours,

JOHN C. KUCK.

ON THE GYROSCOPE.

New York, November 8, 1911.
To the Editor of "Aeronautics,"
250 West 54th Street,
New York City.
Dear Sir:^

In reference to the article of the October
issue on "A Popular Scientific Explanation
of the Motives of the Gyroscope and Its
Application in Aviation" by Mr. Emile Buer-
gin, kindly allow me to express my opinion
as to the correction of Mr. Beurgin's state-
ments.

It seems to me that the question of the
gyroscope, also gyrostat, may be summed up
in a few words. The Gyrostat is not a Gyro-
scope.

A gyrostat when in operation was sup-
posed to point its axis forever toward any
star or position in the universe not including
the planets in our solar system. Lately, it
has been shown by the Sperry Gyrostat com-
pass now used in the United States Navy,
that it does seek the true North Pole, be-
cause it has been brought lately to a prac-
tically perfect balance before spinning.

The only true gyroscope is that which has
a variable radius vector. It then is inimedi-
ately transformed into another satellite or

moon to the earth. That is, it precesses,
nutates, perturbates, and performs all the
functions of a moon or planet.

When the true gyroscope (brought out by
Mr. Edward Durant of New York City) spins,
it continues forever in an elliptical orbit
plane tangential to or paralled with the
earth's surface.

What we conceive of as weight, mass and
gravity are all controlled from the center of
the orbit of this gyroscope. That is to say,
while it is spinning weight, mass and grav-
ity are all cancelled from any universal
proposition we may entertain. In other
words, we may entertain gravity, weight
and mass only when the gyroscope is not
spinning. Then it is a local affair.

It is also an electron model in accord with
the electron theory advanced by Prof. J. J.
Thomson, who received the Alfred B. Nobel
$40,000.00 prize in 1906.

The electrically operated gyroscope now
on exhibition at the New York World Build-
ing, is a new mechanical motion, and the
fundamental law governing it has not been
accepted by any scientific institution in au-
thority.

Now the fact is, scientists told us we could
not fiy, and since we have flown, they are
perfectly at sea as to the fundamental laws
governing the correct gyroscope.

Today it is utterly impossible to obtain in
writing under their own signature, what any
professor or scientist believes to be the
basic or fundamental law governing the true
gyroscope, and yet they pretend to know
all about the gyroscope.

My advice is for those interested in the
subject, to see the electrically operated gyro-
scopic moon in operation at the World before
attempting to solve the problem of aero-
gyroscopics.

Yours truly,

Samuel Wein.

51 East 98 St., City.

AERO

MART

WORK FOR NOTHING. High School Grad-
uate would be glad to work for instruction
in aviation. Want to study care, construc-
tion, engines, with a chance to fly. Percy
Williamson, 40 Holmes St., Providence, R. I.

Nov.

TRIPLANE — 32 ft. by 25 ft.-rear control
(headless) without power, $200. Laminated
propellers, any reasonable pitch up to SVz
ft., $20. 20 ft. biplane gliders $30. 30 ft.
Curtiss-tvpe biplanes without power $475.
Address John Frier, 5833 Julian St., St. Louis,
Mo. Nov.

BLiERIOT XI monoplane for sale at $2200;
complete with 30-35 Viall engine. Demon-
stration and instruction free. Same machine
that M. Lewkowicz flew over New York. Per-
fect condition. Newly covered with Good-
year fabric. Address Bleriot, care AERO-
NAUTICS.

HOOKIN<;S ^VANTED. Amedee V. Rey-
burn. Jr., with lOU h.p. Bleriot monoplane is
now booking engagements for exhibition
flights. Apply to 5305 Delmar Avenue. St.
Louis, Mo. Aug. 12.

BLERIOT PARTS: — Will fit genuine Bler-
iot 'Planes; ribs, rudders, castings, alighting-
gears. Low prices, quick delivery. The West-
ern Aeroplane Supply House, Sedalia, Mo.

Nov.

Rl BHERIKEU FABRIC: — Get a sample of
our rubberized fabric before covering your
planes. The Western Aeroplane Supply
House, Sedalia, Mo. Nov.

"WANTED — Partner with some capital to
take interest in and management of aviation
exhibition company. Apply to R. V. A., care
AERONAUTICS. Nov.

FRENCH motor, new, 4-cylinder, for sale.
Good for biplane. Make offer. Queen Aero-
plane Co., 197 St. & Amsterdam Av., New
York. T. F.

FOR SALE — Detroit 2-cylinder opposed 30
h.p. motor, propeller, carburetor and mag-
neto, 250 lbs. thrust. First draft $285 takes
it. Address Herbert Doyle, 321 Lake St.,
Rochester. N. Y. Nov.

J. ED. SHERIFF, Mechanical Engineer and
Inventor. Original Designs a specialty. 125
Watts St.. New York. Dec.

FOR S.VLE: — Very slightly used 114-inch
Schebler carburetor. Aluminum aviation
model all complete. Address A. V. Reyburn,
Jr., 5305 Delmar Blvd., St. Louis. Mo. Nov.

SOPWITH'S. 70 n.p., two-seater Bleriot. 64
m. p. h. speed. Racing wings and two sets
touring wings. Duplicate parts of every-
thing. Around $6,500. Address Sopwith, care
Aeronautics. 250 West 54 Street. New York.

x'OR SALE— A bargain. One De Chenne 50
H. P. Power Plant complete with propeller,
etc., with or without aeroplane for same. Has
made only about 100 flights and good as new.
Reason for selling, closing for season. Corre-
spondence solicited.

DeCHENNE MOTOR & AEROPLANE CO.,

AVIATOR— Do you want to back or omijloy an aviator?
State your proposition with full particulars. .\ddress;
Arg, care AERONAUTICS.

187

AERONAUTICS

November, 1911

PATENTS

ISSUED

1,003,714, Sept. 19, J. W. Dolson. PARA-
CHUTE for aeroplanes.

1,003,721, Sept. 19, J. W. Dunne. London,
Eng-land, assignor to Blair Athall Aeroplane
Syndicate. Piled April 1, 1910. The object
of the present invention is to obtain a form
of aeroplane which by virtue solely of the
arrangement and form of its SUPPORTING
SURFACES possesses automatic stability in
still air, and also, without requiring' any
alteration of its center of gravity or of its
surfaces, in very high winds.

The invention consists in constructing each
of the main supporting surfaces as a rear-
wardly projecting- rigid wing-, the angle of
incidence of which decreases from the center
toward the tips and in some cases changes
sign and compensating for the decreased
lifting power of the tips by shaping the wing-
so as to compress air between a positively
inclined portion of the wing near the center
and a negatively inclined portion in the
region of the tip.

The invention also consists in so construct-
ing each wing- that the upper face may be
defined as traced by a straight line traveling
on two guide curves one of which may be
infinitely small, so arranged that the result-
ing surface swept out is convex toward its
upper side in all sections taken fore and aft
and laterally, the angle of incidence grad-
ually decreasing from the center to the ends
of the wings and in some cases changing
sign, and the lower faces of the wings being
preferably concave. See AERONAUTICS of
March, 1911.

1,003,530, Sept. 19, W. R. Smith. LATERAL
STABILITY.

1,003,411, Sept. 19, H. H. Bales. Auxiliary
device to flv an aeroplane, consisting of a
number of SKYROCKETS.

1,003,670, Sept. 19, R. M. Thompson. Device
to dampen oscillating of pendulum-operated
STABILITY means.

1,003,605, Sept. 19, L. B. Holland. RUN-
NING GEAR in which wheels spring up above
...kids when aeroplane leaves the ground.

1,003,687, Sept. 19, E. H. Andrae. Novel
PLYING MACHINE.

1,003,756, Sept. 19, L. C. Kincannon. Im-
provement to previous patent.

1,003,782, Sept. 19, C. Ostermal. HELICOP-
TER-PARACHUTE.

1,003,851, Sept. 19, P. & L. Zampol. Novel
AEROPLANE.

1.003.858, Sept. 19, M. G. Adams. LONGI-
TUDINAL STABILITY device comprising an
elevator operated automatically through a
controlling surface actuated by the wind.

1.003.859, Sept. 19, M. G. Adams. Modifica-
tion of the above.

1,003,885, Sept. 19, J. J. Day. HELICOP-
TER AEROPLANE.

1,004,058, Sept. 26, W. H. McKeen. OSCIL-
LATING WINGS.

1,004,117, Sept. 26, De Witt C. Vought.

AEROPLANE with car containing motor, etc,

free to swing.

1,004,367, Sept. 26, P. E. Chamberlin.

A.ERIAL TORPEDO, the whole aeroplane con-
taining explosive shell is directed toward the

desired object, the aviator dropping first in

a parachute.

1,004.378, Sept. 26, W. A. Crawford-Frost.

Novel AEROPLANE.

Chas. H. Duncan, New York, N. Y., 1,004,558,
Oct. 3, 1911. Novel AEROPLANE.

Jhas. H. Duncan, New York, N. Y., 1,004,559,
Oct. 3, 1911. AILERONS operated by the
tilting of planes; also variable center of
gravity.

Charles A. Kuenzel, Buena Vista, Colo., 1,004,-
662, October 3, 1911. DIRIGIBLE.

Francisco Filiasi, Naples, Italy, 1,004,761, Oct.
3, 1911. DEVICE TO KEEP AEROPLANES
AFLOAT ON WATER.

Mihaly Mihalyfi, New York, N. Y., 1,004, 805,
Oct. 3, 1911. PROPELLER.

Thomas Malcolm Walling, Tinton Falls, N. J.,
1,004,944, Oct. 3, 1911. Automatic trans-
verse STABILITY.

Robert P. Hall, Searchlight, Nev., 1,005,026,
Oct. 3, 1911. Novel AEROPLANE.

Michael H. Whalen, New York, N. Y., 1,005,089,
Oct. 3, 1911, SUPPORTING SURFACES.

Romeo Wankmuller, Berlin, Germany, 1,005,-
097, Oct. 3, 1911. BALLOONS.

Ernest Peter Vincent, New York, N. Y. ,1,005, -
120, Oct. 3, 1911. RUDDER for Aeroplanes.

Carl Hartmann, Woodside, N. Y., 1,005,205,
Oct. 10, 1911. STEPPED AEROPLANE.

Christian F. Kohlruss, Augusta, Ga., 1,005,232,
Oct. 10, 1911. Flying-machine with cen-
tral and side planes arched from side to
side and a combination of rudders.

Henry W. Mattoni, New York, N. Y., 1,005,258,
Oct. 10, 1911. Foldable supplementary SUR-
FACES.

Chas. R. Mitchell, San Diego, Cal., 1,005,272,
Oct. 10, 1911. HYDRO-AEROPLANE.

john C. Schleicher, Mount Vernon, N. Y.,
1,005,327, Oct. 10, 1911. Novel AEROPLANE.

Samuel Weber, Ossining, N. Y., 1,005,381, Oct.
10, 1911. Combination BALLOON and AERO-
PLANE.

Auld Weinberg- de Meir, Providence, R. I.,
1,005,569, Oct. 10, 1911. SAFETY SUIT.

William A. Crawford-Frost, Baltimore, Md.,
1,005,609, Oct. 10, 1911. Combination SUP-
PORTING PLANE and PARACHUTE.

Carl V. Johnson, Goldfield, Nev., 1,005,646, Oct.
10, 1911. Flying machine with BALANCING
TIPS pivoted to ends of planes.

Willis I. Wood, Glenhaven, Wise, 1,005,759,
Oct. 10, 1911. WINDSHIELD.

Osmond T. Belcher, Los Angeles, Cal., 1,005,-
127, Oct. 10, 1911. Supporting surface hav-
ing end portions separate and movable
about a pivot so as to preserve EQUI-
LIBRIUM.

Silas J. Conyne, Chicago, 111., 1,005,810, Oct.
17, 1911. KITE.

David Crockett, Birmingham, Ala., 1,005,812,
Oct. 17, 1911. FEATHERING PROPELLER.

Walter I. Pennock, Philadelphia, Pa., 1,005,871,
Oct. 17, 1911. CAPTIVE BALLOON.

Charles Michael Wanzer, Urbana, Ohio, 1,005,
908, Oct. 17, 1911. Means for LAUNCHING
AEROPLANES.

Joseph C. Morris, Columbus, Ohio, 1,005,988,
Oct. 17, 1911. Combination Aeroplane, Heli-
copter, Balloon and Parachute.

Edgar John Crawford, Seattle, Wash., 1,005,-
941, Oct. 17, 1911. SAFETY DEVICES for
Balloons.

Thomas H. E. Folger, Corral, Idaho, 1,006,074,
Oct. 17. 1911. PROPELLING MECHANISM.

Leon Marie Joseph Clement Lavavasseui-, Pu-
teaux, France, 1,006,106, Oct. 17, 1911. HELI-
COIDAL DEFORMATION.

Amos A. Wvckoff, Santa Cruz, CaUf., 1,006,171,
Oct. 17, 1911. Combination BALLOON and
AEROPLANE.

(Continued on page 1S2)

188

AERONAUTICS

Page 189

December, 191 1

Wood Finishing for Aeroplanes

A Talk Before the Aeronautical Society
By Professor A. H. SABIN

i^T may be laid down as a fun-
damental principle that a
good and durable finish can-
not be had without a proper
foundation. Fortunately,
the wood used in aeroplane
construction is as a rule,
quite dry; this is an essen-
tial condition for proper fin-
ishing. The surface of the
w^ood should be exactly fin-
ished to the correct shape;
for while paint may hide minor defects, var-
nish displays and magnifies them. You are
all familiar with the use of the rasp, file and
sandpaper, which should be carefully and
faithfully used; it may be added that in most
large towns glass-paper may also be had
which for fine surfacing has some advantages
over sandpaper.

In using any kind of varnish or paint it is
necessary to have each coat well dried before
a following coat is applied. — It is not al-
ways enough to have it appear so, but time
must be allowed for hardening throughout.
Perhaps the most common way of finishing
woodwork of this class is with shellac var-
nish, which is a solution of shellac resin
(gum shellac) in alcohol. The solvent may
be ordinary grain alcohol, the only objection
to which is that it is expensive; denatured
alcohol is also used but much of this contains
kerosene, often as much as 20'; r and varnish
made with such alcohol is slow to dry, and
cannot be recommended for rapid work.
Wood alcohol makes good shellac but its va-
por is somewhat poisonous; however in
large well ventilated rooms, such as are nec-
essary for aeroplane building, the danger is
slight, and when the amount of varnish used
is small, as is commonly the case, it may be
negligible. Shellac varnish appears to dry
with extreme rapidity; but this is not al-
together the fact. The first coat dries
quickly, sinking into the wood; and a second
coat may be applied two or three hours later;
but at least a day should then elapse before
another coat is applied, and after that two or
three days should be allowed between coats.
Otherwise, if several coats be applied in
rapid succession, although each may seem
dry to the touch, it will be found that the re-
sult is a layer of a somewhat waxy consist-
ency, which will not become quite hard for a
long time, and is one of the most vexations
and troublesome things imaginable.

If you have several coats of this varnish,
w^ell dried, you may, if you like, rub down
the surface with pumice and cold water.
For this you should have a felt pad, three or

four inches square and half an inch or more
in thickness. This may be had of dealers
in painters' supplies. Wet this thoroughly
with water, sprinkle on some finely powder-
ed pumice stone, and rub the surface lightly
but continuously until it has become smooth.
Use plenty of cold water. Tlien wash it
clean and dry it with a clean dry cloth or
chamois leather. It is then, after air-drying
for a time, in condition to receive more var-
nish. The final surface may, after rubbing
in this w^ay, be polished by rubbing with a
polishing-powder, such as the finest rotten-
stone, and may receive a finishing touch by
rubbing with fine dry flour.

Shellac is ordinary yellow or orange in
color; but white shellac may also be had.
This latter is made by bleaching the yellow
shellac resin with chlorine. It is not as
durable as the other, but is probably the var-
nish which discolors the wood least of any
which you can properly use. Shellac is not
very durable when exposed to the weather,
but neither are aeroplanes, and within doors
it is durable.

Other varnishes are made from linseed
oil combined with certain resins, which are
obtained from tropical countries. — The most
important qualities of such varnishes natur-
ally depend on the proportion of the oil and
the resin. The more oil is used, the more
elastic and durable will be the varnish; the
more resin is used, the harder and more bril-
liant it will be, and quicker to dry.

Such are called oleoresinous varnishes, and
of this sort are probably nine-tenths of all
the varnishes used in this country for all
purposes.

A suitable oleoresinous varnish may be ap-
plied directly to the wood, if desired, as was
done with shellac; and in this way a founda-
tion and finally a finish may be obtained.
But it is more usual to prepare the wood by
the use of a filler, as it is called; something
to fill up the pores of the surface of the wood.
This may be what is known as a paste filler,
the best of which are composed of silica, that
is, powdered quartz rock, ground to a fine
powder and mixed with a little hand-drying
varnish. This paste filler is thinned with
turpentine and applied to the wood. When
nearly dry it is rubbed hard with a stiff
brush, or sometimes with a handful of curled
hair, or excelsior, to rub it well into the
pores of the wood, and to remove the excess.
When this is quite dry, it may be lightly rub-
bed with fine sandpaper, and then the var-
nish may be applied.

(Continued on page SSS)

AERONAUTICS

Page 190

Deceuber, 1911

Competition of Military Aeroplanes

By Lieut. RILEY E. SCOTT, Foreign Representative

Held under the Auspices of the French Ministry of War

S^S^^S^^Ji^ t,li6 7th of November, 1910,
^^^£il£il£(^i the French :\Iinister of War,
2^ ^"^ 2!yc General Brun, issued a pro-
^^ I 1 ^i gram for a competition of
y^ ^_^ y^ military aeroplanes, to be-
sSt S^St gin on the first day of

j^i^^^li^ October, 1911, and to con-
Si5S|^^KS|SSS^ tinue for at least one month,
c^c^c^c^c^ Copies of this program were
j^(^^^^j^§ furnished to constructors at
that time, thus giving them
nearly a year to prepare for this event.

This great competition in which thirty-one
aeroplanes were entered has just been com-
pleted and the final classification announced.
The severity of the tests and the value
of the prizes make this the greatest event
in the history of military aviation and dem-
onstrate to the world that France is at the
head of military aviation and intends to
maintain that position. In fact, this com-
petition proves conclusively, and onpe for
all, that the aeroplane has become an im-
portant factor in modern warfare, as the
French call it, "the fourth arm," and that
the nation which neglects the development
of this arm does so at its peril.

The general conditions to be fulfilled by
all competing machines were the following:

(a) To be constructed entirely in France
with the greatest care and of the finest
materials.

(b) To be able to fly, without landing,
over a closed circuit of 300 kilometers
(186 miles).

(c) To be able to carry over this course
a useful load of 300 kilograms (G60 pounds),
in addition to gasoline, oil, water, etc.,
necessary for the trip.

(d) To be furnished with three seats,
one each for the pilot, a mechanician and
an observer.

(e) To be able to maintain a mean speed
of at least 60 kilometers per hour.

(f) To be able to alight without accident
on stubble ground, plowed ground, sowed
and clover land, and to be able to arise
■therefrom.

(g) To be easily transi)orted, whether
dismantled or not, by road and by rail, and
to be easily and rapidly put together with-
out minute adjustments.

After having satisfied a committee that
it was entitled to enter the competition,
each machine had to go through a severe
series of tests, known as elimination tests.
Those machines fulfilling all of the elimina-
tion tests were entitled to take part in
the final test for classification. The elimina-
tion tests were as follows:

(a) The machine was weighed and all
parts stamped. Any part could be replaced
during the tests by an exact duplicate, but
no modification was allowed, except in the
case of propellers and wheels. It was
necessary, however, to begin the tests over
when a part was replaced.

(b) Each constructor was required to
declare the amount of gas and oil required
for a flight of 300 kilometers. The tanks
were then gauged, and this amount of gas
and oil put in before each flight.

(c) 1st flight, cross-country, carrying 300
kilograms useful weight and landing on
clover ground between two flags about 75
meters apart. Each machine was then re-
quired to rise from the same ground, circle
and re-alight on the same ground. The
machine was then dismantled and taken to
the starting point by road.

(d) Same as above except the ground
for landing was stubble.

(e) Same as (c) except the ground was
plowed.

(f) Speed trial, a round trip of 60 kilo-
meters, which was also a test as to the
amount of gasoline and oil declared for
300 kilometers. In case there was a short-
age of less than 10 per cent, it was necessary
to recommence the trials. In case there
was a shortage of more than 10 per cent.,
the machine was eliminated from the com-
petition.

(g) Height test, each machine required
to attain height of 500 meters in 15 minutes
or less, carrying load of 300 kilograms.
This test to be duplicated. This concluded
the elimination tests.

The elimination tests had to be completed
by October 31st, after which the proper
committee designated the machines which,
having satisfied all of the elimination tests,
were to be admitted to the final test for
classification. There was no appeal from
the decision of this committee. The follow-
ing machines, out of an entry of over thirty,
were designated to take part in the final
competition :

1 Nieuport monoplane

2 Deperdussin monoplanes
2 Breguet biplanes

1 H. Farman biplane

2 M. Farman biplanes
1 Savary biplane

The final race over a course of 300 kilo-
meters, known as the classification test, was
as follows: "This test comprises a return-
trip flight of a length of 300 kilometers,
without alighting, carrying a useful load of

AERONAUTICS

Page 191

December, 1911

300 kilograms, the departures being given
by tlie committee on a day fixed by it and
at intervals of five minutes in the order
previously determined by lot." Contestants
were allowed three trials each. After one
of the most interesting races in the history
of aviation, in which eight out of the nine
designated machines completed the pre-
scribed circuit, the following classification
was announced:

1. Weyman (Nieuport monoplane, 100
H.P. Gnome motor, Chauviere propeller,
average speed, 11 G. 9 kilometers per hour.)

2. Moineau (Breguet biplane, 140 H.P.
Gnome Motor, Chauviere propeller average
speed, 95 kilometers per hour.)

3. Prevost (Deperdussin monoplane, 100
H.P. Gnome motor, Chauviere propeller,
average speed, ST. 5 kilometers per hour.)

4. Bregi (Breguet biplane, 100 H.P.
Gnome Motor, Chauviere propeller average
speed, 87 kilometers per hour.)

5. Fischer (H. Farman biplane, 100
H.P. Gnome motor, Chauviere propeller,
average speed, 84.4 kilometers per hour.)

6. Barra (M. Farman biplane, 70
H.P. Renault motor, Chauviere propeller,
average speed, 76 kilometers per hour.)

7. Renaux (M. Farman biplane, 70
H.P. Renault motor, Chauviere propeller,
average speed, 72.3 kilometers per hour.)

8. Frantz (Savary biplane, 70 H.P. Labor-
Aviation motor, Chauviere propeller, aver-
age speed, 67 kilometers per hour.)

According to the original program, the
following rewards were to be given to the
winners, although it is said that supplemen-
tary orders will be given to those construc-
tors who made a good showing but were
not classed among the winners:

To the constructor of the first machine,
the sum of 100,000 fr. upon the delivery of
the machine to the State; an order for ten

machines at 40,000 fr. each, with a bonus
on each machine of 500 fr. for each kilo-
meter greater than 60 made by the winning
machine.

To the constructors of the machines
classed second and third, orders for six and
for four machines, respectively, for which
the sum of 40,000 fr. each will be paid, with
a bonus as mentioned above.

It will thus be seen that the prizes, in
the shape of orders, are as follows:

NIEUPORT.

For the winning machine $20,000

10 machines, at 40,000 fr 80,000

Bonus on 10 machines 56,900

BREGUET.

6 machines at 40,000 fr $48,000

Bonus on 6 machines 35,000

DEPERDUSSIN.

4 machines at 40,000 fr $32,000

Bonus on 4 machines 27,500

(Jrand total $299,400

Scale drawings and full details of the

Deperdussin were published in the October

issue. In the current number will be found

some interesting data on the Nieuport.

Geo. H. Sclimidt has just installed a model 2
;\Iaximotor in the Bleriot he had built by the
National Aero Co. of Woodhaven, N. Y.

Reports fioni Honolulu indicate considerable
activity by F. A. Schaefer of the well-known
importing firm of G. E. Schaefer & Co., Ltd.
His Maximotored plane is believed to be the
sole aeroplane between San Francisco and Yoka-
hama.

When we can see these things ahead of us it
amazes us to find an aero club boasting because
its clubhouse is the finest in the land, and yet
find its membership composed of men who ask
if parachute attaclmients wouldn't be good.*****
Soon we will have aero clubs as Droud of aero-
planes as they are today of clubhouses, and
then great things will come.

Walter Brookins in N. Y. Times.

\ ^ V <

A view of the Etricli from Underneath.

AERONAUTICS

Page 192

Dtceinher, 1911

The Etrich Monoplane VI -VIII

By FRITZ EDELSTEIN

/:k'k-w»-'-.w»-v)if*-'*iif*-'oi FOREMOST place amongst
XjSJtxi-ix2-iX2i;t\SJC the great pioneers ot
(^ - ^^ mechanical flight must be
W^ /\ S*I5 given to Igo Etrich, who is
*|^ jMt ^L tiie flrst Austrian aeroplane
^^ ^^ builder. Not merely con-

^*<S5^J^^^X'^) tent with constructing a
machine that would only
fly, he has pi'obed more
deeply into this problem, in
order to evolve an aero-
plane naturally stable in a disturbed^ medi-
um. From the flight pioneers Dunne and
Weiss in England and Etrich in Austria,
whose researches have all resulted in the
discovery of the improvement of longitud-
inal stability by the incorporation of the
negatively-incident thrown-back wing tips,
Etrich from the first has worked on inde-
pendent lines.

Like our greatest aviators, the famous
Wright Bros., Igo Etrich commenced his
experiments by the study of gliding and
bird flight in the year 1898, when he acquir-
ed the well-known Lilienthal-glider. Fur-
ther he studied the propulsive organs of
every kind of flying animal, — birds, insects,
bats, flying fish, and even went to the extent
of investigating the different species of
flying seeds, those of sycamore and pine, for
instance, which are so abundant in the
vegetable kingdom.

Experiments with a Zanonia-form glider,
of his own design, commenced in 1904 at
Trautenau and during the year glides of
up to three-quarters of a mile in length
were made by Ing. Wels.

It was not until 1909, that a power-driven
monoplane was evolved, which, piloted by
lllner, soon captured all Austrian records.
Since then it has undergone improvement
after improvement, and to-day is universally
ranked among the most successful and most
scientifically designed of air-craft.

Recently, Etrich has constructed three
new types of his bird-winged monoplane,
and we will describe first of all the type
VI— VIII, called "The Dove".

The most outstanding features are the
Zamonia-formed bird wings (Sheet I) which
merit a careful study. Reference to the ac-
companying sketches and diagrams will

facilitate description. The front part of
each wing, is rigidly constructed of webbed
ribs, built over three longitudinal spars, of
which the forward one forms the leading
edge. This section is double surfaced (i. e.
on both sides) with Continental fabric.
Behind the rear beam extend bamboo con-
tinuations of the ribs, which, covered with
a single surface of fabric, form a flexible
trailing edge.

The camber is very slight, even at the
point where the wings are attached to the
fuselage, together with the angle of inci-
dence, towards the tip, which is flat and
presents successive negative angle of inci-
dence to the direction of flight. The flexible
wing tips are within turned up at the rear
and so give the ends of both wings an ef-
fective negative angle of incidence. It is
to this feature that the Etrich monoplane
owes its pronounced degree of natural sta-
bility. Lateral balance is maintained by
raising either wing tip by means of a cable,
which, passing over a pulley situated at the
top of the king-post, divides up into eight
wires connected to the flexible extremities
of the wing. A cable passing over the
lower end of the king-post lowers the op-
posite tip a corresponding amount. Enor-
mous strength is imparted to the wing by
a bridge-like structure of steel tubing, which
embraces the middle wing spar and is at-
tached below the under surface-strength
which renders them capable of withstand-
ing strains many times in excess of those
that they are likely to be called upon to
bear in flight.

A small wheel mounted at the lower ex-
tremity of the king-post protects the wing-
tip from contact with the ground. The bird-
tail pivots in one unit about a horizontal
axis. The rear portion is the elevator, con-
trolled by warping the horizontal tail plane.
Two small triangular vertical rudders, one
above and the other below the horizontal
tail plane, are hinged to the rear edges of
two triangular stabilizing fins and are
operated by means of pedals from driver's
seat (Sheet II). Elevation and lateral bal-
ance are controlled by a rotatable hand
wheel, mounted at the top of a vertical

AERONAUTICS

Page 193

December, 191 1

Etrich Vl-VUI

Scale Drawing of Etrich (Monoplane.

AERONAUTICS

Page 194

December, 1911

Sheet V. — Detail of Wing Construction. Slieet VI. — View Through the Front of Fuselage,
Landing Chassis and Wing Construction.

-J

rlzf'^

niDDLE RIB

mumm

8'0"

-S'6'-

mwBs-""'^ ENDRI6

■ 5'3'

,' 5HEETHI

1116

Sheet VII. — IVliddle Section of the IVlain Plane and Rib Curves.

AERONAUTICS

Page 195

December, 1911

column (Sheet III). In the matter of
under-carriage the Etrich VI-VII monoplane
has a Bleriot-type landing chassis witla a
central-ash skid, which is movable in any
direction together Avith the rudder by
pedal operation. It is also possible to
steer the machine, when turning on the
ground. (Sheet II.)

The body of Etrich VI-VIII monoplane is
a fish-shaped structure of four wooden longi-
tudinal spars, cross braced by wire. From
the engine seat, which is mounted at its
forward end, the body deepens and wi-
dens in the vicinity of pilot's seat, from
where, still preserving its triangular cross-

section, gradually tapers away to the tail,
where it terminates in a vertical line. To
avoid internal disturbance in the air dis-
charge, the body is covered in front with
metal sheeting and aft with fabric.

Very ingenious is the construction and
disposition of the inverted "V" shaped radi-
ator, which is mounted above the passen-
ger's seat.

In case when the water pump of the
engine, refuses to worlv, then is a very
effective circulation guaranteed of the hot
water by thermosiphon action, which is
favored by this disposition of the radiator.

AERONAUTICS

Page 196

December, 1911

The manufacture of the Etrich mono-
plane has been standardized into four types:
a two seater touring machine (as here des-
cribed) of 45/60 h.p. Bosch equipped Daim-
ler engine, a single seater racer of similar
power, a 120 h.p. three seater, touring
machine, and a similarly engined racer to
carry two.

A few days ago Igo Etrich has at Trau-
tenau completed a new wonderful stable-
type "swallow", whose description we will
give later.

Three new world's records were establish-
ed recently by Etrich aeroplanes in Austria.

Lieut. Bier, flying in an Etrich monoplane,
powered with :a Bosch-Equipped Daimler
motor, flew with one passenger 155.25 miles
on October 1st. On Oct (her 4th he flew with
two passengers 69.55 miles, and on Septem-
ber 28th he made an altitude record with
two passengers, of 3937.2 feet.

/ hope Aeronautics will continue as it hvijun
in, qiialitu, and that its readers will steadily in-
crease. — G. W. Holmes.

The Hamilton Biplane

By THOS. F. HAMILTON

S^S^S^^^ NEW and original biplane
k±j(ki!yt!i^xi<>^ is the product of the
^ M ^u Hamilton Aero Mfg. Co.,
^ /\ ^ of Seattle, Wash. This
c^ /Y Wd company perfected a
2^ ^ hydroaeroplane this sum-

^^^^^ ""'^'' ^^^^ -^^^'^ excellent
^^^^N^N^N^ results, propelled by a
1^^^^^ 6 cyl. 60-90 h. p. Elbridge.
^^^i^i^j^i In working on the hydro
^'^ " lines it was discovered

that the ordinary aero propeller used was
too weak to stand the spray in rough
weather and after experimenting they de-
veloped a strong hydroaeroplane propeller.
Different fabric and metal covers were ap-
plied in many different methods to protect
the blades from the spray with results that
developed the Hamilton hydroaero propel-
ler to 'the extent that the makers believe
they have a" most strong and efficient pro-
peller for that use.

The Hamilton factory has also produced
a biplane of the general type which has
given a good account of itself in the hands
of Thos. F. Hamilton by making many suc-
cessful flights with practically no accidents.
This machine was destroyed by fire before
any extended flights could be made. It was
sold to be used for exhibition purposes in
Canada. This was equipped with an Adams-
Farwell rotary motor and a Hamilton pro-
peller. Several more on the same lines are
under construction being headless and have
the same size and type of planes as the new
Hamilton X.

The following is a description of the new
machine. The main supporting surface is
composed of twelve sections: four heavy
ones, four feet long; and eight light, six
foot ones. The span is thirty-two ft. and
the chord is five ft. having more than three
hundred sq. ft. of supporting surface. The
four foot sections comprise the centre
planes and are built extra strong, the ribs
being one foot apart. The outer six foot
sections are lighter than the inner and the
ribs are placed farther apart. The lateral
beams are oval selected Oregon Spruce, as

is most of the construction, except in the
centre or where the stresses are great.
Here ash, hickory, and steel tubing is em-
ployed. The ribs are fastened to the top
of the front beam by a small steel socket
or ferrule and pass under the rear rnr^.
there held in place by a fcrew. The 1 i.
is held to the ribs by poc^-et.: and also
covers the front beam. There is no lacing.
There are ribs at the ends of all sections
and each section is separate. They connect
at the uprights by steel plates and are very
easily demounted. A light and small steel
tube is used to hold the ends of the outer
ribs from bending in due to the strains of
the cloth. Small hooks are used to fasten
the end ribs of adjoining sections together.
A wire passes over the tips of the ribs to
keep the cloth from bagging.

The uprights are four feet, ten inches long
and fish-shaped at the middle, tapering to
round at the ends on which are fastened a
ferrule and a permanent lag-screw. This
screw goes several inches into the upright
and is very solid and will not work loose
from vibration. The upright is held to the
plate by this lag-screw which is threaded
and has a lock washer to hold the nut from
possibly coming loose. Between the end of
the upright and the steel plate is placed the
terminal to which is fastened the turn-
buckles. The cable guys are firmly secured
to the clip and soldered solid. The cables
are wired and soldered together wherever
they cross and each cable has a turn-buckle.
The centre cell and other places subject to
great strain are double cabled. Roebling's
cable is used throughout the machine. The
cable connections make packing convenient
as they and the uprights are placed to-
gether in a rack in the order that they are
set in the plane so that the machine may
be set up without loose cables to bother
with.

A portable extension plane is provided
and can be easily attached to the upper
plane for passenger carrying or duration
flights where great weights are carried.
They are attached to steel plates with a

AERONAUTICS

Page 197

Decenber, 1911

' ;

- ■ \

%■

■'^''-'u

■1

./ -

/" ■ , ■

■^^%

■ 1 \ ,i

■ ■^:

Scale Drawing of Hamilton "X" Biplane.

AERONAUTICS

Page 198

December, 1911

chrome-leather hinge. Two small light steel
tubes, one to each beam are used to hold
the plane land take either compression or
tension strain. These tubes may be quickly
detached and the extension planes folded
against the uprights so that the aeroplane
may be placed in a shed of limited size.
These extensions are made in four or six
foot lengths and add forty or sixty square
feet to the supporting plane. They are
usually set at a slight dihedral angle.

The ribs, which are three laminations of
spruce, are flexible at the rear and have a
slight inverse curve on the theory that the
angle of incidence automatically adjusts it-
self according to the weight carried and the
speed. This may also help to maintain sta-
bility by absorbing the sudden gusts and
puffs by their flexibility on the outer sec-
tions.

The construction of the fuselage is ash,
hickory, spruce and steel. The rear
section of the frame is made of spruce,
the longitudinal members tapering
slightly to the ends and meeting on the
entering edge of 'the elevator and are well
trussed by many upright members. The
last foot is made solid by a piece of wood
placed between the spars as they come to-
gether. This is rigidly guyed with piano
wire, each wire having a turn-buckle. There
are not as many cross bars in the trail-
frame as uprights. This section is joined to
the forward section a little behind the
pilot's cock-pit. Both sections are about the
same length so that they may be packed in
the same case without waste of space. The
rear section is very easily detached to facili-
tate storage in a small spiace. The front sec-
tion is mostly covered by an aluminum hood.
The "balance is enclosed by fabric. This
hood may be detached as easily as an auto-
mobile hood, from the frame members to
give access to the motor, fuel tanks, and
controls. It also forms a protection for the
pilot, the cockpit being at the rear of the
hood, provided with a pneumatic pad around
the edges to protect the pilot in case of an
accident or rough landing. The whole
cock-pit is designed to preserve the safety
and comfort of the pilot and passenger as
much as possible. The foot rest is provided
at 'the end of a slatted floor. A passenger
or student would sit on one side of the
control pillar and the pilot on the other.
It may be operated by either person at will.
This greatly facilitates teaching in a prac-
tical manner. When no passenger is car-
ried the pilot sits with the pillar between his
legs. The cockpit is kept warm by the heat
of the motor in a novel fashion that also pro-
tects the pilot and fuel 'tanks shpuld the
motor take flre. This protection is much
neglected in most machines.

A speed-indicator, revolution-counter,
gasoline-gauge, oil-gauge, inclinometer, and
lamp-carrier are before the pilot.

The stabilizing planes start a little be-
hind the cock-pit and gradually widen to the

elevator. They are made of spruce and
surfaced on both sides, being attached to
the fuselage by light metal clamps and
small steel tubes. No lacing. This surface
is non-lifting, and may be slightly adjusted.
These planes contain approximately forty
square feet.

The elevator is more than sixteen feet to
the rear of the center of gravity and is
secured to the stabilizer by eye bolt and
chrome leather hinges. A mast to which
the rudder is hinged supports the guy-wires
and the control cable is attached to it.
This plane, semi-elliptical in shape, is also
double surfaced, as are all control planes,
and contains about eighteen square feet.
This surface has a slight inverse curve.

To the mast that holds the elevator guy-
wires is hinged the vertical rudder which is
intersected below the center by the elevator
and can be operated without coming in con-
tact with it. The rudder surface is about
seven square feet and may be operated re-
gardless of the angle of the elevator as it
moves with it.

Lateral stability is maintained by the use
of two biplane ailerons which are hinged to
the rear uprights. Again chrome leather is
used to hinge the small uprights between
the ailerons, which are double controlled by
two different independent systems. Both
sets total about forty-five square feet, each
plane being two by six feet. When one set
depresses the other lifts.

The controls are instinctive, all being gov-
erned by hand from a single pillar. Steer-
ing is accomplished by turning the wheel in
the same manner as an auto or boat. The
elevator is operated by moving the pillar
fore and aft while the lateral stability is
maintained by moving the pillar from side
to side. The magneto cut-out is on the pil-
lar and the advance and throttle are at
the seat. A valve for shutting off the gaso-
line is at the left hand. This should be
done on a rotary motor before the switch
is thrown in to make certain that the engine
will not keep on running from the heat of
the cylinders. All control wires are
doubled and at the terminals are fastened
by a snap hook as well as a turn-buckle.

The chassis is of the shock-absorbing
variety and is exceptionally strong. The
two wheels are equipped with 24x3 detach-
able tires and a combination rubber and
steel spring device. This is well designed
and braced with steel tubing of several
times the necessary strength. There is a
laminated ash skid in the center and when
the machine is on the ground it rests on
the rear end of this skid which is metal
shod for two feet. It absorbs the sudden
shocks of rough landings and distributes
them over a great area. The terminals of
the wheel forks at the longitudinals are
braced to the fuselage by eight steel tubes
for the same reason. This also greatly
strengthens the fuselage. The skid projects

{CoiitinMed on p(u/e :^04)

AERONAUTICS

Page 199

December, 1911

The Nieuport Monoplane

E^'

^1^^^?5^5S^S^HE designer of this machine
^k*^ktA±^^ tlie late M. Edouard Nieu-
^/ ^T^ ^^ port, has aimed to develop
^i I ^j) ''' i^^^liii^6, the features of
^^ A ^^ wliicli would be simplicity,
x£it x£< efficiency and speed. That

^l^l^^^li^ lie has been successful can
S^S^S^SSS^iS^ Ijs seen by an examination of
cSs^5c^c^c^ the machine, which is, per-
^^^u^^^^^S haps, the simplest looking
machine that has been pro-
duced. Its efficiency, as compared with that
of other machines, is vouched for by the
fact that, at one time, one of these machines
equipped with a 30 h.p. motor held the
speed record, the speed itself being within
two miles of that made by the winning
machine at Belmont Park last year which
was equipped with a 100 h.p. engine. The
70 h.p. Nieuport made a speed of 74.8
miles per hour in the last Gordon Bennett.
Weyman's 100 h.p. Nieuport made 78 miles
per hour. The 30 h.p. made 58.9 miles

speed in the same race. The 1910 Gordon
Bennett was won with a 100 h.p. Bleriot
which made 61 miles per hour.

The machine described herein was a
50 h.p. Gnome engine, 2-place machine.

The Main Planes are built upon two main
spars of ash, the center lines of which are
shown in the plan view. Between the spars
are run three light battens merely to tie
the ribs together. The ribs, which are
spaced about 13 inches, are built up in the
usual manner, being of "1" section, with the
webs perforated for the sake of lightness.
The box ribs are built up by using two
webbs and wider top and bottom flanges.
The rib curve varies in each rib, decreasing
toward the wing tips, going down to a flat
bow. The curve given in the sketch might
be taken as the standard curve allowance
being made for the different chord at various
places, and also for the different thickness
of the spar, which, by the way, tapers both
ways from a straight central portion. It

Running Gear of Nieuport.

AERONAUTICS

Page 200

December, 1911

will be noticed that there is a slight re-
verse curve on the under surface at the
trailing edge, while it is very pronounced
on the upper surface. Each wing is trussed
with two heavy stranded cables top and
bottom to each spar, and are set at a
slight dihedral angle.

The Fuselage longitudinals are of ash,
rectangular in section and are channeled out
between the struts for the sake of lightness.
The struts are also of rectangular section,
except those over the skid struts, which are
steel tubing. The connections between the
struts and longitudinal members are made
by aluminum castings to which the wire
bracing is anchored. The whole structure
is inclosed in fabric.

The control system is a little unusual, in
that the warp is accomplished by the feet,
while the elevator and the rudder are oper-
ated by a hand lever, which is mounted by

a swivel-joint on a short shaft that lies along
the floor inside the body. A forward and
backward movement of this lever operates
the elevator by wires passing around pulleys
mounted at the ends of the rock shaft. A
lateral movement of the lever actuates the
rudder wires by means of a crank, which is
formed by the extension of the rear pulley
sheave, and which is, of course, fixed per-
manently to the rock shaft. The elevators
are semi-circular in plan, and are con-
structed of steel tubing frames covered with
fabric on both sides. The construction of
the fixed plane is also of steel tubing.

The Running Gear is composed entirely
of steel members, the central skid, leaf-
spring axle and the oval skid struts being
composed of this material. The "V" mem-
bers are made up as a unit and can be
slipped over the skid and put in place in
a short time should repairs become neces-
sary.

A 50 h.p. Gnome is fitted, the propeller be-
ing 8 feet by 4 inches in diameter. Weyman's
Nieuport (100 h.p.) in the last military
competition, made 72.6 miles an hour aver-
age over a 186 mile course carrying two
extra people.

A photo of the Nieuport chassis.

AERONAUTICS

Page 201

December, 191 1

Scale Drawing of Nieuport with Wing Data.

AERONAUTICS

Page 202

December, 1911

Military Bleriot, Type XXI

^^^^^^^^^^^^'^'^ models of the new
^S^SA^S^^ Bleriot Type XXI have been
S^ y--^ sSt delivered to the French
^^ ^^^ ^^ army after very successful
^^ y _|j rv4 trials, with prizes awarded
SKi S^ for extra lifting capacity,

^^^^^ economy in fuel, etc.
^^^^^^($^^<S This type had already
c^c^cr^c^c^ been tried out in France
^^^^^ by Lieut. Yence and in
England by the late Lieut.
C'ammell who covered with it about 3000
kilometres in two months just before his
terrible fall where experimenting with an
English Aeroplane. The aviation officers
at Chalais who have driven it obtained
with it a speed of 96 kilometres per hour.
The driver has a very clear view, the seat
being placed forward near the front edge
of the planes.

Th leading characteristics of the ma-
chine are as follows: Motor, Gnome, 7
cylinders, 70 h.p.; total length, 8 meters
240; span across wings, 11 meters; carrying
surface, 25.2 sq. meters; weight when
empty, 330 kilograms; contents of gasoline
tank under seat, 78 litres; Normal reserve
supply 35 litres; contents of oil tank, 35
litres; duration of run, about 3 hours;
Speed, 90 kilometres.

This apparatus, specially worked out for
military needs, has two seats placed side
by side covered by a hood which also
covers the motor. The driving members of
the apparatus are so arranged as to permit
either one of the aviators to guide the ma-
chine. For this purpose two pedals are pro-
vided in front of the temporary driver and
operate the direction rudder control. Ex-

perience has shown that the member con-
trolling the wing twisting as well as the
ascent and descent can be easily operated
by either of the occupants without exchang-
ing places. A movable bar placed across the
frame carries the instruments necessary for
navigation, such as the map-holder, anemo-
meter, altimeter, etc., these instruments
being capable of sliding on said bar and of
changing their relative positions at the will
of the occupants of the machine.

The rear part of the frame is completely
covered with canvas and the lateral sur-
faces present a form tapered toward the
rear. The purpose of this feature is to di-
minish the resistance of the tail to lateral
gusts and, in a way, to balance it with the
forward surfaces subjected to the same
gusts. This gives the apparatus as a
whole a very graceful form.

The horizontal rudder is arranged at the
rear of this surface and a little in front
thereof is found the direction rudder
arranged alone at the upper part of the
frame.

A landing runner, of supple wood and very
long, completes the rear of the apparatus.
The purpose of this exceedingly deep
runner is to force the apparatus when at
rest to be greatly inclined toward the rear,
which increases the angle of incidence of
the planes meeting the resistance to flight,
the air acting as a brake upon landing,
which is thus accomplished in an entirely
normal manner and on a comparatively
short run.

Aeronautics is the finest magazine of its l;huT,
and I tvish it ever)/ fnireess. — Louis R. Millee.

AERONAUTICS

Page 203

December, 191 1

D. C. De Hart in Eaton Biplane.

The Eaton Brothers Biplane

By CLEVE T. SHAFFER

S^i^i^i^i^ BIPLANE of the Curtiss-

x^Xij^^i^Xi^x^ Farman type that is doing
(vv) (if*)

JiaW A ^M good worlf IS the new

^[ A\ ^! school machine of the
^^ -*■ -^ S^ Eaton Brothers at their
S^S^S^S^J^ S^o^i^*3s Jiear Los Angeles.
c^c^c^c^c^ The machine, a large and
Sl^ii^SWS^SM strongly built biplane, has
^(^^^^ a number of novel features,
which will become apparent
upon close inspection of the photos. One's
attention is first drawn to the long forward
extension of the skids, and their large
dimensions, 2"x2%"; a heavy strut runs
from the leading edge of the upper plane to
a point on the skid, an excellent combina-
tion for a school machine, being well cal-
culated to take the shock of a too s-teep
landing.

A noticeable feature which, however, is
open to criticism, is the large-sized "blink-
ers" used. It is doubtful if they perform
much service in turning, inasmuch as the
elevator has the usual vertical triangles,
and so much surface (triangles and blink-
ers) with such a leverage has a tendency to
dampen the rudder effect and might prove
somewhat difficult to manage in a side wind.
That difficulty has been experienced from
this cause can be seen by the large rudder
employed; its dimensions are 4'8"x3'3".
Aigain, the blinkers being so far below the
center of gravity (unlike the Wright) might
prove troublesome.

The new Farman arrangement of pilot
and passenger seat is here evident. The
two beams carrying the seats are held in
place at the front by wires which support
their share of the weight, at the rear the
beams are bolted to the leading edge of the
lower plane.

The running gear struts are entirely of
steel tubing, the ends of which fit into sock-
ets and are held in place with a cotter pin,
a good feature allowing of quick disassemb-

ling. A steel strap is placed diagonally
between the skid struts.

Control is by single lever and foot yoke as
shown. The Farman flaps extend two sec-
tions on the top plane and one section on
the bottom, and are worked both up and
down, upper and lower flaps being con-
nected by wires, the control wires are at-
tached to the masts.

Spread is 35 feet. Planes are double cov-
ered, the top and bottom surfaces of the
plane are 2" apart at widest point.

This shape of rib is claimed by the Batons
to be very efficient, and is the result of con-
siderable experiment.

A Hall-Scott 60 h.p. A. 2 engine turns an
Eaton propeller of 7'9" diameter — 4'6"
pitch, blade 101/4" wide.

The Eaton Bros, have made a number of
successful machines, including one for Chas.
F. Walsh, and have now turned their atten-
tion to school work. One of their pupils,
D. C. De Hart of Los Angeles, has made a
number of good flights and will soon try for
his license.

On Nov. 4, 1911, D. C. De Hart left the
aviation ground of the Eaton Bros. & Co.,
at Hyde Park, Cal. in an Eaton biplane, and
made a cross country flight which raises
him into the rank of a skilled aviator.

He left the field about 9:30 a.m. and re-
turned about 1:30 p.m. He had been mak-
ing short flights into the surrounding coun-
try before this. In these short flights he
landed in some favorable place and after
inspecting his machine returned to the
field.

On the morning in question he planned to
fly to San Pedro and out over the harbor
where the Pacific fieet lay at anchor.

The program was carried out without a
hitch. After leaving the field he headed
straight for Dominguez field, at an altitude
of about 1000 feet. He passed this field and
continued on to San Pedro passing out over

AERONAUTICS

Page 204

December, 1911

the fleet. The sailors cheered him lustily
as he flew over at an altitude of 1500 feet.
He then continued on along the beach to
Long Beach. He swung over this town
and headed again for Dominguez field near
which he landed in order to take on gaso-
line.

On his return to Hyde Park he had to
face a heavy head wind which kept him
busy, and on his arrival at the point of
starting at about 1:30 he had acquired a
sharp appetite for the dinner that was
awaiting him.

A Detail View of the Eaton Maclilne.

The Hamilton Biplane

(Continued from page 19S)

five feet ahead of the wheels which prevents
the machine from standing on its nose, and
also protects the propeller. The wheels are
placed well ahead of the center of gravity
so as to prevent this tendency in steep de-
scents or rough landings. It will also be
noted that when the wheels absorb the
shock they move forward thus moving the
weight farther back.

The motive power is furnished by a 50
h.p. Gnome equipped with an eight foot
Hamilton propeller. Sufficient fuel is car-
ried for a four hour flight. Another tank
may be easily placed with a pressure pump
for the pilot to the gravity tanks, which
are built with many compartments to pre-
vent the fuel from rolling from side to side.
It is expected that American motors will
be tried in future machines according to the
requirements of the customers.

This type of machine will be fitted with
a float and tried out early next spring. The
price of this model equipped with a 50 h.p.
Gnome is $4,500 and $3,500 for a 50 h.p.
Anzani or Indian. Several of these ma-
chines will be built for customers this
winter and an attempt will be made to have
machines for immediate delivery in the
near future.

In France, the number of machines delivereii
for military purpose.s in 1911 is about 75,.
states Louis Bleriot to AERONAUTICS, and
has in addition orders for more than 100 new
machines.

In foreign countries, he has actually delivered!
the following numoer of machines:

Russia: 14 single and 10 2-place.

Italy: 9 single and 1 two-place.

Roumania: 3 single and 1 two-place.

England: 2 two-place.

Japan: 1 single seat.

Austria: 1 single seat.

Others have been sold through agents. The-
number sold for civilian purposes is about 130.

AU<UI\AUIIL:S December, 1911

QUEEN AEROPLANE CO.

The possibilities of the

HYDROAEROPLANE

have a strong appeal at present, and we are there-
fore perfecting the design of a new machine,

The QUEEN "AEROBOAT"

a combination aeroplane and boat rendering aero-
planing safer and more reliable and boating more
exhilarating. This machine is to be ready for the
coming season.

We have several Queen Bleriot type monoplanes,
one and two passenger, 30 to 100 h. p., ready for
quick delivery, at prices ranging from $3,500 up.

QUEEN AEROPLANE CO.

197th St. and Amsterdam Ave.
NEW YORK CITY

AERONAUTICS

Page 206

December, 1911

The Ellsworth Lateral Stabilizer

By CLEVE T. SHAFFER

^^S^^S^HAS. F. Walsh, the well

^±^Xi£-tx±-t>^^[ known Southern California

^^ ^^ ^^ aviator, has just concluded

S^ ■ W^ ^ series of successful ex-

c^ \^^ ^5 periments with the Ells-

2&/ ^[ worth Equilibrator, having

S^^^^^ made up to the present,

v^y^y^y^y^ thirty-oue flights in which

(p/^^^^ the lateral balance of a

^l^i^^^l^l *-'^^^^^^'tyP® aeroplane was
left entirely to the auto-
matic device, the usual shoulder forks be-
ing disconnected.

This device, the invention of a Portland,
Ore., man, now being marketed by the Ells-
worth Aviation Company of that city, is
probably the first lateral stabilizer that has
been actually tried out on an aeroplane with
successful results; the Doutre being a longi-
tudinal stabilizer.

human agency. This I found by having the
wires from the ailerons connected to my
steering post, which was pulled from side
to side by the action of the equilibrator in
maintaining a balance before I was even
aware that the balance had been disturbed."
In turning corners the equilibrator banks
the aeroplane automatically by having the
mechanism connected to and controlled by
the steering wheel, thereby banking the
aeroplane at just the required angle for the
turn.

In the above statement it will be noted
that in turning corners the equilibrator will
automatically bank the machine at the right
angle. A point not made clear, however,
is that the amount of bank or angle is
always at instant command of the operator
should he desire it more or less.

Some of the advantages claimed for the

;i il

^'1 \ T^ K W

The Machinery of the Ellsworth Stabilizer.

The e(iuilibrator tried by Walsh is a com-
bination of pendulum and electric action;
also rotary motion received from the engine
crank shaft the pendulum, of course is used
to denote variation from the horizontal:
electricity is used in the intermittent trans-
mission of pendulum action to an electro-
magnetic clutch.

In the illustration the equilibrator can be
seen back of Walsh and under the Hall-
Scott engine.

In an interview Walsh stated: "In a series
of tests with this device on a Curtiss-type
biplane under varying conditions in every
case the equilibrator responded instantly to
the least variation from the horizontal far
more quickly than it could be detected by

device are as follows: —

rt will hold an aeroplane level under all
conditions unless the angle be deliberately
changed by the operator.

In banking an aeroplane, the automatic
balance is not in any way interfered with.
The angle at which it works is changed
only.

In circling to the right or left the equil
ibrator is automatically adjusted, by the
action of the rudder, to bank the aeroplane
at exactly the required angle.

Although the driving power of the equil-
ibrator may be taken directly from the
engine of an aeroplane yet it does not de-
pend upon such driving power, for should
the speed of the engine be reduced, an elec-

AERONAUTICS

Page 207

December, 1911

Charles F. Walsh In Machine Fitted with Stabilizer. The Apparatus Is Located in the
Wooden Frame underneath the IVIotor. The Wires AA Run to the Ailerons. HUsworth is
seen in his shirt sleeves.

trically driven motor will automatically cut
in and drive the equilibrator meclianism
long enough for the operator to make a safe
landing.

It is obvious that electric motor and stor-
age battery weight (if the latter is used),
is not included in given weight of 18 lbs.

Thouoh no information is at hand it is pos-
sible that instead of a storage battery a
small dynamo driven by a fan or fans utiliz-
ing the aeroplanes, speed will be used.

The construction and detail of this re-
markable device is very interesting. Di-
mensions are: length 16", width 9", height
8", weight 18 pounds. The mechanism con-
sists of two rotating electro-magnets driven
in opposite directions by a gear pinion. An
armature between the magnets is keyed to
a drum shaft so that a rotation of the arm-
ature causes a relative rotation of the
drum.

The drum carries the aileron cable. An
electric circuit is completed by either arm of
a pendulum dipping into a mercury cup,
upon the listing of the aeroplane. One of
the rotating magnets is then excited and

grasps the armature, thereby revolving the
drum. The drum shaft, however, termin-
ates in a gear; the block containing the
mercury cup is so attached to the gear
wheel, that the rotation of the gear wheel
will drop the cup away from the pendulum
arm, breaking the circuit and leaving the
ailerons set to right the aeroplane. As
the aeroplane comes back to normal the
operation of the equilibrator is reversed,
thereby bringing the ailerons to a normal
position.

Means are provided, for rotating at will
the block containing tlie mercury cups, thus
causing contact to be made for banking the
aeroplane to any required angle. A move-
ment of the block does not cause any move-
ment of the gear wheel, yet a movement of
the gear wheel causes a relative movement
of the block. This allows the operator to
change his angles, laterally of course, at
will without interfering in any way with
the automatic control.

The device can be applied to fore and
aft control as well as lateral control.

Capt. Hugh L. Willoughby, of Newport, R. I.,
and Sewalls Point, Fla., has recently received
delivery of a 6 cylinder "Kirkhani" motor to
be installed in his hydroaeroplane, tlie "Peli-
can." Motors have also been delivered during
the past month to Jas. V. Martin, and the
Chicago Aeroplane Mfg. Co.

On October 15, John Schwister, of Wau.sau,
Wis., in a biplane of his own construction,
equipped witli a "Kirkham" 6 cylinder power
plant made a flight of 45 minutes over the city
of Wausau and surrounding country, flying part
of the time at a height of 2000 feet.

AERONAUTICS

Page 208

December, 1911

By PERCY PIERCE, Model Editor

ST is my aim, in writing this
model page which will ap-
pear every month in Aero-
nautics, to aid and en-
courage those who are in-
terested in the art of model
flying. This page will con-
tain accounts of new model
clubs, contests and de-
scriptions of some of the
best models here and
abroad. 1 would like all those who belong
to model clubs or have models which they
believe can fly a considerable distance, to
send me all information regarding same.

Real model flying in America did not
show itself until October of 1909, when the
West Side Y. M. C. A., New York, held its
first contest in the yard adjoining the As-
sociation building. From that time on,
model flying grew very rapid and now flights
of over a quarter of a mile are being made.
The New York Model Aero Club was or-
ganized in Sept. 1910, and has grown con-
siderably, not only in model flying, but in
membership. Their new quarters are at the
rooms of the Aeronautical Society. 250 West
54th Street. The Stuyvesant Aeronautic
Society, another of the early model clubs
is still flourishing. This club meets in room
201 of Stuyvesant High School.

JHE model described in this
issue was designed by
Frederick Watkins, one of
New York's enthusiastic
model flyers. The unof-
fical flight to its credit is
considerable more than
1600 feet; official, 1400 feet.
It first made its appear-
ance at Van Cortlandt
Park, New York, in the
early part of November, 1911, where it has
since been making very long flights. The
weight of the model ready for flying, is 2^^
ounces, and has a supporting area oi about
48 square inches.

The Frame. This is of bamboo taper-
ing from % inch at the middle to l^ inch
at the ends. All the joints are held to-
gether by Ambroid (a waterproof glue)
and thread. The fln at the front, enabling
straight flight to be made, is of 34 gauge
aluminum. The white pine propellers are
7 inches long, % inch thick and have a pitch
of about 13 inches. In most of the long
flights this model has made, 1100 turns
were used. No. 14 piano wire is used for
the propeller shafts and front rubber
anchorage. The power consists of 9 strands
of flat rubber.

The Planes. The framework of these is
constructed of bamboo, the large one being

RUBBER

i2i- DETAIL OF FROnT

ALUMinun nn

BAMBCO

ELEVATIOn

nonOPLAHE I

BACK ELEVATlOn

COPPER WIRE

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AERONAUTICS

Page 209

December, 1911

16 inches by 2^/^ inches, with eleven double
ribs. The front one has but three. The
planes are covered with rice paper, coated
with varnisli, wliich makes an air tight,
smooth surface. They are held on the
frame by rubber, so that in case the planes
strike a tree they are easily pushed aside.
The ends of the planes are tipped up a
little for stability.

The model is wound up by attaching the
rubber at the front to a double winder. The
rubber is stretched about twice the length
of the model as it is wound up, thus en-
abling more turns to be had and conse-
quently longer flights.

This weekly contest held at Van Cort-
landt Park, Nov. 7th, proved to be a great
success. Eighteen contestants entered their
models. Frederick Watkins, with a Watkins
monoplane, came first with a flight of 1400
feet, winning the "Second Boy's Book of
Model Aeroplanes" offered by Mr. Edward

Durant. Stuart Easter with his "Easter-
plane," came -second with 1387 feet. The
record of- 1691 feet, made by Cecil Peoli,
has not yet been surpassed.

English Duration Records.

The English model records for duration
show that America is far behind in the art
of model flying. At one of the contests
held at the sports ground. Crystal Palace,
on June 7th last, the duration attained was
146 2/.5 seconds, over two minutes. This is
quite a good deal more than that of 48 3/5
seconds (American record), which was made
by Cecil Peoli. The result of the contest
held at the sports ground is as follows: —

First. C. B. Ridley, (Ridleyplane) 146 2/5
sees. ■ . ■

Second. R. F. Mann, (Mann monoplane)
112 sees.

Third. C. K. Srarf, (Srarf monoplane) 77
sees.

Address all inqniries to PERCY W. PIERCE, 5907 Osage, Phila., Pa

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CLUB NEWS i

M'^y^^^^^m

Tlie Aero Club of Long Island held its annual
meeting December 7th. The following officers
were elected for the ensuing year: Charles Wald,
President: Charles D. Spence, 1st Vice-Presi-
dent; William T. Newel!, 2nd Vice-President.

Joseph K. Post, Secretar5^ and Henry I.
Newell, Treasurer, were re-elected to their re-
spective offices.

There will be a change in the Board of Di-
rectors owing to the expiration of the term of
Howard C. Brown. Thomas Kramer was elect-
ed to fill the vacancy. The Directorate for the
ensuing year is as follows: Charles Wald, Chair-
man, Francis C. Wiiison, John H. Lisle, Henry
I. Newell, Jr., Thomas Kramer.

The meetings of the Club are held on the first
Thursday of each month. The secretary's ad-
dress is 418 Oak St., Richmond Hill, N. Y.

The Aero Club of California, at a meeting held
November 7th, elected Charles E. Rilliet to the
office of president in the place of George B.
Harrison, whose office was declared vacant by
the directors on account of his connection with
the Aeronautical Society of California.

The Aero Club of Pennsylvania is having regu-
lar meetings now at the Bellevue Stratford,
Philadelphia. On Dec. 15, E. R. Brown lectured
on "The Development of the Hydro-aeroplane."

At a well attended meeting of The Aero-
nautial Society on November 23, Prof. A. H.
Sabin gave an interesting talk upon wood fin-
ishing, with particular reference to the aero-
plane. Mr. R. F. McFie, a builder from England
discussed his views on the automatic stability
of machines of the Dunne type, giving as well,
a review of the best English practice. The
Ambroid Company sent their New York repre-
sentative, Mr. G. H. Rohwedder to the meeting.
He gave a description of Ambroid and its phy-
sical characteristics. Edward Durant gave a
talk upon local model flying. Dr. E. P. Beadle
gave an intensely interesting demonstration of
a two cylinder, four cycle gasoline motor that
weighed," including ignition system, less than
fourteen ounces. Mr. W. S. Howell, Jr., talked
upon the automatic stability of his model.

On December 14th, the well known author,
Grover C. Loening, talked upon little understood
problems in aerodynamics. Mr. George P. Van
Wve described a new method for safely stor-
ing gasoline. Mr. Robert A. Alberts of the C.
B. Hewitt & Bros, described the proper use of
glue in aeroplane construction.

The Aero Club of America has made a spe-
cial division in membership, the Fifth Class,
for commissioned officers of the regular army
of the United States, with initiation fee and
dues but $10 each.

The annual dinner is scheduled for January
27, at which President William H. Taft has
promised to be present.

The Aero Club of New England held its an-
nual banquet, Nov. 28. The discussion embraced
ballooning, aviation and hydro-aeroplane and
soaring without power, an interesting illus-
trated lecture upon the latter subject being de-
livered by A. A. Merrill.

One of the surprises of the meeting was the
introduction to the members of James Lewis, of
Boston, who this year slipped away from his
friends and took up the study of aviation in
France, qualifying as a pilot on Oct. 6 last from
the Voisin School.

Mr. Lewis delivered an address upon his ex-
periences in learning the art of aviation.

Eugene P. Merlet of Paris, now a resident
of Boston, gave a talk on "Aviation in France."

Greeley S. Curtis of Marblehead spoke on
"Hydro-Aeroplaning," H. H. Cummings de-
scribed a new instrument to determine the
speed of an aerostat. Jay B. Benton described
a recent night trip from Pittsfleld over New
York City, William Van Sleet, the pilot, made
a short address, and Mr. Merrill concluded the
meeting with a lecture, illusti-ated, on "Flight
Without Power."

Prior to the dinner these officers were elected:
Jay B. Benton, president; Henry Howard, first
vice-president: John J. Van Valkenburgh, sec-
ond vice-president; A. R. Shrigley, secretary;
William C. Hill, treasurer; Nathan L. Amster,
T. E. Bvrnes. Jav B. Benton, H. Helm Clayton,
J. Walter Flagg, Charles J. Glidden, Henry
Howard, Harry C. Pollard, Griswold S. Hay-
ward, A. R. Shrigley and John J. Van Valken-
burgh, directors: Griswold S. Hayward and
Charles J. Glidden, committee on foreign rela-
tions; Charles J. Glidden, Jay B. B'enton and
.7. Walter Flagg, committee on contests and
balloons, and W. Starling Burgess, Harold W.
Brown and Albert A. Merrill, committee on
aeroplanes.

It meets our best expectations. — G. H. Curtiss.

AERONAUTICS

Page 210

December, 1911

O all my good friends who read "Aeronautics," who have sent me
so many kind and complimentary letters, whose co-operation has
made it possible to conduct this journal for a longer time than
any other aeronautical publication free from club subsidies —
Greeting !

Since the inception of this paper, time has not been a cheap
^I^H^^^ commodity with me. All the days and most of the nights have
been crowded with work. Never has it seemed possible for me
to sit down and talk direct to you as I have wished.

Each month since the beginning I have tried to give you all I possibly
could in the way of interesting and valuable reading matter. From the letters
continually received from some of you, I know that my purpose has been ac-
complished to an appreciable extent. For this I am grateful and feel amply
repaid for my efforts.

But, surely I am not satisfied. From the beginning my one aim has
been improvement. Improvement must continue. The magazine must grow^
in size, in amount of articles and data, in appearance and in value.

To promise and to do are very different things. To keep in the advance,
your co-operation is as essential now as before. I am not content w^ith slow^
progress. I want each issue to show a more decided improvement.

I want five thousand new subscribers during the next six months.

This is not an extraordinary demand. If each one of you would send in
but one new subscriber my expectations w^ould be more than realized.

This seems very simple. The point is here — Are you willing to try to
get one new subscriber each? Some friend who is interested in aeronautics
would be pleased with a subscriptions as a Xmas gift.

On another page in this issue you W\\\ find a plan outlined by which you
can be remunerated for your efforts.

This request is not for my personal benefit — it is for the benefit of the
magazine — for your benefit.

From now on I am going to make a strong effort to devote more time
to the producing of a still better magazine and I mean to take time to say a
few things.

^<^

AERONAUTICS

Page 213

December, 1911

Curtiss Notifies Alleged Infringers

Patent on Pressure Equalizer

WSK^SJffiSS^g^ LEXN H. CURTISS has noti-
S&t^&cS£*StJCS&t fled manufacturers of so-
)KS /S^ called Curtiss-tjije aeroplanes,

SSu ^''*\ S^ parts makers and other alleged
fii^S M jKS users of his devices, warning

Xi* M T X^ them against using his shoulder
SS ^^^ S^ control and other devices of
i&A. .v^^( which he is inventor and

ffiSfi^SS^^jS^S^ which are being widely used
C^«v^«v^^(v^y^ in this country.
nSa^p)^p)^p)®p) Mr. Curtiss has applications
>^<^^y^y^>^ pending, also, on a device for
WvWjIWwJjIw^ equalizing the pressure on
XuXXu^Xu^Vu.4Xu^ ailerons in order to avoid any
possible turning movement of
the machine about a vertical axis due to the use
of ailerons, as well as applications covering
shoulder control and hydro-aeroplane. Mr.
Curtiss wishes to inform the public that he
is not acquiescent in the genei'ul use of his in-
ventions upon patents will eventually issue.

One Patent Just Issued

A United States' patent, 1,11,106, was issued
on December 5, 1911, to Alexander Graham
Bell, F. W. Baldwin, J. A. D. McCurdy, Glentn
H. Curtiss and Edward A. Selfridge, adminis-
trator of Lieut. Thos. E. Selfridge, deceased;
all assignors to Charles J. Bell, trustee, of
Washington, D. C. The application was filed
April 8, 1909.

The patent aims at the maintaining or
restoration of lateral balance of machine having
rigid supporting surfaces by means distinct
from the supporting surfaces themselves. The
patent claims that heretofore supporting sur-

faces have been made flexible for the purpose
of warping the extremities to preserve balance,
which warping imparts a turning movement
which must be corrected by a vertical rudder.

The main claims of this patent cover the
combination of supporting surfaces having a
positive angle of incidence with a pair of lateral
balancing rudders, or ailerons, which are ad-
justed to equal and opposite positive and
negative angles of incidence, normally at zero
angle, connections to a controlling device which
embraces the body and is operated by the
movements of the aviator. There are twenty-
eight claims covenng the placing of the ailerons
outside the lateral margins of the supporting
surfaces, in combination with multiple surfaces
and other modification of the principal features.

The patentees are those who, in 1908-1909,
comprised the Aerial Experiment Association,
which was formed to build aeroplanes for ex-
perimental purposes. After building four ma-
chines. Red Wing, White Wing, June Bug and
Silver Dart, all of which flew, the Association
was dissolved, after a year's time. It was
financed by Mrs. Bell and was formed at her
suggestion at a time when all these men
happened to be together on some experimental
work of Dr. Bell's at his Nova Scotia home.

It is of interest to note that the Wright
patent describes a cradle which was used to
warp the wings of the Wright gliders. This
embraced the body of the aviator and the
body movements warped the wings.

I think there are hut ttrn ma{!n::i)trs eomhiniti!^
the esxrntinls of their r/o.s.s — ii/-t'snitiii(j neirs, at
once, timehi and aiithnritntire. and aliraiis "read-
able." The which jii.^tifles their hcinfj called
representative of their .'^uhjcct. in their respective
continents a-d the icorld at larfje. Of course, I
mean "I'Aerophile'' and Aeron.\utics. — Jos. A.
Bloxdin.

The Wittemann Stabilizing Experiment.

AERONAUTICS

Page 214

December, , 1911

THE WITTEMANN AILERON SCHEME

The brothers Adolph and Charles Wittemann,
Staten Island, N. Y., builders of the Baldwin
"Red Devils" and other machines, have applied
for a patent on vertical vanes, which are curved
upward and outward. Experiments have been
made with these fastened to the lateral ex-
tremities of the main planes and made both
either rigid or movable as desired by the
usual shoulder control but in the same
direction.

If one side 'of the machine drops one of the
outwardly curved surfaces offers more lift than
the other and tends to lift the low side. It
is claimed by the Inventors that no turning
movement of the aeroplane is caused.

An aeroplane fitted with these was balanced
on a pair of horses, as seen in the photograph.
One side was pulled down so that the machine
was overbalanced on one side. The gusts of
wind against which the machine was headed
invariably righted that side. The machine,
without motor, was also run fast downhill, even
getting off the ground for a few feet. It was
found that the rocking felt in running over
the ground was avoided. Trials were also
made with cables attached between the shoulder
control .and these auxiliary surfaces which
were then manually operated. It was found
that the operator could keep the machine
balanced on the horses. These auxiliary planes
are pivotall.v mounted on the axis AB, shown
in the photograph.

PROSPECTS IN THE NAVY.

The $25,000 aeronautical appropriation in the
U. S. Navy granted last summer has been
largely reduced by the purchase of the Wright
biplane and the Curtiss water 'plane and in-
cidental expenses so that no new complete ma-
chines will be bought until after June 30, 1912.
The present Wright machine has been made into
a hydro-aeroplane by the addition of pontoons
from the Burgess company.

Captain W. Irving Chambers, head of aero-
nautical work in the Navy, was asked recently
by Aeronautics a number of questions which are
liere answered briefly.

"In the range of subjects you wish me to touch
I fear you are almost as impatient as I am to
get on. The very things you want me to write
about are of lea&'t importance in my estimation
and can only be shown up clearly by time. Avia-
tion is barely out of the crawling stage of in-
fancy; although many would like us to assume
that we must judge of the future by present
performances. Some enthusiasts are over-
sanguine, the knockers are too pessimisstic
and everybody is too fond of sensation.

"As to the likelihood of aeroplanes being shot
down. Of course that will happen. Everybody
and every machine engaging in war must con-
template the risk of being shot. Aeroijlaiies will
fight aeroplanes and those that are not over-
burdened with missies intended for dropping
will have the advantage. They will be useful
auxiliaries in the war game everywhere, but
don't for a moment entertain the idea that they
are going to supplant armies on land or ships
on the sea. That is an old, old story with which
we have to contend when anything new ap-
pears. It is fascinating for the overburdened
taxpayer to think that .some new cheap and
sneak device is going to revolutionize warfare
and cheapen its cost and many misguided
enthusiasts prey upon his credulity in order to
force the development in the wrong way. It
has alwavs been so and always will be so, but
the net result in the end, is always to increase
the cost of war, because it adds still another
factor or complication to consider. As regards
ships it simply requires increase of offensive
and defensive powers even to the addition of
the new devices as auxiliaries. Why, way back
during the Revolutionary War, our doughty
Admiral .Tohn Rodgers proclaimed that torpedo
warfare was inhuman and ought to be suppres-
sed by international agreement. You will doubt-
less hear something of this sort concerning
aviation ere long. Only a short time ago the
French Navy almost dropped out of the run-
ning through the campaign of an energetic
newspaper fanatic who induced the administra-
tion to devote its energies almost exclusively
to the developmfent of torpedo warfare.

"And now you ask me to compare aeroplanes
with Scout Cruisers on a cost basis. My
answer is that the Scout Cruisers will remain
and the aeroplanes will be needed in addition."
REMOVAL OF ARMY SCHOOL.
The Signal Corps Aviation School departed
from College Park, Md., the afternoon of. No-
vember 28th, and arrived at Augusta, Ga.,
about midnight the 2Hth. Capt. C. Def\ Chand-
ler, Lieut's. R. C. Kirtland, H. H. Arnold, T.
BeW. Milling, Lieut. J. P. Kelley of the Medical
Reserve Corps., and nineteen enlisted men of
the Signal Corps made the trip in a special
train of nine cars.

Capt. Paul W. Beck was detained in Wash-
ington on account of the death of his father,
General Beck. Lieut. Kennedy remained in
Washington for treatment at the Walter Reed
General Hospital, but these officers are ex-
pected to join the school shortly.

The Wright, B'urgess-Wright and two Cur-
tiss aeroplanes, and all other equipment per-
taining to the school was taken along, includ-
ing horses, wagons and mules.

The new site for the Aviation School during
the winter is on the Barnes farm near the east
boundary of Augusta. There are several hun-
dred acres of level land used only for raising
hay; these fields afford ideal conditions for the
instruction of beginners. The average wind
velocity of Augusta during the winter months
is very low, and it is expected that many aero-
plane flights will be made practically every
day.

During the first week of December, the Avia-
tion School got well started for the winter
season. The Wright, Burgess-Wright and 8-
cylinder Curtiss aeroplanes were assembled and
flown.

The flights of special interest were: one
around the citv the 7th inst. at an altitude of
2500 feet by Lieut. Kirtland and on the 9th both
Lieuts. Kirtland and Arnold went around the
city at an average altitude of 2500 feet.

On the 8th. inst. Lieut. Arnold ascended to an
altitude of 4100 feet. In addition to being an
expert aviator with a Wright control, Lieut.
Milling has been learning to fly the Curtiss
type. His instruction began at College Park
under direction of Captain Beck and now he is
flying very successfully alone.

PROHIBITION OF FLYING OVER GAMES.
On November 13th the following resolution
was passed by the Board of Governors of the
Aero Club of America: —

WHEREAS it has come to the notice of the
Board of Governors of the Aero Club of America
that the practice of flying over spectators and
contestants in athletic sports and games is be-
coming prevalent among aviators, and

WHEREAS such flying unnecessarily en-
dangers human life.

BE IT THEREFORE RESOLVED that all
aviators licensed by the Aero Club of America
be and are hereby forbidden to fly over in the
close vicinity of spectators or contestants in
games or sports other than licensed aviation
meets or exhibitions in which the flying is
governed by the rules for the meet or exhibi-
tion and

BE IT FURTHER RESOLVED that the Con-
test Committee be and is hereby instructed to
take cognizance of any violation of the above
inhibition and supply such one of the jienalties
set forth in Article 63 of the Regulations of the
International Aeronautical Federation as it may
deem expedient.

PRESIDENT MADERO'S FLIGHT.
President Madcro, the present president of
Mexico, has attained the distinction of being
the only head of a nation to go up in an aero-
plane. George M. Dyott took him up in his 2-
place Deperdussin, (described recently in AERO-
NAUTICS) at Mexico City on November 30.
Mr. Dyott writes there is some difference be-
tween flying at S.OOO foet altitude and around
New York. Some of tlie machines at the exhibi-
tion in that city could not fly at all. In the
mornings flying can be indulged in only by the
most expert pilots. The air is very thin and
treacherous; even though there inay be no wind.
In this respect it is like Issy-les-Moulineaux.
Mr. Dyott has been offered a post with the
Mexican government as chief pilot.

AERONAUTICS

Page 215

December, 1911

WHITE CAN NOT FLY IN U. S. A.
Wright Company Gets Decision.

Claude Grahame-White can not fly in
the United States until the Wright Company
says so, from now on. And if they do let him,
lie will fly either a Wright machine or pay a
royalty. Not only that, but the Wright Com-
pany may be able to collect some part of his
earnings for the past year, and, possibly, even
before that.

Judge Hand, of the United States Circuit
Court, Southern Dist., handed down an opinion
of prime importance to said White on Decem-
ber 12 — just one day short of being the 13th,
but it was bad luck anyhow. His opinion set-
tles the validity of the Wright patent so far
as Claude G. W. is concerned, though for the
public the validity of the patent is not neces-
sarily sustained. The question of amount of
damages due the Wright Company from last
November, 1910, when the present suit was
started, until the present will be determined
later. A new suit has been started for damages
sustained by the plaintiff company from the
time White began flying in this country up to
November, 1910.

The action ended by Judge Hand's opinion
was a suit for infringement and accounting
against the defendant by reason of his use of
Farman and B'leriot aeroplanes, claims 3, 7, 9,
14 and 15 of the Wright patent being in suit.
The defendant did not present any proofs and
the validity of the Wright patent was not seri-
ously disputed.

Judge Hand, among other things, states:
"In the form in which the case arises
there can not be any substantial doubt of
the right of the complainant to an injunc-
tion. The defendant has put in no proofs
upon any of the issues raised in the an-
swer and the patent is sustained by its
own prima facie validity. I shall adopt the
same interpretation which I put upon it in
The Wright Company vs. Paulhan, and
hold that the fixed connection between the
rudder and the warping mechanism is not
an essential feature of the claims, but
that the only connection between the two
may be made by the intermediation of a
human body and a human will. The de-
fendant, while not conceding the validity
of the patent, does not seriously challenge
it, or argue that his biplanes have not
infringed it. I have, therefore, no alterna-
tive but to grant an injunction."

WRIGHT-CURTISS SUIT.

The Wright-Curtiss suit will probably not
come to trial at Buffalo until February or
March, as additional time has been granted
in which to take testimony.

DEATH OF SHRIVER

San Juan, Porto Rico, Dec. 2. "Tod" Shriver,
pilot number nine of the Aero Club of America
was killed flying an exhibition at Ponce. He
"lost control in making a turn." With George
Schmitt, of Rutland, Vt., he was flying a Curtiss
type with a Hall-Scott engine, the outfit fur-
nished them by Captain Baldwin. "Pete"
McLaughlin, a hotel keeper of Mineola, was
financing the tour. Shriver was 32 years old
and was born in Manchester, O. Within the past
year he broke one leg twice in aeroplane
smashes. He was an old showman and went
with Captain Baldwin many years ago, during
the St. Louis world's fair. In 1907 he worked
for Glenn H. Curtiss. In 1910 he interested a
brother of the lamp manufacturer, Dietz, in the
building of a machine and with that gave a
number of exhibitions in the course of which
he broke his leg. Shriver was known the United
States over as "Slim," many knowing him by no
other name than that.

Municji, Germany, Dec. 3. An aviator by the
name of Reeb was killed making a flight from
Munich to Nuremberg.

Berlin, Germany, Nov. 25. Lieut. Baron von
Freytag Loringhoven, military aviator, was
killed at the military field at Doeberitz.

Berlin, Nov. 15. Herr Pletshcker (Albatross)
was killed at Johannisthal field.

London, Dec. 6. Hubert Oxley and his pas-
senger Robert Weiss met death flying for the
Blackburn aeroplane concern, makers of an
Antoinette-type monoplane.

Vienna, Dec. 1. An author, Mosca, was killed
while flying as a passenger with Lieut. Nittnej
at Wiener-Neustadt.

Etampes, France. Dec. 13. Lieut. Chas. Lan-
theaume fell 1500 feet and was instantly killed.

Turin, Italy, Nov. 26. Humbert de Croce was
killed practicing the dropping of bombs. <

RODGERS REACHES PACIFIC OCEAN.

On Dec. 10 C. P. Rodgers finally reached the
Pacific. In the last issue we gave full details
of his flight to Pasadena from New York, ar-
riving at Pasadena Nov. 5. Many towns wanted
the honor of seeing him actually loucn the
ocean. The Long Beach's offer was finally ac-
cepted and he started for that point on Nov. 12.

Walter Johnson Flying the Thomas Biplane.

AERONAUTICS

Page 216

December, 1911

Becoming confused he landed at Covina, but im-
mediately reascended. On this next leg of his
journey he was apparently taken ill while in the
air and met with a serious accident, when he
fell at Compton, where he was forced to re-
main in the hospital for some time.

Tlie flight from Pasadena to Long Beach add-
ed 27 miles to his straight line distance, making
the total, measured in straight lines between
stops, 3,417 miles.

In speaking of his fall afterwards Mr. Rodgers
said:

"AERO-ASPHYXIA MADE ME FALL,."

"I lay this same thing blameworthy for the
death of Arch Hoxsey, Ralph Johnstone, Eugene
Ely and dozens of other aviators, who have
come hurling to earth from great altitudes,
after seemingly having lost control of their craft.

"It was not, in my case, the rarifled air that
overcame me.

"There was no stifling sensation but I did
notice a peculiar odor, a sleep-producing prop-
erty, not entirely unlike chloroform. I knew I
was falling, but did not lose consciousness until
within a few feet of the ground.

"Ethereal asphyxia, somnipathy, that is,
something that lurks in pockets in the upper
air strata, and creeps irresistibly upon the
senses of an aviator, lulling him into dreamy
unconsciousness, is what did this job.

"The sense of drowsiness was first appar-
ent shortly after I had passed over a small town
south of Pasadena. I was up about 1.500 feet.
I tried to sliake it off, but it increased. The
desire to sleep was irresistible. Then I thought
the machine could take care of itself. There
was no pain, no noise in my ears. It was just
a sweet, soothing feeling that I wanted to go to
sleep.

"Somehow I got a grip on myself and started
on a long glide toward the earth. The nearer
the ground I got, the sleepier I became. I re-
member that I had righted my machine, and
was looking for a place to land when I suddenly
lost all consciousness. It was then that I fell.
I don't know how far up I was right then, prob-
ably 200 feet."

WHAT FOWLER SAYS.
"I have no doubt about Rodgers going to
sleep." said Fowler, "It is mighty easy to go to
sleep while flying. The air is in effect a perfect
cushion. Your machine usually goes along
without the least jar; the hum of your engine
is like a lullaby, and sometimes a fellow has to
fight to keep his head clear and his eyes open."

OTHER THEORIES.

J. Kauffman, a physician of Hazleton, Pa.,
claims auto-hypnotism. He says: —

"The cause is, in my judgment, wholly psy-
chological, absolutely independent of atmos-
pheric conditions as to density and chemical
composition. Any one familiar with hypnotism
will readily see in the case of a man traveling
through the air the most favorable conditions
of the individual and his environment for the
induction of the hypnotic state. I will not
enumerate the various factors essential to the
induction of hypnotism, but will simply submit
as a very plausible theory for the irresistible
sleepiness auto-hypnotism. If my theory is
correct, a man who has once encountered that
condition will meet with it again, and it would
be suicidal for any aviator having once experi-
enced the condition to continue the perilous
sport."

Dr. Thomas E. Eldridge, of Philadelphia,
denies the hypnotic theory but states that he
himself went to sleep in a lialloon for an hour
but that this "sense of drowsiness has not been
more so than had I been overworked at my desk
or had I slept for a shorter time the night
before."

PREVIOUS INSTANCES.
Not long ago some French scientists read a
paper before the Academie des Sciences on this
subject. They made numerous experiments,
taking blood pressure of aviators after making
various kinds of flights.

After a long, swift glide the aviator's "face
flushes," these investigators reported: —

"His face flushes; his eyes smart; his heart
beats violently. As he nears the ground a
strange drowsiness seizes him. It is only with
an effort that he keeps his eyes open. When at
last he touches the grass he is more like a
torpid, hibernating snake than a human being,
so far as sensation is concerned. He steps out
of the machine with the slow, awkward move-
ments of a drunken man, who cares not whither
he stumbles if he can only sleep."

In the paper referred to, Drs. Cruchet and
Moulinier cite the case of a young aviator who
failed to return to his hangar. He was found
seated in his machine in the open country,
sound asleep. When he was awakened he could
not explain how he came to light in the place
where he was discovered.

During one of his early experiments on Lake
Bras d'Or, at Baddeck, Nova Scotia, J. A. D.
McCurdy had a similar experience. After mak-
ing a short flight over the ice he was seen to
land and when picked up by his mechanics was
found sound asleep some feet from the machine.
In his flight from Key TV^est to Havana he had
a somewhat similar experience. He afterwards
said that it was only by exercise of great will
power that he was able to keep awake.

ATWOOD STARTS SCHOOL.

Harry N. Atwood, who flew from Boston to
Washington and from St. Louis to New York,
has associated himself with the Clayton &
Craig aviation school, Boston, Mass., and is
now prepared to give flying lessons. His ad-
dress is 161 Summer St. Instruction will be
given in either land or water planes.

GORDON BENNETT AVIATION RACE.

The distance to be flown in this race, which
will be held in America in 1912, has been in-
creased from 150 to 200 kilometers (124 miles).
It will be necessary to have a very large course
so that turns will not cut down speed.
Chicago has hopes for the holding of the con-
test in the vicinity of that town.

MASSON FLYING OVER 'FRISCO.

On Dec. 2, Didier Masson, once of ZVIineola,
flew over Market street in San Francisco and
over Oakland with his Hall-Scott 'plane, cross-
ing the bay on the route.

PECK FLIES 1 HOUR, 42 MINUTES.

The Gyro motor is still doing fine in flights
of College Park and on tests. Two more large
automatic machines have been put in and the
company is getting out parts in quantities.
Peck is making flights dvery few days at Col-
lege Park. His longest flight was on Nov. 26th,
one hour and 42 minutes. He says it is too
cold to fly long now.

Richter won his license the other day with
the Tarbox- Schneider machine with Roberts
engine and Paragon propeller.

Rex Smith has bought a Roberts 4x and an-
other Paragon to go on it.

FRENCH TRIAL OF SCOTT BOMB DROPPER.

Arrangements have lieen made by Lieut. K. K.
Scott for the trial of his bomb-dropper in one
of the Astra Company's- Wright machines in
France. The Astra Company, which is building
a magnificent machine which will lift noo kg.
easily, Lieut. Scott states, has offered him all
their facilities and it is expected to have some-
one compete for the Michelin bomb prize.

Person nil 1/. I consider Aeronautics of ihe ut-
most value to anil experimentor to keep him up-
to-date and. for the valuable information it eon-
tains. It has hccn a- great help to nie. I reeom-
mcnd AKiioNArTics to anii one loolcing for the best
in aerial locomotion. — J. Benson Kryah.

Your paper is ceriainlii the best published in the
interests of aeronautics in this country. — G. B.

AERONAUTICS

Page 217

December, 1911

FOWLER CROSSING CONTINENT TO EAST.
Robert G. Fowler, in a Wiight model B, is
still on his way across the American continent
and has traveled 1679 miles, as measured In
straight lines between stops on maps. He has
been on his way 51 days, starting from Los
Angeles, October IS. At Mastodon, N. M., a
town which is not located on maps, he was
stuck in the sand for a week. He finally got
off the ground by placing his machine on a
handcar on the railroad and was able to get
up speed enough to leave the handcar and fly.
Following is the route he covered: —

Miles
Oct. 18 Left Los Angeles
18 Arr. Wilshire

" 19 " Pasadena 7

21 " Riverside 45

23 " Banning 36

25 " Yuma, Ariz 149

30 " Maricopa 108

30 " Tucson 84

Nov. 2 " Benson, Ariz 48

2 " Bisbee 42

3 " Douglass 36

" 5 " Mastodon, N. M. not on map

Nov. 13 Arr. El Paso, Tex 168

18 " Van Horn 110

18 " Pecos 85

" 18 " Pyote 18

21 " Sweetwater 190

21 " Abilene 40

24 " Eastland 55

" 24 " Ranger 5

24 " Strawn 12

26 " Thurker 5

26 " Weatherford 40

" 27 " Ft. Worth 25

30 Arr. Josuha 20

30 " Waxahachie 30

30 " Ennis 15

30 " Corsicana 18

Dec. 1 " Mexia 30

1 " Groesbeck 13

1 " College Sta 65

1 " Cvpress 60

2 " Houston 20

7 " Sheldon 15

" .7 " Liberty 25

" 7 " Beaumont 40

7 " Orange 20

Total

1679

JANNUS FLYING IN ST. LOUIS.

Antony .Tannus has associated himself with
the B'enoist factory and school in St. Louis and
has been doing big stuff with the Benoist-
Roberts 8 planes, getting his pilot certificate and
taking up passenger for thirty minutes.

NAVAL OFFICER FLIES HYDRO.

Lieut. John Rodgers of the United States navy
gave one of the new Burgess-Curtiss hydro-
aeroplanes a test at Newport, R. I., last month,
flying above and around the battleships with
perfect ease. The machine was towed over the
road from the factory of Burgess Co. & Curtiss,
Marblehead, Mass., by automobile, and launched
from the torpedo station. Later, it encircled
the Missouri and came to rest alongside the Ohio,
from which point it was hoisted on board that
ship and taken outside the harbor for other
trials. The experiments are said to have been
a decided success.

NEW COMPANIES.

Midwest Aeroplane Co., Sioux Falls. Iowa.

Western Aeroplane Mfg. Co., 2219 Cottage
Grove Ave., Chicago, 111. $3,000, to manufacture
aeroplanes and parts. Adolph Katz, Arthur J.
Irion, Chas. F. Bushong and .lay J. Douglas.
Fred. R. Colder, assistant manager.

Am. Aeroplane Mfg. Co., Chicago, 111.

The Sea Gull Aeroplane Co., New York. (.$100,-
000: V. E. D'T^rso, G. Tomasulo, A. Scaturro.

Sloane Aeroplane Co., 1777 Broadway, New
York; capital, $30,000. J. E. Sloane, South
Orange; A. A. Vantine, H. Vantine, New York
city.

Milwaukee School and College, capital stock.
$50,000; incorporators, Eleanor Silverston, Henry

Feldhus, Louis Jensen, Lester A. Loewenbach
and A. Rudolph Silverston.

National Aeroplane company, Chicago; capi-
tal, $10,000: manufacturing and selling aero-
planes, giving exhibitions and instructions, etc.;
incorporators, Howard Linn, W. S. Linn, E. M.
Spates.

The State Department of Delaware issued
certificates of incorporation to the Furtaw-Mc-
Kay Monoplane Company to engage in the inanu-
facture of flying machines and their acces-
sories of all sizes and descriptions. The in-
corporators are F. R. Hansel, of Philadelphia:
George H. B. Martin and S. C. Seymour, of
Camden, N. J. The capital stock is $100,000.

The Eagle Aerial Manufacturing Company,
St. Louis, to make a new type of aeroplane In-
vented by Thomas H. Keppel of Indianapolis.
The company has a capital stock of $100,000,
half of which is subscribed, held as follows:
Thomas H. Keppel, 1,579 shares; Robert F.,
Jesse and Jesse E. Keppel, 979 each; Joseph Van
Raalte, 720; H. G. Lind, 259; Lionel Davis, 424.

AERIAL EQUIPMENT CO.— Schedules in
bankruptcy of the Aerial Equipment Co., of No.
1743 Broadway, New York, show liabilities $13-
467 and assets $141, in accounts. The company
had oflice furniture $450 and pictures $6 which
were sold by the sheriff.

NEW PILOTS

Four more aeroplane pilots qualified in No-
vember and December, as follows:—

7.5. Albert Elton (Wright), St. Louis, Oct. S.

76. John H. Worden (Moisant), Mineola, Nov.
14.

Francisco Alvarez, 22 years old, a rich Mexi-
can, born in Mexico City, whose father was a
wealthy contractor and real estate operator of
that place: and Clarance de Giers, 22 years old
living at the St. James Hotel, New York, whose
father is also a real estate operator; both flew
for their licenses on Dec. 3.

Jesse Seligman, son of the banker, of the firm
of Seligman & Meyers, has left for Kingston,
Jamaica, where he will exhibit, thence going
to Colon to fly across the Isthmus of Panama;
visiting subsequently other Spanish-American
counti'ies. Seligman received his license last
month.

All three are graduates of the Moisant School.

Spherical balloon certificate number 44 has
been given to John J. Van Valkenburgh.

In addition to their present staff, the Maxl-
motor makers, Detroit, have engaged the serv-
ices of a celebrated Detroit automobile designer
whose cars are being turned out at the rate of
over 800 weekly. This engineer has worked a
number of years in Europe at the plants where
the foremost light engines of the world are built.
He is co-operating with the Maximotor designer,
Mr. Dingfelder.

Among the recent purchasers of Maximotor
engines is Mr. Lewis Matthews, official and part
owner of the Malleable Stove Works of South
Bend, Ind., who has now resigned to invest in
an aviation enterprise.

Bombs dropped from an aeroplane created
great havoc in an attack on Tripoli on Decem-
ber 2 by Lee Hammond in a Baldwin "red
devil." " Hammond was a star feature of a
moving picture sketch, uniformed as an Italian
aviator and the play was aeronautically staged
at Mineola. About thirty passengers were
carried by Hammond, whose machine has been
fitted with a passenger's seat.

THOMAS BROTHERS MARKET BIPLANE

It is with a sense of satisfaction that the pro-
spective buyer can cast about and occasionally
find a manufacturer who has had the courage
to follow out his ideas and stick to them.

At the present time there are in this country
but verv few American machines which bear the
stamp of individuality. It is safe to say that
95fr of the macliines actually flying in this
countrv to-dav are copies of some well known
make of Aeroplane, foreign or American. Among
one of the few exceptions may be the machines

AERONAUTICS

Page 218

December, 1911

built by Thomas Bros., Bath, N. Y. The original
machine built by them was conceived and built
in 1909, and was equipped with a 4 cyl. standard
type of automobile engine of bore and stroke,
25 h.p., A.L.A.M. rating. E.xtensive experi-
ments were carried on with this machine in the
spring of 1909, wliich to some e.Ktent were dis-
couraging. This will be realized when it is
known that the machine failed to get off the
ground at all for the first three months. In
September circular flights were possible.

The experimental work continued through the
following winter, and by this time this same
machine was perfected to such an extent that
short passenger flights were made on several
occasions. The heaviest passenger weighed 160
pounds.

Up to this time every kind of lateral and
longitudinal control had been tried which was
in use in this country and abroad.

The old machine was sent out on exhibition
work with a view of ascertaining the true con-
ditions under which a machine had to operate.

The spring of 1911 saw a machine which was
distinctive in design from any American or
foreign machine, and wliich was up-to-date In
every sense of the word. A number of features
of the original machine were retained, the re-
tention of which were determined by actual ex-
perience. The 1912 models are among the most
up-to-date and scientifically built biplanes on
the market to-day. The manufacturers have
put out three models to meet the demand for
special machines. These models take the form
of a racer, a touring machine and a passenger
machine. All machines are equipped with 50 h.p.
"Kirkham" motors, other makes optional.
Complete details were given in the November
number.

The touring machine is an exceptionally fast
climber and will average 55 m.p.h. in ordinary
weather. Speeds of 72 miles per hour have been
made over a measured distance in light winds,
th? makers state.

The manufacturers made the statement some
time ago, that they did not intend to market
their machine until they were sure of what they
were giving the public, and have always been
conservative in their statements regarding the
performances of their machines. The machines
in operation can be seen at Bath, N. Y.

LOS ANGELES MEET

Los Angeles enthusiasts are earnestly looking
forward to a meet there in January. The Aero
Club of California, the official body, has made
a contract with the lessees of the Donginuez
field, the American Aeroplane Co., by which the
Club receives 2% of the gross gate receipts for
the use of its name and good will with the
understanding that the meet in January will be
held there under the auspices and sanction of
the Aero Club of California. A meet on a gate
receipt basis for the flyers as well as for the
Club is assured. There are many local flvers,
Dekor, DeHart, Champion, and C. P. Rogers is
there. The Curtiss and Oueen schools are both
nearby so that a meet can be run by local talent
alone.

MARTIN BIPLANE ANTEDATED

F. Robinson, of 191 Caledonia Av., Rochester,
N. Y., claims the distinction of being the first
in this country to build a biplane with the en-
gine and propeller in front. The machine was
produced last September. Charles P. Willard,
however, built rnd flew one along this line last
summer, drawings of which were published in
AERONAUTICS. No flghts were made with
the Robinson machine on account of engine
trouble, he states, but hopes to fly in the spring
when the engine will have been put in shape.

EARLE OVINGTON TO MANUFACTURE

Karle L. Ovington will be in the manufactur-
ing field next year with a machine both unique
and different, not following any standard de-
sign. Exhibition flying has been given up for
good but aviation has not lost his aid. He has
located at Newton Highlands, Mass.

LIBERTY RACE GOES TO WHITE

The donor of the $10,000 Statue of Liberty
prize has not the money now. Neither has any

of the three "winners;" although the interna-
tional body has declared. White the successful
one in the altercation, it is reported by cable, —
as yet unconfirmed by letter to the Aero Club of
America.

John B. Moisant, in a macliine new to him,
fifty horsepower, fiew in a direct line to the
Statue and back at the Belmont meet last year
and made the fastest time. White with a hun-
dred horsepower engine was second, and De
Lesseps third. Moisant was awarded the prize.
White protested on the ground that the original
rules for the contest provided that no one could
compete unless he had flown for an hour previ-
ously during the meet. The race had been post-
poned and in the meantime the meet officials
rescinded this clause and made it possible for
Moisant to fly for the money, although he had
not flown an official hour at any time during the
meet. He did fly an hour, as a matter of fact,
but the system of time keeping was so arranged
that no record was made of unofficial flying.
The hour clause wtis designed to keep inexperi-
enced men from attempting the flight. Moisant
iiad flown from Paris to London and was rainy
well qualified, one would say, to compete with
White and quite in the latter's class.

White protested to the A. C. A. the award to
Moisant on the basis of the hour condition;
+hat the meet had no right to change published
rules. The club sustained liis protest and award-
ed the money to De Lesseps, the last man, on
the gi'ound that White had fouled a pylon in
starting on the contest and, of course, was not
eligible. White protested this, was backed
by his club and the matter taken to the Rome
meeting of the federation which gives the money
to White, as the American club did not prove
the fouling and the federation evidently did not
admit that the officials of the meet could change
the rules thereof.

The heirs of John B. Moisant have not yet de-
cided what course to pursue.

COLLIER TROPHY

The address of president Robert J. Collier, of
the Aero Club of America, on his election con-
tains the statement that the trophy -which he
proposed to award to the winner of the elimina-
tion race for the selection of the Gordon Ben-
nett team will be offered for the most sub-
stantial achievement in the cause of aviation
during 1912. The awarding of this would be left
in the hands of a committee.

Late in the afternoon of Nov. 5, W. F. Cline,
in the A. N. Ridgely plane equipped with a 6-
cylinder "Kirkham" motor, flew for 614 minutes
at Nassau Blvd. Ascending in the fast ap-
proaching darkness he flew on schedule ana
descended only on being signalled down, and
it was then so dark that it was necessary to
burn a considerable quantity of gasoline on the
field in order that he might safely alight.

There has recently been a considerable in-
crease in the demand for these motors and a
large number of orders have been booked for
future delivery. Indications point to a con-
siderable activity in the sale of motors during
the winter and spring months.

The E. J. Willis Company stock of aeronauti-
cal catalogues is entirely exhausted at the
present time. A new edition will be ready very
shortly and as soon as possible they will again
be pleased to mail same Free to All Interested
Parties. In the meantime they want to hear
from tho-^ie'' jontemplating entering the aero-
nautical field or at present engaged in building
their own machines. If they can tender any
assistance by advising in the constructional
details of various type machines they are glad
to do so and incidentally to quote prices on the
ver.v many parts and fittings that they carry in
stock in large quantities at all times.

They have recenth- placed upon the market
an extra large turnbuckle with locking <levice.
preventing loosening of the turnbuckle and
slacking of the cable around the engine sections
of the biplanes which is expected to be a very
popular seller.

AERONAUTICS

Page 219

December, 1911

CURTISS HYDRO-AEROPLANE GOES TO
RUSSIA.

An order reached this city yesterday from tlie
Russian Aerial League for a two seated Cur-
tis liydro-aeroplane of the dual control type
used by Lieutenants Bllyson and Towers in
their recent successful llight from Annapolis to
Fort Monroe. The order was placed by the Rus-
sian Importing- Company of New York City.

The Aerial League is said to have been
organized to further a movement to develop
Russia's military power in the air as a more
practicable enterprise than the upbuilding of
the lleet shattered in the war with Japan.

The Curtiss Company has agreed to send an
aviator to Russia to demonstrate the machine
for the purchasers. Hugh Robinson, who made
a notable flight in a hydro-aeroplane from St.
Paul to Rock Island, is on his way here from
the West and probably will go to Russia with
Eugene Godet.

The Curtis Company also has sold one of its
machines to Dr. Charles S. Decker, of B'ing-
hamton, President of the Aero Club of that city
and also head of the Binghamton Automobile
Club.

Mrs. Lillian Janeway Atwater, forinerly
widow of the late Senator Thoinas C. Piatt,
now wife of William B. Atwater, has decided to
study aviation at the Curtiss winter training
grounds on North Island, San Diego, Cal.

A large amount of equipment, in the shape of
aeroplanes, parts, machinery and staff of em-
ployees has been sent from the Curtiss aero-
plane factory at Hammondsport, N. Y., to the
Curtiss training ground and experimental sta-
tion on North Island, near San Diego, Cali-
fornia, within a few days. The Curtiss train-
ing school is already open at San Diego with
about a dozen pupils in attendance. Including
one officer of the Greek army, and Mr. Curtiss
will follow the equipment which he is sending
to that point about the 1st of December.

Mr. Curtiss is now building a hydro-aeroplane
rescue boat of thirty horse power and equipped
to carry twelve men. Should this latest device
of the Hammondsport inventor prove success-

ful, it will prove conclusively the great value
ot the hydro-aeroplane in war as a means of
lescue.

A VISIT TO THE HALL-SCOTT FACTORY.

In the perfection of the beautifully finished
Hall-Scott engine, that is being installed in an
ever increasing number of American aeroplanes
may be seen the result of many years' experi-
ment and study. A pioneer in the aeronautic
industry and a successful builder of railway
motor cars, and automobile engines, before
the aeroplane's advent, this company, under the
management of C. B. & L. C. Scott, and the
clever designing of Al. Hall, has forged to the
front, its engines are now to be seen in dally
action at almost every aviation field in the
country, and at every meet of any consequence
their engines were prominent in the hands of
Drofessional aviators.

As a result of nersonal observations during
a recent trip around the country in which a
good opportunity was had to witness different
makes of engines perform under varying con-
ditions and in various machines, the writer
determined to visit the Hall-Scott plant and
see the actual manufacture and surrounding
conditions which go to make such a uniformly
successful engine.

A short trip across the bay from San Fran-
cisco lands one at West Berkeley where the
factory is situated. A large new building is
occupied, but the increasing business has
already reached its limitations and plans for a
large addition are now under way.

One passes through a maze of busy planers,
drills, turret lathes, grinders, etc., their squeaks
and shrill protests seem strangely silent how-
ever, in the popping roar of a large railway'
motor being tested over in one corner. Mr.
Scott, my guide, tells me that this engine
is one of two which are to be installed in rail-
way motor cars of exceptionally high speed.
He gives a lot more interesting information but
his words are lost in the noise.

We visit the extensive stock room wherein a
large number of parts are neatly arranged in

Assembly Room of the Hall-Scott Motor Works

AERONAUTICS

Page 220

December, 1911

The Call Monoplane.

bins. At least twenty-five complete power
plants could be assembled from parts in this
room alone, an insurance against delay in re-
placement should breakages occur.

Touring the main floor we stop and oversee
development of various parts, such as the
crankshaft, etc., from the rough to the finished
and perfectly balanced article.

Here a cylinder is being bored; a large pile
of the grey iron castings on one side, Mv.
Scott inforrhs me, are discards, owing to small
defects which might ordinarily pass, but are
not up to their standard; an average of two
out of three being thrown away.

Everywhere one is impressed with the
swiftnes.s and economy of jig and template.
The expenditure here for this most necessary
equipment must amount to a large sum.

Attention is called to a pile of aluminum alloy
crank-cases neatly finished, polished and smooth
inside and out, then to some connecting rods
that are a joy to handle.

In the busy pattern shop propellers and pat-
terns in various stages of completion are spread
about, seemingly in confusion, but really in
well ordered array. The Hall- Scott propellers
are made here, walnut now being used entirely
for this purpose. Their latest model is a blade
of neat design and high efficiency. A 71/2 ft.
d., 41/2 ft. pt., turning 1200 R.P.M. with the
60 h.p. A2, giving 400 lbs. thrust in the factory,
tho 360 lbs. is all they claim.

Adjoining the main building, in a well lighted
addition, is the assembling room where are
usually to be found five or six engines in vari-
ous degrees of construction. A door at one end
opens out to the testing stand. A car of suit-
able design carrying the engine to be tested
on tracks that run through tlie assembling room
to the stand out doors where an elevated sup-
port carries gas and water pipes, the whole
being conveniently arranged and quite ingen-
ious.

It was the writer's intention to give some
details about the engine itself but the Hall-
Scott pamphlets A1, A 2, A3 give this in a more
tliorough manner than space here would allow.
A final impression gained was that the engine
is worthy of the plant nr vice versa.

CLEVE T. SHAFFER.

CALL COMPANY BUILDS 'PLANE

A monoplane has been built and flown
by the Aerial Navigation Co., of Girard,
Kans., makers of the unique Call two-cylin-
der motors. The flight was short and sweet
but it was of value.

In the shop, the engine turned an 8'6" by
5' propeller at 1300 r.p.m. It was then
L-ought that the engine had power enough
to turn a bigger blade so one of 6' pitch
was put on which ran a 400-pound scale
to the limit. Then the machine was run
throttled around the field. After several
trials like this, the machine w^as given its
head up a hill with advance spark and wide
open throttle. The novice in it had no idea
it would jump in the air but it did, with the
result as shown in the picture. The ma-
chine weighs 800 lbs. without fuel or pilot
and has 210 sq. ft. of surface. The 'plane
rose right away and as it cleared the top
for the hill the pilot made a disastrous land-
ing after he shut off the power.

The Call engine is the only 2 cylinder
opposed motor of the equal of 50 h.p. that
we know of. Its first appearance at the
Belmont meet caused considerable interest
on account of its uniqueness and beautiful
finish.

CALENDAR OF EVENTS
Jan. 1928— Los Angeles, A.C.C. meet.
— 1912— International Exposition, Vienna

May. 9-lS, 1912— Show at Grand Central Palace,

Aero Club of America.

Aerox.m'tics is a rciii inxinictivc and interest-
ing magazine. — Edw. E. Brown.

AERONAUTICS

Page 221

December, 191 1

The Mormon Tabernacle, Temple and Utah Hotel at Salt Lake City taken by H E.

Honeywell from his balloon.

ASCENSIONS.

Phila., Nov. 11. Dr. H. F. Pyfer and Dr. L.
T. Ash, of the Norristown Asylum for tlie In^
sane, (no joke intended) in the "Penn. I." to
Bound Brook, N. J., after a four and a half hour
trip.

DIRIGIBLE ASCENT.

Atlantic City, N. J., Nov. 4. The first trial
was made of the transatlantic airship "Akron."
A landing was necessary in the water, which
resulted in minor damages.

DOUBLE ASCENSION.

Dayton, Nov. 4. Dr. L. E. Custer in the
"Luzerne" (22,000) and Dr. P. M. Crume in the
"Hoosier" (80,000). The Hoosier carried as pas-
sengers R. T. Louis, Joseph Light and Bert
Klopfer. The Hoosier landed at North Lewis-
burg after 1 hr., 27 min. Dr. Custer won the
race by landing 12 miles farther on. The race
was for a silver cup of the Dayton Aero Club.

Redlands, Calif., Oct. 30. George B. Harrison,
piloted Earl Remington, Miss IMyrtle Dennison,
Fi-ank Champion and N. L. Stevens in the "All
America II." Landings were made at Highlands
and East Highlands where the trip to Los An-
geles was abandoned as the balloon could not
be gotten out of the valley.

Pittsfield, Mass., Nov. 1.3. H. P. Shearman,
pilot, H. R. Corner and J. A. Jones in the
"Stevens I" to TTnity, N. H., landing in the tree-
tops. They were rescued by farmers who cut
away some smaller trees so the aernauts
could slide down the anchor rope.

Indianapolis, Ind., Nov. 19. G. L. Bumbaugh,
pilot, and Walter Moffit, tried for the Lahm Cup
record but got only 110 miles from here, landing
at Monroeville, Ind., the following day.

St. Louis, Nov. 26. John Berry, Joseph
O'Reilly, Joseph A. Gerspracher, Hans J. Schus-
ter and Edward Strassman in the "St. Louis
IV" to Barnet, Ills. Up 3 hours.

Dayton, Nov. 29. Warren Rasor and son .lef-
ferson, ascended in the "Dayton," landing
at Upper Sandusky 5 hours later.

Fifteen balloon ascents have been made this
year by one man alone, Captain H. E. Honey-
well, of St. Louis, with himself as pilot. Among
the passengers were many ladies, and as many
as eight people have been taken up in one bal-
loon. They were made in San Antonio, St.
Louis, Kansas City and Salt Lake City.

The "X Company," of Detroit, which re-
cently offered a $25 prize for a word to
replace "propeller," has awarded this sum
to Raymond W. Garner, of Davenport, la.,
adopting the modification "spiron" of his
suggestion. A propeller with the "trade
name "Spiron" -will be put on the market
by this concern in the spring.

The New York Aeronautical Supply Co., of
50 B'way; New York, report that in spite of
the winter season, orders are coming in fast.
A large percentage of the orders are for sup-
plies for the machines which are to be built
during the inclement weather and used in the
Spring. A new addition to their line is the
"Roberts" motor. They have these motors in
stock for immediate delivery. This enterprising
concern! will demonstrate their motors, next
season, in a Curtiss-type hydro-aeroplane. The
hydro-areoplane is now under construction in
their factory. A new and elaborate catalogue
is how being compiled and will be ready for dis-
tribution about Jan. 1st. Mr. W. E. Watts, the
president of the company, has just returned
from a trip through New England and Canada
tind reports the outlook for next season "very
bright."

/ find the magazine all that c.oiihl he dcxircd.
It is filled icith iustntrtire and enlir/htrninri litera-
ture. It is a compendium of useful knonlcdfic per-
taining to the science of aviation. — A. E.

HOSTELLEy.

AERONAUTICS

Page 222

December, 1911

Questions and Answers

Edited by M. B. SELLERS

\\\ are glade at all times to answer
any questions that lie within
our power. Heretofore, we
have been answering these by
letter. In future we will, in
addition, print the questions
and their answers for the
benefit of other readers.

Not infrequently, the ques-
/.-r |,,..r,i/.'r,v.-rn/.-rn tlous asked are such that they
^IS^j/S^^'!^ entail a great deal of time,
more than we feel in a position
to devote. In future, we will
advise inquirers to the best of
our ability, as before; but,
where the demands made are more than can be
reasonably expected of us we will, with the per-
mission of the author thereof, refer these to a
competent engineer, whose services are avail-
able. Mr. John C. Burkhart has arranged to
devote whatever time and attention may be
necessary to furnishing expert advice on de-
sign, balancing, purchasing of motors or other
supplies, etc. He may be addressed at 250
West 54th St., New York.

To the Editor:

To date I have my power plant mounted and
find that with the 4 cycle 4V4 by 414 engine, and
7' diam. 3i^' pitch propeller I have made, 1
am getting 200 lbs. standing thrust at 1100 rpm.
Now, what I am after is to reduce head resis-
tance to a minimum, as the sketch, which you
were so kind to help me out on, shows a blunt
leading edge. I also proposed to cover the
under side only but I have now decided to cover
the top and bottom and, in particular, do away
with the blunt edge by keeping the spar from
8" to 12" to rear of front edge and depending on
tight wires for the front and rear edges.

The point is now, will that change your idea
of curvature (1) as originally shown in attached
sketch. The machine is a headless biplane, 34
by 6 ft., spaced 5 ft. apart, with a thrust of 180
lbs. stationary thrust and weight of machine
with operator being 700 lbs., what is most ad-
vantageous cambre for planes to have at points
indicated at A, B, C, etc., the question of speed
not considered? (2) Where is the centre of
lift of plane? (3) What should be the angle
in flight of the points AG? (4) How much
gross weight would 200 lbs. thrust sustain with
this combination and 408 sq. ft. surface?

L. G., Ft. Bliss, Tex.

(1) Sharp or blunt leading edge: — If you
cover both sides of wing, you will reduce re-
sistance; but making the leading edge sharp
has doubtful advantages. Experiments to date
s£em to show that, on a double surfaced wing,
a rounded front edge is at least equal in ef-
ficiency to a sharp one; and a wire in leading
edge instead of a spar is not as satisfactory in
practice. The shape of rib shown is suitable
for double surface and there is no reason for
changing curvature when using sharp front
edge.

(2) The centre of pressure at iVz deg. will
be about 28 inches from front edge.

(3) 414 degrees. The trailing edge would be
5V^ inches lower than the leading one.

(4) The gross weight lifted with 200 lbs.
thrust, above curve and 408 sq. ft. surface.

would run from 750 to 800 lbs., depending on
how well you eliminate resistance and also on
the propeller; and how well the thrust holds
up under headway.

To the Editor:

Being a subscriber of your magazine I would
like to ask a few questions regarding rotary
gas engines.

H. W. D., Denver.

(1) Why is it that 2 cycle and 4 cycle engines
are in even and odd numbers of cylinders re-
spectively? Answer. So that the interval be-
tween firing times may be equal. Taking a
four cylinder four cycle engine, with the
cylinders arranged radially, the load on the
bearings of a single crank shaft and crank pin
may be kept very uniform, but, this arrange-
ment makes it impossible to have the cylinders
fire and exert their effort on the crank at uni-
form intervals in the cycle. With an odd num-
ber of cylinders, say five, they will explode in
the order 1, 3, 5, 2, 4, 1, etc., or at equal inter-
vals of 144 degrees. There is, therefore, a great
advantage in smoothness of operation and uni-
formity of torque of the engine through having
the odd number of cylinders. The greater the
number of cylinders, provided their number is
odd, the more uniform the torque will be.
With seven cylinders the uniform intervals be-
tween explosions would be only 103 degrees.

(2) Would this hold good if a 2 cycle engine
did not rely on crank case compression for fuel
injection if the above is true? Answer. The
crank case is used merely to compress the
charge in 2 cycle engines; it is a pump. This
has nothing to do with firing sequence.

(3) Exi^lain how the gas gaiivs entrance
through the crank shaft to the cylinders of
the Gnome engine? Answer. The gas is taken
direct from the carburetor at the end of the
hollow crank shaft, through the shaft into the
crank chamber, which acts as a manifold. Each
piston draws its mixture from thence into the
cylinder through an automatic inlet valve in
the middle of the piston head.

(4) Are the main bearings on rotary engines
all of the roller type, and is there any take-up
in these? Answer. The Gnome uses F&S ball
Bearings throughout. The same is true of all
rotary engines we know of. There is no take-
up OH these.

(5) How does the Gnome connect all its
connecting rods to the single throw crank
shaft? Answer. One rod is made in one piece
with a large double disc end forming the outer
race of a ball bearing running on the crank-
pin. At intervals of 511/^ ° around these discs,
six attachment pins are held between webs or
discs, thus dividing the points of attachment
into seven equal angular intervals. The re-
maining six connecting rods are attached to
pins at these points. It is necessary to locate
the big end disc to one of the rods to pievent
it rocking on the crankpin.

(6) Which are the most efficient fins for
cooling: those running with or around the
cylinders? We do not know that any one has
ever experimented on this, except the Adams-
Farwell people, who say the longitudinal fins
are most efficient.

AERONAUTICS

Page 223

December, 1911

To the Editor:

Having read your paper for three
years and finding it indispensable, I have not
found any data or formulae to compute the
center of pressure on a curved surface — that is,
no accepted practical method. Now I am build-
ing a biplane with a spread of 32 ft. by 5 ft. 4 in.
chord. The camber is 3.2 ins., falling 2.6i ins.
from front edge. Have designed machine to fly
at 3''30'. Where do you think the center of
pressure would fall? The curve is identical with
the Wright, if you know their center of pressure.

Hoping to hear from you and complimenting
you on your success as an aeronautical editor,
I am,

Yours truly,

E. A. R., Terre Haute.

Answer — There is no general formula for find-
ing the centre of pressure on an arched surface.
The centre of pressure varies with the camber
and section of the surface. According to
M. Eiffel, the c. of p. on a Wright wing at iV2°
is at 42% from front edge. For 5 ft. 4 in. chord,
that is 27 ins. from front edge.

To the Editor: —

Will you please answer my questions refer-
ring to a Demoiselle. How much thrust will it
take to raise 350 lbs. and on the machine how
much slanting must the wings have, or how
high would the front edge have to be? C. R.
Palestine.

Answer. Your questions can not be answered
without more ,data. Besides depen-ding on
weight, the thrust and inclination of wing de-
pends on the speed required, form and area of
wing. The thrust depends also on propeller
efficiency and head resistance of the inachine.
Prom what you state we should say that about
100 lbs. standing thrust and an inclination of
1 in 12 would be right for 350 lbs. total weight.

BOOKS RECEIVED

THE LAW OF THE AIR, by Harold D.
Hazeltine, LL.D. 8vo., cloth, 150 pp., $1.62 post-
paid, from George H. Doran Co., 35 West 32nd
St., New York. The contents of the book com-
prises three lectures delivered at the University
of London in 1910, put in book form. The first
part takes up "The Fundamental Problem; the
Rights of States in the Air-space;" the second
"The Principles and Problems of National
Law;" and the last, "The Principles and Prob-
lems of Internationa! Law." One is startled
by the amount of thought and consideration
clearly given the subject of the aerial laws by
various nations. Few know that this question
was considered and rulings made as early as
the Franco-Prussian war and by the first Hague
Conference in 1899.

RECENT PROGRESS IN AVIATION, by O.
Chanute, from the Smitlisonian Ropoit for 1910,
Smithsonian Institution, ^^ashington, D. C.
This illustrated pamphlet, which may be had
free from Smithsonian, gives a most interesting
and concise history of power flight up to 1910,
written hy the late Mr. Chanute, who certainly
was the best ciualifled to review progress of any
authority in the world.

Chinese revolutionists, assembling a fleet of 13
aeroplanes for an attack on Peking, have pur-
chased one of the first three in Cleveland.

Engines for the three have been shipped from
the Roberts Motor Co. at Sandusky.

Material for ten more has neen ortffered in
part from the Goodyear Rubber Co. at Akron.

Two machines, assembled, have been shipped
from Albion, Mich. They were built by the
Wolverine Co.

"I take five aviation papers and I think
AERONAUTICS is leading them all."

(Signed) George Kane.

BLERIOT type monoplane readv for power
$125. Stickney, 240 7 6th Ave., Moline, 111. Dec.

J. ED. SHERIFF, Mechanical Engineer and
Inventor. Original Designs a specialty. 125
Watts St., New York. Dec.

FRENCH motor, new, 4-cvlinder, for sale.
Good for biplane. Make oaer. Queen Aero-
plane Co., 197 St. & Amsterdam Av., New York.
T. F.-

AVIATOR — Do you want to back or employ an
aviator? State your proposition with full partic-
ulars. Address; Arg, care AERONAUTICS.
Dec.

One Requa— Gibson propeller, 7 ft. dia-
meter. 6 ft. pitch $35.00

One French propeller, type 8.097 ft.

diameter, 3.987 ft. pitch 50.00

One French propeller, type 8.097 ft.

diameter. 3.45 ft. pitch 50 00

One Dean Mfg. Co. propeller type 6^ ft.

diameter, 4% ft. pitch 50.00

The above French propellers were made
in France, are of the very best of
material and workmanship. The price
F. O. B. Paris is .$100.00 each.

1-50 H.P. Harriman ( ngine 4 cylinder,
4 cycle. This engine sells for $1650.00,
our price $700.00. This includes a
complete power plant.

1-6 Cylinder, 2 cycle. 48 h.p. engine
$775.00. This includes rediator pro-
peller and high tension magneto. This
engine sells for $150.00.
We are closing out our business and must

sell.

LeBron-Adams Aeroplane Co.,
Omaha, Neb.

"FACTORY wanted or small shop with facili-
ties for light working in good manufacturing
location. Middle West or near New York. Full
particulars. Box 2476, Station G, Washington,
D. C.

MANAGER WANTED to finance and man-
age a heavier-than-air flying machine that
can fly with 20 horsepower motor in calm
day. Can fly in 20 mile wind without motor.
Can fly from 20-90 miles an hour. Can fly at
night. All controls patented in 1904 and others
on record. Apply to A. "V. Wilson, Bar Harbor,
Me.

FOR SALE— FTNIB BLERIOT MONO-
PLANE, 100 H.P., TWO-SEATER.
APPLY RUBER. % AERON-
AUTICS, 250 W, 54 ST., NEIW YORK.

MFG. CO. wants men for aviators, $100 re-
quired. B. L. Gates. 227 P'ngelwood Ave.,
Chicago.

FOR SALE

NEW BLRRIOT MOXOPI^AXE, almost completed. $600
First-class materials and workmanship used tliroiifrlioiit.
Can he soon any time. Call or write M. W. L., 26 N.
Franklin Street. Hempstead, X. V.

FOR SALE

FINE BLERIOT MONOPLANE

Cheap

More attention to stability, factor of safety,
and practicability, and less to speed freaks will
no doubt answer the question "What's the Mat-
ter with Aviation?"

HARVEY R. KIDNEY.

Apply A. V. Reyburn, Jr., 5305 Delmar Boul., St. Louis,
Mo.

LOST— .\ young Aviator, height 5 ft. IVo in.,
weight 111 lbs. Was last seen purchasing two
pairs of $3 silk socks at Broadway and 26th
Street. Prior to this made a purchase of an
$18 grip, carried a sad expression on his face
after being stuck. The socks are of green and
gold. He wears a number 5 shoe in tan, light
for cold weather; light rain coat, soft hat when
feeling bad, a black derby at late hours: usuallv
found in a cafe after 11:30; will answei-, if
coaxed, to the name of BVown. This suit case is
marked B, Boston. Latest report, purchased
tickets in Penn. Station for some point south,
kindly address. A. L. S. c/o AERONAUTICS.

AERONAUTICS

Page 224

December, 1911

U. S. Patents Abstracted

Copies of any patent may be obtained for
5 cents (casli) each, from Commissioner of
Patents. Washington, D. C.

Spencer Heath, Washington, D. C, 1,006,209,
Oct. 17. PROPELLER. The claims cover a
blade with variable pitch at different blade
lengths, pitch ma.ximum beyond the half blade
length from the a.xis and diminishing toward
either extremity of the blade; pitch maximum
at greater blade width; method of construction
consisting of shaping the laminations to the
plan form, putting holes in the same so that
they will register when assembled, .securing
same together by screws in the holes until
grliip has set, reaming and inserting dowel pin«;
tapering of lamination sand scarifying together
to form hub; selection of laminations from ad-
jacent portions of the same timber; variable
pitch and blade width increasing at a dimin-
ishing rate from peripheral ends toward mid-
blade length.

This is the third propeller patent of Mr.
Heath. One, 998,897, July 25, covers interior
and exterior laminations of hard and soft, or
light and heav.v, woods in combination; the
second, 41,244, Mar. 14, covers the design which
is a feature of Paragon piopellers.

Paul Meissner, West Hoboken, N. J., 1,007,225,
Oct. 31, 1911. Piled Nov. 10, 1911. Novel
PLYING MACHINE.
Rudolph Wagner, of Stettin, and Carl von
Radinger, of Wellingdorf, near Karl, Ger-
many, 1,007,405, Oct. 31, 1911. A FRAME
WORK for Airships, Balloons and Aero-
planes.
William A. Hutson, Philadelphia, Pa., 1,007,-
445, Oct. 31,1911. AERODROME fitted with
overhead track FOR TRAINING AVIATORS
without danger.
W. F. Mangels, New York, N. Y., 1,007,467.
Oct. 31, 1911. MEANS FOR TEACHING
AVIATION and Testing Aeroplanes.
D. L. Moblev. Los Angeles, 1.007,789, Nov.
7. SUPPORTING SURFACES of triangular plan
view.

T. A. Snyder. St. Louis, No. 1,007.810, Nov. 7.
Combination AEROPLANIO HELICOPTER.

R. R. Waterman, Upland, Cal., 1.007,827, Nov.
7. Vertical STABILIZING SURFACE above and
below main planes.

Clarence E. Darrow, Fairbury, Neb.,
1,007,926, Nov. 7. AILERONS actuated by pen-
dulum.

Hugh L. Willoughbv, Newport, R. I., 1,008.096,
Nov. 7. Filed June 24, 1909. ELEVATING
RUDDERS front and rear operated in con-
junction inversely with relation one to another,
as in the Curtiss machine.

A. O. Gardiner, Oakland. Cal.. 1,008,131, Nov.
7. Aeroplane with gas filled bags attached to
planes.

Iskander Hourwich. Washington, D. C,
1,008,152, Nov. 7. FIXED AILERONS at wing
tips, curved and projecting upward and down-
ward laterally in series.

A. S. Greenamver and Alfred Hallett, Los
Angeles, 1.008,258, Nov. 7. SUPPORTING SUR-
FACES. Top plane of biplane bent down in a
"V" to level of lower plane at middle position:
lower plane bent likewise, containing power
plant in the .space thus made.

Edward William Young, Tvtherlev. Wimborne,
England, 1,008,402, Nov, 14. PROPELLER hav-
ing shaft, hub rigid thereon, hub with free
longitudinal and circumferential movement with
respect to shaft, etc., to allow blade to vary in-
clination with respect to shaft axis.

William C. Lawson, Roanoke. Va,, 1,008,417,
Nov. 14. HELICOPTER.

Edmund Soelie. Berlin, Germany, 1,008,437,
Nov. 14. AERONAT.

Christopher .1. Lake. Bridgeport, Conn.,
1,008,479, Nov. 14. AEROPLANE with stepped,
triangular surfaces.

Harry Wilbur Du Puy, Pittsburgh, Penn.,
1,008,630, Nov. 14, assignor to Pennsylvania
Rubber Co. SUPPORTING SURFACE. A
double covered wing of usual type with the
fabric of the concave side of the wing contain-
ing perforations to release the pressure and
allow the air to enter the inside of the wing
to prevent distortion of the cloth.

Rufus Clayton White, Los Angeles, Cal., 1,008,-
761, Nov. 14, HELICOPTER and gas bag.

Francis Erwin Borkenhagen, Caldwell, Idaho,

1.008.887, Nov. 14, FLYING-MACHINE; impos-
sible to classify.

Francis E. Borkenhagen, Caldwell, Idaho,

1.008.888, Nov. 14. "BALANCING DEVICE for
Lifting Biplanes."

Aladar de Bajza, London. Eng., 1,009,010, Nov.
14. AIRSHIP.

Louis Bleriot, Neuilly-Sur-Seind, France, 1,009,
017, Nov. 14. BALANCING an dSTEERING AI'-
PARATUS. Universally mounted control lever.

Peter F. Carmichael, Dahlonega, Ga., 1,009,-
048, Nov. 21. HELICOPTER.

Konstantin Ziolkowski, Kalouga, Russia, 1,009,
126, Nov. 21. METALLIC ENVELOPE for

Dirigible Aerostats and other purposes.

George Lehberger, Newark, N. J., 1,009,157.
Nov. 21. FLYING-:iMACHINE.

Wallace E. Tillinghast, Worcester, Mass.,
1,009,200, Nov. 21, STABILITY DEVICE. Aux-
iliary planes pivotally mounted back from ad-
vancing edge, above each lateral end of main
plane, and means for changing simultaneously
the angle of incidence of both in opposite di-
rections.

John C. Ayling, Springfield, II!., 1,009,274,
Nov. 21. KITE.

Francis A. Craig, Carmichaels, Penn., 1,009,-
384, Nov. 21. AUTOMATIC LATERAL-STABIL-
IZING MECHANISM. Ailerons hinged on a
fore and aft axis at lateral ends of main planes,
connected by chain and cable. Aileron on high
side automatically hinges up, decreasing area
on that side, and pulling one on low side down
to increase area there.

Rene Louis Riout, Paris, France, 1,009,692,
Nov. 21. FLAPPING WINGS.

Louis Bcauclerc Goldman, Downsleigh, Hay-
wards Heath, England, 1,009,736, Nov. 28.
AUTOMATIC STABILITY device: Planes rotat-
able about longitudinal axis of machine by air
pressure, restricted by weights.

Aceph B'. Maves, Houston, Texas, 1,009,766,
Nov. 28. PARACHUTE.

Colin B. McKenzie, Chicago. 111., 1.009,770,
Nov. 28. SUPPORTING SURFACES which in-
crease angle of incidence when moved forward
from a pivot point.

Pehr A. Nil.son. Philadelphia, Pa., 1,009,780,
Nov. 28. FLYING-MACHINE.

Attilio Pusterla, Fort Wadsworth, N. Y..
1.009,855, Nov. 28. AUTOM.XTIC STABILITY
device: ailerons at lateral extremities of wings,'
movable on axis parallel with the longitudinal
axis of the machine, operated by swinging seat.

Arthur McLean, New York, N. Y.. 1.009.915.
Nov. 28. HELICOPTER using turbines to pro-,
duce "a column of air pressure and climb up
on it."

George Rifflard. New York. N. Y., 1,009.996.
Nov. 28. FRAMEWORK system to avoid holes
in spars, using yoke-bolts and plates, etc.

Joseph Rosenberg and Rudolph (^.labanznya,
Chicago, 111., 1.010,076, Nov. 28. AIRSHIP.

A. F. W. Macmanus. San Antonio. Tex.,
1,010.286, Nov. 28. EQUILIBRIUM DEVICE:
panels or valves in lateral extremities of wings,
pivoted on fore and aft axis, swinging weight
attached to each. High side of aeroplane causes
valve that side to oren.

Josiah Sparks, Universitv Place. Nebraska.,
1.010.324. Nov. 28. FLYING MACHINE, with
pivotally mounted wings, front, rear and top
propellers, parachute, etc.

Hugo Kardos. New York, N. Y.. Assignor of
one-half to A. J. Moisant, of New York, N. Y..
1.010.374 Nov. 28. HALF AEROPLANE. HALT!'
OSCILLATING WING MACHINE with llap
valves in the wings.

AERONAUTICS

Page 225

December, 1911

THE USE OF MAGNALIUM CYLINDERS

The question of weight in aeroplanes has
ever been one of importance. In order to
reduce the weight it has been necessary to
use the very best grade of material and to
carefully aesign everything in such a way
that only sufficient material is used to give
the requisite strength. The heaviest part
of a flying machine is perhaps the power
plant, and, therefore the efforts made to-
ward reducing weight, have been mainly
centered upon reducing the weight of the
motor. Aluminum or aluminum alloys have
been used wherever it was possible to sub-
stitute these alloys for heavier metals, such
as iron. Several concerns have been suc-
cessful in the use of an aluminum alloy
for cylinders. The attempt to use alumi-
num or alloys thereof for gasolene engine
cylinders is not new, but for years it has
been unsuccessful.

Within the last year Magnalium, an alloy
of Aluminum, which is manufactured in
Germany, and which is composed princi-
pally of aluminum alloyed with a small
proportion of magnesium, has been success-
fully used for aeroplane engine cylinders.
The metal is not only lighter than aluminum
castings, but lighter even than pure Alu-
minum, because of its containing the metal
magnesium, which is considerably lighter
that aluminum, weighing about 1/3 what
iron weighs, and its use has demonstrated
the fact that a magnalium cylinder seems
to give better wear than an iron cylinder
under Ihe same conditions. After a few
hours, running the bore of a magnalium
cylinder seems to take on a very high
mirror polish.

A very interesting fact in connection with
the use of this metal for cylinders is that
there are instances on record of where a
cylinder was not bored carefully enough,
the engine was assembled and run, and in-
stead of the cylinder being scored, it was
the piston and the piston rings, which were
scored so badly that they had to be replaced
after the inside of the cylinder had been
burnished. The burnishing of the inside of
the cylinder seems to be a very desirable
feature in connection with the use of this
metal.

The castings of magnalium are denser
than those of any aluminum alloy and the
result is that there is no question about
their holding the pressure produced in the
cylinder.

The metal is about 121/.% lighter than
castings of #12 aluminum, assuming that
this grade is true to analysis 93% alumi-
num and 7% copper, in which case it
will have a specific gravity of 2.82. The
metal is also considerably stronger than
castings of this alloy.

Another very interesting fact in connec-
tion with the use of this metal in cylinders
is that the thermal conductivity of magna-
lium is from 7 to 8 times that of iron.
This helps the cooling problem, especially
in the case of air cooled engines.

On account of the toughness and strength
of the metal, it is being used not only for
cylinders but also for crank cases, water
pumps, in-take manifolds, and the various
other things connected with the manufac-
ture of an engine, which could admit of
the use of castings of any kind.

Wood Finishing for Aeroplanes

Con tinned fro m page ISO

You will perhaps hear of liquid fillers;
have nothing to do with them; they are a
source of trouble. The only liquid that may
be used as a filler is shellac varnish, which
is not without merit for work which is not
to be exposed much to the weather.

For your uses, there are two classes of
oleoresinous varnish; rubbing varnish which
can be used in the manner already described
for shellac, rubbing it down to a fine surface
with pumice and water, after the application
of a sufficient number of coats; this is to
make a foundation for the finishing coat.
Rubbing varnish contains little oil and much
resin; finishing varnish, much oil and less
resin. For your work, suitable finishing var-
nish is sold under two names; spar varnish,
isuch as is used by yacht builders, and what
is called wearing body varnish, used by car-
iriage painters. Rubbing varnishes are worth
'$3 to $4 per gallon; spar $4 to $4.50, and
jwearing body varnish about $6.00. Avoid

using any cheaper varnishes than these; they
are not cheap in the end.

The finishing coat of varnish should not be
rubbed, but left with a natural gloss, which
is far more dtirable than an artificially
polished surface.

Fine, transparent varnishes display good
workmanship; but if the latter is not up to
the mark, it may be to some extent concealed
by paint. Aluminum paint may be regarded
as in a way intermediate between varnish
and common paint. It is made of metallic
aluminun powder, mixed with pyroxylin var-
nish. This latter is a solution of pyroxylin,
a sort of gun-cotton, in amyl acetate, a liquid
having an odor suggesting bananas, and
often called banana oil. This makes the best
quality; inferior sorts have some cheap var-
nish as the liquid part and are much less
durable.

I am a constant reader of your magazine, and
I think it the- leadincj journal of its kind in
America. You are to lie congratulated on the
painstaking care uith which iiou give any informa-
tion published. — Edward II. Young.

AERONAUTICS

Page 226

December, 191 1

Index for Volume IX

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
tlie July, 1908, issue. Volume IV started with
tlie January, 1909, number. Volume V started
with the July, 1909, number. Volume VI started
with tlie January, 1910, issue, and Volume VII
started with the July, 1910, issue. Volume VIII
started with the January, 1911, number. Volume
IX with the July, 1911, issue.

Only principal articles are indexed. News notes
in general, and smaller mentions are not in-
dexed.

JULY, 1911.

Page
Propeller Testing- Device, By Prof. David

L. Gallup, M. E 1

Tests of Wooden Struts, By Prof. D. A. Low. 4
Testing of Aei'oplane Engines (Leigh ton

Motor) 6

Army and Navy Aviation 7

Table of American Aeronautic Motois (Com-
piled by E. L. Jones & S. Y. Beach) 7

Valkvrie Monoplane, Scale Drawings 9

Intercollegiate Balloon Race and Ascensions. 11

Frencli Court Favois Wrights 12

Construction Aids, XVIII 14

Curtiss "Triad" 15

Synopsis of U. S. Aerodromes and Flyers.... 18
What's the Matter with America? By R. B.

Scott 25

Detroit Club Members' Tournament 26

How to Build a Curtiss-type Biplane. By G.

H. Godley 27

European Cross-Country Circuits 29

Fatalities 29

Club News 31

National Balloon Race 32

New Pedersen Lubricator Brooke "Non-
Gyro" Motor, G. & A. Carburettor 33-34

Patents 36

AUGUST, 1911.

Scott Device for B'omb-Dropping from Aero-

jilanes 39

Making of a Propeller 41

Formula for Horsepower of an Engine 42

Gliding as a Sport and as an Aid to Flight.

Bv T. W. K. Clarke, with Scale Drawings. 43
Wiliard Headless Biplane, with Scale Draw-
ings 48

Pressure Equalizer for Ailerons 48

Kirkbride Biplane, with Scale Drawings 50

Construction Aids, XIX 52

Atwood's Flight from B'oston to Washington. 53

Johnstone Breaks Duration Record 54

Beachey's Flight Over Niagara 54

Navy Curtiss Hydro-aeroplane 55

Automobile Club Motor Prize 57

New Pilots 59

Aviation Insurance 59

Reports on European Circuits 62

List of Broken Records 63

Fatalities 64

Gordon Bennet Race. By George H. Scragg. 65

National Balloon Race and Ascensions 67

Hall Scott and Curtiss Motors 69

Patents 70

Club News 71

Subscribers' Fonmi and ICxchange 72

SEPTEMBER, 1911.

What's the Matter with Aviation, Sympo-
sium 75

Does Color Affect Aeroplanes? By R. F. Pat-
terson 77

Stresses due to Diving or Swooping 78

Burgess-Curtiss "Baby" with Scale Drawings 79

-Vviation "Schools," by Grover F. Sexton.... 83

Militarv Aviation and U. S. Aero Guns 84

New Pilots 86

Aeronautical Manufacturers Association.... 87

The Chicago Meet 89

New York-Philadelphia liace 91

Death of Badger and Johnstone and other

Fatalities 92

Wright Biplane, Model "B," witli Complete

Drawings 93

Vage

Atwood P'light, St. Louis-New York lul

Garros Makes New Altitude and Other Rec-
ords 104

Club News 10.5

Adams-Farwell Motor 108

Hele-Shaw Clutch 110

Patents 112

OCTOBER, 191 I.

A Popular Scientific Explanation of the Mo-
tives of the Gyroscope and its Application

in Aviation. By Emil Buergin 113

Doutre Longitudina IStabilizer 115

Two-Place Deperdussin Monoplane, with

Scale Drawings 117

Naval Curtiss H.vdroaeroplane Experiment. .121

New Moisant Biplane, Scale Drawings 123

Queen Monoplane, with Scale Drawings 125

Rotary Indian Motor 128

Rex Smith Biplane with Scale Drawings 12i)

Death of Buel Hurndon Green, M.E., and

Others 132

The Nassau Meet 134

Gnome-Engined Burgess- Wright 135

Boston Meet and Cross Country Race 136

What's the Matter with Aviation? Sym-

posiuin 137

Club News 137

International Race and Ascensions 138

Vaniman Dirigible "Akron" 139

New Pilots 141

Patents 146

NOVEMBER, 1911.

What's the Mattel- with Aviation? Sym-

posiuin 149

The Effect of Color on Aeroplanes. By Prof.

H. LaV. Twining 150

Death of Prof. John J. Montgomery with

Article by Him 151

Death of Eugene Ely and Other Fatalities. .154

Club News 155

Poland Tail-less Biplane, with Scale Draw-
ings 156

Kansas City International Contest. By Lieut.

H. E. Honeywell 159

McCurdy Headless Biplane, Scale Drawings. .160
Thomas Headless Biplane with Scale Draw-
ings 162-163

Construction Aids, XX 164

Rating of Gasoline Motors 165

Progress in Hydroaeroplanes, Burgess, Cur-
tiss, etc 166

Longest Flight of Hydroaeroplanes 168

Rogers' Transcontinental Flight 169

Queen-Martin Biplane with Scale Draw-
ings 170-172

Aeronautical Manufacturers Association 174

Scott Bomb-Dropper Trials 179

New Pilots ISO

Balloon Ascensions 1^2

Frontier, Detroit, Roberts and Call Motors... 184
Patents ISS

DECEMBER, 1911.

Wood Finishing for Aeroplanes. By Prof. A

H. Sabin 189

Competition Military Aeroplanes in Krani-o, by

R. E. Scott 190

Etrich Monoplane. By Fritz Edelstein 192

Hamilton Biplane 196

Tlie Nieuport Monoplane 199

Bleriot, XXI 202

KaUm Biplane. By Cleve T. Shaffer 203

p::ilswortli Stabilizer. By Cleve T. Shaffer. . . 206

Model Notes. By Percy W. Pierce 208

Patents 209

The Fourth Milibiry Arm, By General .lames Allen.. 212

Wittcmann Stabilizer 2l;>

Curtiss Notifies Infringers 211

Deaths 21".

Fowler's Trans-Continental Flight 217

New Pilots 217

Ascensions 221

Questions and .\nswers. Bv M. B. Sellers... 222

Club News 224

Vol. IX, No. 1.

JULY, 1911

Serial No 48

PUBLISHED MONTHLY BY

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Eiementary Aeronautics REVISED TO JUNE 1st, 1911

Vehicles of the Air

THE SCIENCE AND PRACTICE OF
AERIAL MACHINES

ALBERT P. THURSTON, B.Sc.(Lond.)

ate Engineer to Sir Hiram Maxim; Lecturer in Aeronautics,

East London College (University of London) : Afentber

of the Aeronautical Society of Great Britain

This little volume is of the greatest interest to all who
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hich elucidate the subject matter of the text. The book
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udent of aeronautics, as it contains a vast amount of
[formation of the highest value.

S\- VEHiaESoFTHEAIR

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AERONAUTICS

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JUL 27

AERONAUTICS

July, 1911

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Achievements of Curtiss Aeroplanes
Are Arguments That Convince

A DEPENDABLE MACHINE MINIMIZES THE RISK
THAT THE AVIATOR ORDINARILY TAKES

THE CURTISS BIPLANE—

By constant striving for improvement,
lias been made the aeroplane of most ad-
vantageous possibilities. In the develop-
ment of the aeroplane Curtiss has been
eminently praetieal ; all of his ability and
skill, the knowledge gained from numerous
and famous flights, years of patient ex-
perimentation in the factory and on the
aviation field have been devoted to the
construction of swift, safe and efficient
aeroplanes.
THE CURTISS SYSTEM of construction
enables the biplane to be made much
stronger, more dependable and powerful
than other machines of the same weight.
Aeroplane manipulation is an acquired
art and not an acrobatic accomplishment
or the result of natural instinct. But the
aviator who uses the Curtiss machine has
the special assistance, the additional as-
surance contained in a system of instinctive
controls for balancing, elevating and
steering.

THE CUR TISS H YDRO-AEROPLANE-

Robs aviation of half its dangers; multi-
plies the pleasure of flying. Air, water and
land alike may be traversed by the new
( urtiss machine. The hydro-aeroplane can
fly 60 miles an hour ; driven over the sur-
face of the water, the hy tiro-aeroplane
will run away from the fastest motor boat;
it responds to its rudder more quickly
than any water craft afloat. It arises
from, and alights on, water as well as on
land. The U.S. Army and Navy officers
have recommended theCnrtiss Hydroaero-
plane in the highest terms. It has flown
from a rough sea and from the surface
of Salt Lake, Utah, to an altitude of
nearly 5000 feet above the sea. After
repeated tests had proved the efficiencj'
and entire dependability of the machine,
a Curtiss hydro-aeroplane was purchased
by the U. S. navy department. This type
of machine carries a passenger and is
capable of transporting the most blase to
the heights of enthusiasm.

AVIATORS THOROUGHLY INSTRUCTED AND TRAINED

The well established Curtiss policy, thorough reliability and correctness in every detail,
characterizes the Curtiss training school for aviators now open at Nassau Boulevard, L. 1.,
Earle L. Ovington, the chief instructor, is a trained engineer as well as a licensed pilot.

This is the only school where complete and proper theoretical instruction is given in
addition to the most practical training, real study and work combined to the very best
advantage.

Immediate advantage must be taken of this opportunity as the number of students
will be limited.

Address CURTISS AEROPLANE COMPANY, 1737 Broadway, New York.

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